Part II (4DB) Essay Example | Topics and Well Written Essays - 500 words

Part II (4DB) - Essay Example (Torbert, 2004) The first principle is that we should ensure that everyone in the organization understands what makes him to work. For effective management, if everyone knows what brought him to work, why he is working, what he gets after working and what consequences he gets if he does not work, then it will be a better approach of motivation to workers. The second principle is that for the employees to understand the importance of being part of the team. It is essential the employees to be part of the team for the achievement of the organization’s objectives. There must be coordination in the activities of the organization hence the importance for all employees being part of the team. Being part of the team, the employees will be motivated as all of them will be working toward a common hence, there will be success in the organization’s objectives. The purpose of the organization: To manage change effectively in an organization, the manager needs to ensure that all employees’ team purpose or mission is in line with the members’ needs and wants. The challenges of the organization: Employees feel motivated if they overcome challenges their experience in an organization. As a technique to manage change in an organization, employees should not give up in case of challenges in an organization but should come up with an alternative to tackle the problem. Camaraderie is another technique that can be used to manage change in an organization. The employees should maintain a good working relationship in an organization. The managers should encourage employees to have togetherness in whatever they are doing and if possible, the organization should introduce something like indoor games that will keep the employees together. Another technique that can be used to manage change and to motivate the employees is assigning responsibilities to the employees. If employees are assigned

Napoleon and Romanticism Essay Example | Topics and Well Written Essays - 1250 words

Napoleon and Romanticism - Essay Example Of the three, it was Byron (1788-1824) who made the biggest impact during his lifetime. His poems acted as a major source of inspiration for generations of Romantics. Unfortunately, his verses have not lasted well. His most famous poems are very long and belong to a more leisurely age when people had the time to read such things. But Don Juan still sparkles with a wit that is most un-English and the shorter lyrical verses can still give much pleasure. The defeat of Napoleon brought no improvement in the condition of the masses. After 1815 there was a deep fall, which paralyzed trade and brought a wide unemployment and poverty. The ranks of the unemployed were swelled by a flood of discharged soldiers and sailors. The victors of Waterloo and Trafalgar were forced to beg for crusts of bread in the streets of London, Manchester and Portsmouth. In an analogy to Stalin, Napoleon, the gravedigger of the French Revolution, was seen by many as the continuator of the revolutionary traditions of 1789-93. Wherever his armies set foot, they set about smashing the old order in Europe, and therefore, in a distorted form, they stood for revolution. On the other hand, the armies of England everywhere defended the forces of reaction. Nelson, the national hero, hanged the patriots of Naples and delivered them over to torture and murder at the hands of the reactionaries. Inside England, the reactionaries went on the rampage, smashing printing presses and beating up suspected radicals. One might say that occasionally the pose seemed more important to him than the idea itself. But this was entirely characteristic of the Romantics in general. It was also characteristic of many Romantics to admire, even worship - Napoleon, the Corsican upstart who had hijacked the French Revolution in its period of decline. The attraction felt for the person of Bonaparte among the Romantics bears a certain resemblance to the attitude of many foreign intellectuals to Stalin. Sincerely sympathizing with the cause of the Russian Revolution and the USSR, they lacked the Marxist understanding to be able to analyze the real nature of Stalin's regime or see any difference between it and the regime of workers' democracy established by Lenin and Trotsky in 1917. Therefore, napoleon is considered just the gravedigger of the French revolution and not the nemesis. Romanticism Romanticism was name given to the new tendency. According to "Walter pater", 'it is the addition of curiosity to the desires of beauty' , the eagerness for new impression and new pleasure, to be sought where the hard work of nature or the artist had been most cunning. More than this it was in revolt against authority, tradition and convention, whether political, social,

Carrier Selection Determinants

Carrier Selection Determinants The purpose of this chapter is to review past literature that has been made available regarding the subject of carrier selection. The first section of this chapter will begin with global maritime overview. Next, the concept of logistics management and the issues related to transport and customers will be discussed. Finally, the end of the chapter will review the issues related to carrier selection including important determinants in shippers’ making decision process. 2.2 Global Maritime Overview According to UNCTAD (2008), over 80 percent of world merchandise trade by volume carried by sea because it supports international trade and globalization. In 2007, the volume of international seaborne trade reached 8.02 billion tons. The volume increased of 4.8 percent from the previous year. Dry cargoes were the largest share of good loaded. The world merchant fleet expanded by 7.2 percent during 2007 to 1.12 billion deadweight tons (dwt) at the beginning of 2008. Major loading areas were located in developing countries which are 63.2 percent while developed countries accounted as 33.3 percent. Because of high demand for shipping capacity, vessel order increases at highest level which it is 12 times higher that it was in June 2002. The top 35 shipowning countries together controlled 95.35 percent of the world fleet. By May 2008, the world containers fleet reached 13.3 million TEUs. In addition, the containership sector is investing in larger ship to achieve economies of scale to red uce costs. However, in the year 2007, the containership market was effected by higher fuel cost, a weakening US dollar, a strengthening Euro, and an increased supply of newbuilding coming online. Oil price impacted directly to bunker cost level which resulted higher bunker fuel price for 73 percent in Rotterdam, 76 percent in Singapore and 79 percent in Los Angles. Furthermore, maritime transport tends to have further discussions such as security and air pollution and climate changes. The industry is more concerns on environmental issues because heavy oil burned in shipped results in higher level of sulphur oxide and nitrogen oxide emissions. International trade is the main driver of container flow. In the year 2005, North and East Asia is the most significant driver of container trade which was accounted for 50 percent of export trade. In the year 2015, North and East Asia is expected to increase its world market share by approximately 12 percent while North America and Europe are expected to lose market share by 5 and 7 percent respectively. In other world, North and East Asia trade was the key driver of global container flow in the year 2005, and it has potential to grow until the year 2015. The estimated and forecast growth rates for full container trade (Figure 2.1) tend to reach up to 235.7 million TEUs in the year 2015, and the compound growth rate during the period 2005 – 2015 is 7.6 percent per annum. This estimation is full origin-destination containers only. The empty containers are not included.According to Drewry Shipping Consultants ( ) as cited by UNCTAD (2008), container trade is expected to reach 2 87 million TEUs and exceed 371 million TEUs by the year 2020. 2.2.1 Impacts of Credit Crisis on International trade 2.3 Logistics Management Logistics management is the process that relates to plan, implement and control the efficient, effective flow and storage of goods, services, and information in both the manufacturing and service sector from the point of origin to the point of consumption in order to meet customers’ requirement. Logistics management is to control raw materials, in process inventory and finished goods(Stock and Lambert, 2001). Gecowets (1979) explains about logistics concept that â€Å"The five rights of a logistics system are supplying the right product at the right place at the right time in the right condition for the right cost to those customers consuming the products.† According to Quayle and Jones (2001), logistics is defined as the process that needs management and co-ordination of all activities from sourcing and acquisition, through production and through distribute channel to customers. The authors also explain that the goal of logistics is to create competitive advantage through the simultaneous achievement of high customer service levels, optimum investment and value for money. In addition, the authors explain about the business functions within the scope of logistics management or know as â€Å"logistics mix† which include planning and marketing strategy, purchasing, production planning, storage and material handling, inventory management, warehouse and stores, transport, customer service, and technical support. Relevant toBowersox et al. (2007), logistics relates to the management of order processing, inventory, transport, and the combination of warehousing, materials handling, and packaging (Figure 2.2). However, Croom, Romano, and Giannakis (2000) do research on critical literature review of supply chain, and they conclude that supply chain has lack of universal definition because the way of supply chain has been developed, so it leads to different point of view. Business functions in logistics management: Facility Network Warehousing, Material Handling, and Packaging Integrated Logistics Management Order Processing Transport Inventory Logistics requirement have increased to serve consumers who want and demand quicker response times and more convenient offerings. Moreover, it is also pressured by consumers related to the prices, so the company needs to control its supply chain as efficiently as possible (Coyle, Bardi, and Langley, 2003). 2.3.1 Importance of Logistics Ballou (1999) explains that logistics is about creating value in terms of time and place, so good logistics management means the activities that contribute to the process of adding value. Logistics management is related directly to minimising the cost which can derive benefits to the consumers and to the firm’s shareholders. Logistics management can result of the profit squeeze and potential profit leverage because it is the area to significantly save cost which has greater impact in the firm’s profitability that increasing sales volume would have(Stock and Lambert, 2001). 2.3.2 Challenges in Logistics Management Meixell and Norbis (2008) claims there are many forces that bring about new challenges in logistics management. Some of them originate in the shipper community, carrier community and consumers themselves such as the growing concern for the environmental impact of the products they purchase. In the research, the authors also explain five logistics challenges that influence transport choice which are transport capacity shortages, international growth, economies of scale, security concern, and environmental and energy use concerns. Transport Capacity Shortage The issue is relevant to all transport modes. In motor carriers, capacity is limited due to tighter hours-of-service regulation, driver shortage, and higher toll that strain truck capacity (Meixell and Norbis, 2008). Maloni and Jackson (2005) report that international marine container volumes have increased over recent years, but North America ports and their supporting container distribution have not increased capacity accordingly. LaLonde (2004) reports that fuel cost impact the large carriers which can lead to a wave of bankruptcy and a consequence of reduction of industry capacity. The author also mentions about driver shortage which has resulted in some truck parked against the fence for the lack of drivers. Railroads are operating at or near capacity and they have been reluctant to make a huge investment, so it put more pressure on motor carrier industry and more truck on road. International Growth Meixell and Norbis (2008) claim that international growth is a challenge for logistics management because it involves activities related to international trade such as providing adequate transport and storage, getting items through custom, delivering to foreign location in timely fashion at an acceptable cost. According to Hines (2004), customers have become more demanding in terms of requiring special features or adaptations to a standard product. Therefore, the challenge is that suppliers have to fulfill the individual customer demand profitably by integrating the supply chain process to satisfy the demand. Economies of Scale The issue relate to shipment size because full truckloads can minimize the cost associated with the capital expenditure for equipment. Economies of scale also involves in handling of inventory. It is cheaper to ship cases than ship individual units and also cheaper to ship in pallets than to ship individual cases (Meixell and Norbis, 2008). The concept is similarly to Stock and Lambert (2001). The authors explain that inventory is required if a firm is to realize economies of scale in purchasing, transport, and manufacturing. Moreover, when the firm purchases material in larger volume, it reduces transport cost per unit because full truckload and rail car shipments receive lower transport rate than smaller shipments of less than truckload (LTL) or less than carload (LCL) quantities. Security concerns Security issue and supply chain must relate together because terrorist attack can impact the business operation (Meixell and Norbis, 2008). Sheu, Lee, and Nihoff (2006) also do research about logistics security programmes, and they claim that the efficient operation of international logistics affected by the September 11 tragedy. In Unites States, new security measure added cost approximately $151 billion annually. However, the need of security and efficiency should stay balance because if the need is overwhelming, it can cause delay of logistics process. Environmental and Energy Concerns A growing concern over the environment and energy challenges to logistics managers (Meixell and Norbis, 2008). According to Wu and Dunn (1994), logistics is a part of firm that should become environmental friendly, and the role of logistics managers have been increasing because their decision have a major impact on environment. They should deliver the green products to consumers to maintain the good image of the firm. However, the challenges of logistics managers is that how to incorporate environmental management principles into their daily decision making process. The author also mentions about mode selection impacting on the environment. Rail and barge use less energy than road haulage and air cargo. Marphy, Poist, and Braunschweig (1994) claim that logistics managers have the greatest ability to influence environmental issue involving pollution and natural resources preservation. According to Benson, Bugg, and Whitehead (1994), International Maritime Organisation (IMO) and similar regulatory bodies provide a wide range of study to increase environmental awareness and consequent tougher regulatory on the environment. Marine pollution is a matter of oil pollution after accidents at sea or the deliberate discharge of pollutants in the process of washing tanks. The pollution also comes from the loss overboard of containers or deck cargoes of chemicals, fertilizers and similar products. Air pollution results from emissions, and noise pollution also come from busy roads or near major airports. In the result, companies need an environmental audit to review their operation regularly with the preparation and adoption of training programmes to create awareness of environmental issues. 2.4 Role of Transport in Logistics Management Transport is a major component of the logistics management because it relates to the movement or flow of goods from point-of-origin to point-of-consumption. Transport is a factor in creation of time utility because it can determine how fast and how consistently products move from one point to another (Stock and Lambert, 2001). The decisions about logistics management related to transport includes operating one’s own transport versus hiring transport, mode, carrier, and service selection, method of freight consolidation, vehicle routing and crew and trip scheduling, and equipment selection, replacement, and acquisition (purchase, lease, or rent)(Vogt, Pienaar, and Dewit, 2002). According to Coyle, Bardi, and Langley (2003), transport cost represents approximately 40 to 50 percent of total logistic cost and 4 to 10 percent of the product selling price, so the authors conclude that transport decisions directly affects the total logistics costs. In logistics perspectives, three fa ctors that are fundamental to transport performance include cost, speed, and consistency. The cost of transport is the payment for moving between two places and the expenses related to maintaining in-transit inventory. Logistical system should utilize transport that minimizes total system cost, so it means that the least expensive method of transport may not result in the lowest cost of logistics. Speed of transport is the time required to complete a specific movement. Faster transport service may charge higher, so selecting method of transport should stay balance between speed and cost of service. Finally, consistency reflects the dependability of transport which always shows as the most important attribute of quality transport (Bowersox et al., 2007). Quayle and Jones (2001) also mention similarly that firm should concern with the factors relating to reliability, time, and price. 2.4.1 Mode of Transport and Characteristics Railroads According to Ballou (1999), the railroad is a long hauler which moves the raw materials and low valued manufactured products. The author also explains that there are two legal forms which are common carriers and private carriers. A common carrier sells its transport service to all shippers, but private carriers are owned by shippers with the usual intent of serving only the owner. The advantage of railroad is to transport large tonnage over long distance, but disadvantage of railroad is having high fixed cost due to expensive equipment, right-of-way and tracks, switching yards, and terminal. However, railroad has low variable operating cost (Bowersox et al., 2007). Motor Carriers Motor carrier is a part of any firm’s logistics supply chain because almost every logistics operation needs the motor truck from the smallest pickup truck to the largest tractor-semitrailer combination. Similarly to railroads, motor carriers have two types which are for-hire and private carriers. Motor carriers commonly transport manufactured commodities over relatively short distance. The commodities include textile and leather products, rubber and plastics etc. The major advantage is ability to provide service to any location. However, weather condition and highway traffic can disrupt motor service and effect transit time reliability. Contrary to railroads, motor carriers have high variable cost, but low fixed cost(Coyle, Bardi, and Langley, 2003). Air Carriers Air carriers offer a very fast and fairly expensive mode of transport. Airlines have a high fixed cost in infrastructure and equipment. The commodities are the high-valued items or time-sensitive emergency shipments that have to travel a long distance. The shipments that are less than 500 pounds including high-value but light weight and high-tech products are suited for air carriers (Chopra and Meindi, 2007). According to Benson, Bugg, and Whitehead (1944), the advantage of air carriers are direct flight possible to all ports of the world and speed much higher than any other mode of transport. However, disadvantages are high freight rate, possible delay due to bad weather, more restrictions on size and weight. Water Carriers Cuneo (2003) claims that more than 90 percent of world trade travels in containers aboard ocean – going ships, and about 20 million containers move through 220 ports around the world every year. Shipper can use water carriers in combination with other mode of transport. Water service on the average is slower than rail and availability and dependability can be effected by bad weather. Loss and damages cost from water carriers are considered low relatives to other modes. However, packaging is more concerned to protect goods during handling when loading and unloading operation(Ballou, 1999). 2.4.2 Critical Changes in Transport According to Coyle, Bardi, and Langley (2003), there are five major areas of change which are deregulation of the U.S. ocean liner industry, intermodalism, shipment control, trade policies, and currency fluctuation. The Shipping Act of 1984 and the Ocean Reform Act of 1998 is the greater reliance on the market place to control rate. Therefore, the elimination results in more rate negotiation, the right of conference carriers to take independent action on rates and service agreement which response to the laws of supply and demand. According to Stock and Lambert (2001), the deregulation has resulted in increased inter-intrafirm competition, greater pricing freedom, flexibility in routing and scheduling. It has increased the need of marketing oriented, and shippers have more carriers to choose. Secondly, intermodalism means the use of two or more transport mode which can provide a service to the shipper-customer that appears to be seamless (Coyle, Bardi, and Langley, 2003). Intermodal t ransport is a combination to take advantage of the inherent economies of each and thru provide an integrated service at lower total cost (Bowersox et al., 2007). Next, shipment control means high tech communication system that can deliver effective communication and control system. Customer can track the progress of the shipments. In addition, trade policies can impact the way of transport. Some countries set up protective barrier to restrict import goods, so delay of custom procedure can happen which also result in delay shipments. Finally, fluctuation in world currency can significantly affect logistics decision such as choice of transport mode and carrier. Definitely, value of currency also affects freight rates and importing and exporting volume which also affect traffic of transport (Coyle, Bardi, and Langley, 2003). 2.5 Logistics Strategies Related to Customers Logistics and Marketing Zinn (2000) mentions that logistic and marketing should come together because logistics management is developed to deliver value to customers and fulfill customers’ need. Therefore, the need of marketing and logistics integration has been more increasing. Customer service is often the key link between logistics and marketing.Coyle, Bardi, and Langley (2003) claim that if the logistics system has problems, and customers will not receive a delivery as promised, the company could lose future sales. The logistics process is to deliver and produce the good products at the right cost, but if there are some mistakes with the process, the customers will be satisfied. Therefore, it has a link between marketing and logistics management. Innis and LaLonde (1994) found that both of logistics and marketing contribute to customer satisfaction because marketing is responsible for creating and managing demand while logistics is responsible for fulfilling demand. The Role of Logistics in Establish Customer Service Levels Logistics operation serves a particular important advisory function because the goal of marketing department is to increase sales, but sometimes they ignore the cost to achieve them. The logistics department can outline the alternative means of delivering products to customers and help to calculate the cost for different level of service. They can help to determine the level of customer service and pricing policies (Marphy and Wood, 2004). According to Coyle, Bardi, and Langley (2003), there are four dimensions of customer service from a logistics perspectives. They contain time, dependability, convenience, and communication. Time is related to order cycle time, lead time, and replenishment time. Order cycle should be consistent with reasonable length. Dependability is more important than lead time for some customers. It affects directly to inventory level and stockouts cost. Moreover, dependability also means safe delivery and correct order. Communication involve with accurate infor mation and electronic flow of information. Finally, convenience is understood as flexibility. Logistics service should be adaptable for different customers. 2.5.1 Partnering Relationship between Carriers and Shippers Ellram and Hendrick (1995) explain partnership as a relationship between two firms that committed for a period of time share mutual information, risks, and rewards of the relationship. Relevant to Mohr and Spekman (1994), partnership is defined as independent firms who share goals, strive for mutual benefit, and acknowledge a high level of mutual interdependent. Cooke (2000) claims that supply chain management and collaborative transport management propel transport buyers and their service providers toward stronger mutually beneficial relationships. Dwyer et al. (1987) explain that buyer-seller relationship should have a basic list of critical success factors for strategic alliance. It includes detailed planning foe future exchange, increased measurement and qualification, sharing benefits and burden, reduced uncertainty, shared efficiency and high switching costs. Ellram (1991) also identify that trust between firm, transfer of necessary information, mutual dependence, and sharing o f new technology are the key attributes of successful relationship in buyer-seller partnership. Traditionally, relationship between shipper and carriers was arm length transaction. Each of them tries to maximize its own interests with little interest in their both relationship. However, both of them have begun to recognize the mutual benefits by developing alliance (Lambert and Stock, 2001). According to Gibson, Rutner and Keller (2002), the research found that trust, effectiveness, and flexibility are the most important determinants to develop and manage long term cooperative partnership between carriers and key shippers. Byme (2004) explains that when fuel price are rising dramatically, carriers have no choices, but have to increase price. It can affect relationship between carriers and shippers. The solution of the problem is to increase collaboration between shippers and carriers. Carriers should have end-to-end processes such as load planning, tendering and delivery confirmation. Technologies such as sharing tracking and transaction information are also important to collab orate. Lu (2003) claims that effective services result in successful partnering relationships. 2.6 Carrier Selection Decision The decision making process is the stage that includes mode choice and carrier selection which can identify relevant transport performance variables, select mode of transport and carrier, negotiate rates and service levels, and evaluate carrier performance (Monczka et al., 2005). Stock and Lambert (2001) claims that mode and carrier selection is important because shipper can reduce the number of carriers with whom they do business. When shippers have high volume, they get bigger discount and higher level of service that result in lower transport costs. Meanwhile, carriers prefer to deal with fewer shippers with large consistent volume over long period of time. Burdg and Daley (1985) claimed that the process of selection is involved with behavioural approach which includes environmental and organizational factors. The performance of the transport carrier may influence the effectiveness of the entire logistics function of a company and the process of carrier selecting is an important t o the company’s success. However, the research explored that regulatory and market changes are drivers for change in transport choice attributes (Norbis and Meiwell, 2008). In addition, Gattorna and Walters (1996) claim that there are five factors that are influent the choice of transport containing company characteristics and philosophy, market structure, product characteristics, customer characteristics, and environmental issues. Firstly, the company should concern its marketing, financial, and operation strategies. Marketing can determines customer service offer and customised to meet different customers’ needs. Financial is also involved with the profit objectives. Secondly, market structure is essential consideration. In competitive market, delivery may be the key factor influencing customers’ selection. Thirdly, product characteristics are involved with weight, size, and shape. Next, customer characteristics can impact on profitability. The company should check customer profile, order cycle, and customer after-sales service requirements. Finally, environmental issues can influence transport decisions because in some countries, govern ment is influent in transport policy. 2.6.1 Selecting and Making Decision Process Figure 2.3 Four decision stages Search Choice Post-choice Evaluation Problem Recognition According to Stock and Lambert (2001), there are four decision stages (Figure 2.3) occur in the mode/carrier selection decision which are problem recognition, search, choice, and post-choice evaluation. Firstly, the problem recognition is the stage that is affected by a variety of factors such as customer orders, dissatisfaction with existing mode/carrier, and changes in the distribution patterns of firm. Next, customers will come to search process which they scan a variety of information sources. The possible source can be their past experiences, carrier sales calls, existing company shipping record, printed materials such as advertising brochures, and customers. This process can take a considerable of time. Then, the important stage is choosing. There are many critical attributes concerned in this stage, and executives will choose the mode/carriers that satisfy their requirements. Finally, transport executives evaluate the choice performance. Many firms use many techniques such as cost studies, audits, on-time pickup and delivery performance, and damage/claims reviews while some of them use statistical analysis. 2.6.2 Behavioural Approaches Related to Transport Study Gray (1982) presented three assumptions associated with carrier choice. First, Economic Positivism is explained that economic value related to the firm which determines the use of transport. This approach related to price and profit. The firm attempts to maximize short term revenue and minimize short term cost in a trading. The second approach is called technological positivism which is associated between the physical aspects of commodity such as weight and volume and the transport system such as speed and frequency. The last approach is perceptual approach which related to user interpretation of the situation rather than on physical attributes. 2.6.3 Important Attributes in Selecting Carriers Shipper Perspectives To make a decision, customers need to realize value in order to make a selection, so this part will review the important attributes for shipper to make the selection carrier criteria. Lu (2003) surveyed Taiwan Shippers and found that the five most important carrier service attributes are availability of cargo space, low damage and loss record, accurate documentation, reliability of advertised sailing schedule, and courtesy of inquiry. The research also found that there is a significant correlation between timing related, pricing and warehouse service, so it can imply that to satisfy customers, carrier service should combine these things together. Mater and Gray (1993) explored that shippers in Irish Sea market concerned the most five factors to select carriers which are a fast response to problems, on time collection and delivery, value for money price, and good relationship with carriers. According to Kent and Parker (1999), the mail survey was sent to 125 companies which divided in to 50 import shippers, 50 export shippers, and 25 international containership carriers. Shippers identified the top factors for selecting carrier which are reliability, equipment availability, service frequency, rate changes, loss and damage, and financial stability. The research also found that the factors of selecting carriers between import and export shipper are different in the factor of door to door transportation rates. The research also concluded that service factor is important factor for export customers. Gibson et al. (1993) reported that the key criteria for carrier selection includes a willingness to meet service expectation, an established track record of outstanding performance, a willingness to focus on continuous improvement, the ability to handle special needs and emergencies and a willingness to meet cost goals. Tengku Jamaluddin (1995) investigated the service attributes that are important in carrier selection process, and the result indicated the top five service factors which are knowledgeability, freight rate, cargo care and handling, punctuality and transit time, and service frequency. Chiu (1996) assessed the performance of liner shipping in shippers’ perspectives. The result indicated that the six most important service attributes contains a prompt responses from a carrier to any problems, transit time, reliability, documentation services, a notice of delay, and assistance with loss and damage claims.Lu (2007) reviewed from past research and questionnaire survey of 230 shipping executives to find out the important key of capabilities for liner shipping services. The review concluded that transit time and frequency of service are ranks as important criteria in the context of liner shipping services. Saleh and Das (1974) found that reliability of transit time, consistency in serv ice, company image and special handling abilities are important carrier attributes. Coulter et al. (1989) reviewed the past research and used the relevant criteria to develop questionnaire. The resulted showed that reliability of performance is considered first and follow by Insurance of service provision, quality of service, personalizing factors and handling service. McGinnis (1990) found that there are six factors influent transportation choice which are freight rate, reliability, transit time, loss/damage/claims processing/tracing, shipper market consideration and carrier considerations. Carrier Perspectives Carriers do not really understand which selection criteria tend to influence a shipper’s choice of carriers. Carriers can lose competitive advantage if they still understand differently with shippers which definitely results in a decrease in market share. Moreover, the research found many carriers’ perceptions that are significantly different from what shippers want. Carriers rated personal relations with the carriers as highly important while shippers rated the factor only moderately important. Regular calls by carrier sales representatives, gift and gratuities offered are overrated by carriers, but shippers rated as slightly important or not important. In addition, the research conclude

MP3 Player versus Mini iPod :: Compare Comparison Contrast Essays

MP3 Player versus Mini iPod Sony is the world’s leading portable entertainment manufacturer, and Apple iPod is the most famous MP3 player. After Apple introduces their new product mini-iPod, Sony brings in their new MP3 player, NW-MS90D. The original iPod is a very successful product, but can it continue to be the best on a smaller device as mini-iPod or Sony will be the best smallest MP3 player? I will compare them with the specifications from their official webpage. First of all, we look at their size. Apple mini-iPod size 3.6 by 2.0 by 0.5 inches and weight 3.6 ounces. Sony MP3 player size 1.44 by 1.94 by 0.74 inches and weight 1.9 ounces. The design of mini-iPod is similar to the original iPod but it combines the touch button to the touch wheel and has a smaller backlit screen. It has an aluminum case to resist stains and scratches. It appears to be clear and simple, and it has 5 colors to choose. About Sony’s player, it is small enough to hold comfortably into the palm of a hand and it has a clip that can carry easily in a pocket or wallet. The case is made by titanium that can prevent scratches and has a better appearance. Both of them are having the great appearance and a hard case to prevent scratches, they are also small enough to be a comfortable portable player. However, if we think on carrying out, Sony MP3 player will be better, since it is smaller and half the weight than Mini-iPod. It is much better to carry to gym or work ou t. Then we focus on the memory. Apple mini-iPod is only 1/10 memory of the original iPod but it still have 4GB non-expandable memory. It can store around 1000’s 4 minutes songs. Comparably, Sony MP3 player has only 512 MB memory but is expandable. If we compare their battery life, Apple mini-iPod can use 8 hours after every recharge, but Sony MP3 player can provide up to 44 hours continue playback after every recharge. It is very hard to make choice between bigger memory and longer life playback. But if we consider both of them together, longer battery life is much better. It is a portable device, so longer battery life is better since it is meaning that no frequent recharge. Even mini-iPod has a very large memory but no body can think that there is a battery can have such a long life to play all of the songs.

Structural Functionalism vs Conflict Theory

Structural functionalism and conflict theory have some different points of view. One of them is that structural functionalism sees society as a complex system, that permit it to interact cohesively, and looks society as a macro-level orientation; while the conflict theory focuses on the social system that only work for a select few of society and is known because the struggle for dominance among social groups that compete for scarce resources. Knowing this, How different structural functionalism views gender than conflict theory does in a society?Gender differences are viewed from functionalism as an efficient way to create divisions and specializing of cooperative labour into specifically circumscribed tasks and roles. Also, it is viewed as a social system where particulars segments are responsible for specific labor acts.These division of labor are very efficient because create a maximum use of resources. This theory has been criticized for reifying gender roles. In functionalist p erspective gender roles contribute to social relations.Conflict theory has a different look of gender. In this theory gender is viewed as an attempt from male to keep power and privilege over female, and males are seen as the dominant group while females are seen as the subordinate group. The only reason why gender roles still exist is because to maintain their power and status the dominant group is still working for that.There exist some difference about how this two theories, functionalist and conflict perspective sees gender and what is the importance in society. In my personal opinion I’m more with the idea that functionalism have with gender.

Cipp Model of Evaluating a Curriculum

CIPP Model of Evaluation The CIPP model was developed by Stufflebeam (1983) to evaluate curriculums through Context, Input, Process, and Product. The Context defines the operation within which the curriculum will be delivered. It determines the specific characteristics of the learners. Most importantly, it helps to establish a rationale for the determination of the curriculum objectives. In evaluation the context is used to define the environment relevant to the curriculum, describing the actual and intended conditions of the program, identifying unmet needs, and diagnosing barriers that prevent needs from being met.Input identifies and assesses the capabilities, strategies, and designs available for implementing the curriculum as related to the curriculum’s objectives. It determines what internal resources are needed to enable achievement of the objectives and to search for external resources when required. Also, the input phase considers the cost to implement the curriculum. In evaluation the input determines to what extent available resources were used to achieve the curriculum objectives. Process identifies the procedural design that will be used to implement the curriculum.The curriculum objectives are translated in specific activities that constitute the instructional design. In evaluation the process is used to identify deficiencies in the procedural design or in the implementation of the curriculum, i. e. , what actually took place during instruction. To provide information necessary to make modifications to the implementation strategies used during instruction. Product defines the measurable outcomes of the curriculum both during and at the completion of instruction. These outcomes are directly related to the curriculum objectives.In evaluation the product is used to compare actual outcomes against a standard of what is acceptable to make judgments to continue, terminate, modify, or refocus an activity. Evaluation of the Primary Science Curricul um (Levels Infants-Standard5) using the CIPP Model. This curriculum is sequenced into six (6) strands per level of the seven (7) syllabi in which it aids teachers in producing a lesson which helps pupils to develop important concepts in primary science. They help the pupil develop a sound understanding of the living and material world. The strands are: 1) Living things 2) Ecosystems 3) Matter and Materials ) Structures and Mechanisms 5) Energy 6) Earth and Space Context The relation of these courses to the other courses from level infants to standard 5 is the dept in which the topics have evolved in order for the students to gain a deeper understanding of the scientific method and broaden their minds. It is time adequate because it is spread throughout the three terms and is continued to a higher extent every level change. The critical/ important external factor is the ministry of education in which they develop the curriculum to host particular outcomes specific for the exams which follow these lessons at the end of each term.The courses can be integrated into each other for students to grasp knowledge of the methods used in understanding science as well as some of the courses implementing more hands on activities to further the learning process of each student. The links between the courses and research/extension activities are grounds in which the students gain more understanding of each topic through a combination of the new information to the already learnt knowledge from ideas like experiments and projects which help each student understand the content of the course.The course is needed for the students to develop skills in inquiry and the scientific method of investigation to boost the capacity of their learning abilities and will be very useful in society as employers are in need of employees with the ability to think critically and problem solve through the scientific method of investigation. Inputs The students enter with the ability of competence, c uriosity, understanding, creativity, and sensitivity in the event of new knowledge within the science program.The learning styles of each student will differ but from the activities preformed by the teacher and fellow students to further understand the content the students will grasp the new information than if it were just â€Å"wrote learning†. The students become motivated when activities are introduced to the lesson. Some students may live in homes where they are not able to get information for projects which pertain to the lesson and the teachers make arrangements to accommodate these students.The student’s existing knowledge is that of life experience and when they are explained in class the students not have the capability to take the new knowledge and assimilate it with the old knowledge to form new schemes. The aims of the lessons are suitable to the levels in which they are specifically proposed. The objectives, specific to the lesson whether it be senses or space and time or enquiries, are derived from and complement these aims effectively. The course is very clearly defined and the knowledge skills and attitudes match each student’s ability to cope with the content of the lesson.The content of the lesson is appropriate to the age group in which it will be taught and is relevant to real life situations and experiences which makes it easier for the students to develop problem solving skills. The resources and equipment needed will be to further impart knowledge on the students such as field trips, charts, pictures, and experiments. The teachers and the students each have the specific texts books are the ministry provides these books for the schools.The teachers should have the ability to develop new methods in which to teach these lessons to the students as it centers on discovery by the students guided by the teachers. The time available is very different compared to the workload that must be done to accomplish the tasks set for ward by the aims and objectives as the preparation for the lesson takes more time that other lessons due to the fact that the teach now has to facilitate and guide the learning rather than teach the content.Process The workload of students is now broaden as the students have more to accomplish on their own with the other subject areas to take into consideration as these science lessons require more from students. Students will participate in these types of lessons more than the others because it centers on students discovering their potential to investigate and acquire new information on their own with guidance from their teachers. There are little to no problems related to teaching and learning.Also there is an effective two way communication in which the teachers as specific question to arrive at the answer that facilitate critical thinking and problem solving in each student. The students use the knowledge transferred to them to further their understanding of the real world and a pply this knowledge to new situations that arise. The students have no issues with using/applying/analyzing the knowledge and skills being learnt as they understand that it is present in everyday experiences. The teaching and learning process is continuously evaluated in the form of activities and written assignments such as projects and portfolios.The teachings of these lessons are not affected by practical/institutional problems because the teachers teach to one particular syllabus which can fit into any program whether different in terms of culture or religion. The students and teachers need to be very understanding to each student for the duration of imparting knowledge as it develops interpersonal skills. The discipline is maintained by the teacher who asserts the time in which each student must speak and quickly disciplines while teaching the class.Unknown to the class the teacher controls the level of noise through transitional methods which grasp the attention of each studen t. Product At the end of each term an examination is conducted to evaluate the content taught during the course. There is no information on the final assessment of the science curriculum but there are assessments at the end of each lesson. The assessments of the lessons are designed toward the KSA (Knowledge, Skills, and Attitudes) of each student towards the content of the lesson.The KSA after a course was reported as improved as each child developed new skills in which they can process new information and investigate new ways in which to respond to questions. Students use what they have learnt to develop new skills in the simple processes like play. Each student has developed an understanding of the overall experience during each lesson and has developed new skills of deduction. The main lessons learned were to stimulate curiosity and creativity, develop competence in the use of knowledge and scientific method, and develop a critical awareness of the role of science in everyday li ving.The official report is done and sent to the ministry to further evaluate the determine the effectiveness of the curriculum and to alter what may be needed to change. Teachers whom have the ability to successfully teach the science curriculum will have an added merit to their reputation and the ministry will see no need to change the curriculum while if there were more teachers that have failed to effectively teach the science curriculum the ministry will reevaluate the content make amendments to the curriculum.