Testing on Animals. Some people are FOR and some people are against Essay

Testing on Animals. Some people are FOR and some people are against - Essay Example Animal testing or animal research involves using animals other than humans for doing research. While such studies may involve mere observation of the animals or their behaviors, in most cases, tin many cases, they involve subjecting the animals to unnatural situations such as in the case of drug testing. Some of the animals that are commonly used in research include mice, guinea pigs, frogs, birds, zebra fish, and primates, to mention but a few (Humane Society International, 2014). Different organizations offer different statistics relating to the number of animals that are used for research across the world and in the U.S. annually. According to Speaking of Research (2014), between 13.6 and 25 million animals are used for research in the United States annually. According to ProCon (2014), roughly 26 million animals are subjected to research tests for commercial or scientific purposes in the United States of America alone annually. In New Zealand and Australia, in excess of six milli on animals are used for teaching and testing annually according to Animals Australia (2014). The statistics, as varied as they are for the few countries mentioned, are nothing short of appalling. The reality is that millions of animals are used for experimentation throughout the world, and more so in developed countries. Do Something (2014) notes that more than 100 million animals suffer burns, abuse, or are poisoned in labs in the United States annually. Many of the animals used for testing die accidentally during the tests or are intentionally killed by researchers. One wonders whether or not it is right for animals to be subjected to pain and suffering by humans as they try to look for solutions that face the world. Different people have different views concerning animal testing. While some experts note that animal testing is useful because it goes a long way in saving humans from preventable deaths and provides good testing grounds for new products, others note that the

Analysis of Indias Automobile Industry

Analysis of Indias Automobile Industry Following Indias growing openness, the arrival of new and existing models, easy availability of finance at relatively low rate of interest and price discounts offered by the dealers and manufacturers all have stirred the demand for vehicles and a strong growth of the Indian automobile industry. The data obtained from ministry of commerce and industry, shows high growth obtained since 2001- 02 in automobile production continuing in the first three quarters of the 2004-05. Annual growth was 16.0 per cent in April-December, 2004; the growth rate in 2003-04 was 15.1 per cent The automobile industry grew at a compound annual growth rate (CAGR) of 22 per cent between 1992 and 1997. With investment exceeding Rs. 50,000 crore, the turnover of the automobile industry exceeded Rs. 59,518 crore in 2002-03. Including turnover of the auto-component sector, the automotive industrys turnover, which was above Rs. 84,000 crore in 2002-03, is estimated to have exceeded Rs.1,00,000 crore ( USD 22. 74 b illion) in 2003-04. Automobile Dealers Network in India. In terms of Car dealer networks and authorized service stations, Maruti leads the pack with Dealer networks and workshops across the country. The other leading automobile manufacturers are also trying to cope up and are opening their service stations and dealer workshops in all the metros and major cities of the country. Dealers offer varying kind of discount of finances who in turn pass it on to the customers in the form of reduced interest rates. Major Manufacturers in Automobile Industry Maruti Udyog Ltd. General Motors India Ford India Ltd. Eicher Motors Bajaj Auto Daewoo Motors India Hero Motors Hindustan Motors Hyundai Motor India Ltd. Royal Enfield Motors Telco TVS Motors DC Designs Swaraj Mazda Ltd Government has liberalized the norms for foreign investment and import of technology and that appears to have benefited the automobile sector. The production of total vehicles increased from 4.2 million in 1998- 99 to 7.3 million in 2003-04. It is likely that the production of such vehicles will exceed 10 million in the next couple of years. The industry has adopted the global standards and this was manifested in the increasing exports of the sector. After a temporary slump during 1998- 99 and 1999-00, such exports registered robust growth rates of well over 50 per cent in 2002-03 and 2003-04 each to exceed two and- a-half times the export figure for 2001-02. The Key Factors Behind This Upswing Sales incentives, introduction of new models as well as variants coupled with easy availability of low cost finance with comfortable repayment options continued to drive demand and sales of automobiles during the first two quarters of the current year. The risk of an increase in the interest rates, the impact of delayed monsoons on rural demand, and increase in the costs of inputs such as steel are the key concerns for the players in the industry. As the players continue to introduce new models and variants, the competition may intensify further. The ability of the players to contain costs and focus on exports will be critical for the performance of their respective companies. LITERATURE REVIEW As noted by NMCC (2006), competitiveness of manufacturing sector is a very broad Multi-dimensional concept that embraces numerous aspects such as price, quality, Productivity, Efficiency and macro-economic environment. The OECD definition of Competitiveness, which is most widely quoted, also considers employment and sustainability, while being exposed to international competition, as features pertaining to competitiveness. There are numerous studies on auto industry in India, published by industry associations, consultancy organisations, research bodies and peer-reviewed journals. In this section, various studies on the Indian auto industry are reviewed, under different heads pertaining to competitiveness, namely, global comparisons, policy environment and evolution of the Indian auto industry, productivity, aspects related to supply-chain and industrial structure and technology and other aspects. Global Comparisons The Investment Information and Credit Rating Agency of India (ICRA, 2003) studies the competitiveness of the Indian auto industry, by global comparisons of macro environment, policies and cost structure. This has a detailed account on the evolution of the global auto industry. The United States was the first major player from 1900 to 1960, after which Japan took its place as the cost-efficient leader. Cost efficiency being the only real means in as mature an industry as automobiles to retain or improve market share, global auto manufacturers have been sourcing from the developing countries. India and China have emerged as favourite destinations for the first-tier OEMs since late 1980s.There are only a few dominant Indian OEMs, while the number of OEMs is very large in China (122 car manufacturers and 120 motorcycle manufacturers). According to this study, the major advantage of the Indian economy is educated and skilled workforce with knowledge of English. Our disadvantages include p oor infrastructure, complicated tax structure, inflexible labour laws, inter-state policy differences and inconsistencies. The drivers of Chinese economic growth are FDI, labour productivity growth, which was 1.5 times higher than that in India in the last decade, and domestic demand. Fiscal pressure is mounting on the Chinese government, while India is in a better state. Based on comparisons of cost composition to pinpoint the areas in which the Indian auto industry is at a disadvantage, this study recommends a VAT regime, speedy procedures, imports duty cuts on raw materials, common testing and design facility, labour reforms, up gradation of design and engineering capabilities and brand building. ICRA (2004a) analyses the implications of the India-ASEAN5 Free Trade Agreements for the Indian automotive industry. ASEAN economies are globally more integrated than India. The current size of Indian and ASEAN market for automobiles is more or less the same but the Indian market has a larger growth potential than the ASEAN market due to the low level of penetration. The labour cost is low in India but the stringent labour regulations erode this advantage. The level of infrastructure is better in India than Indonesia and the Philippines but worse than that in other ASEAN countries. The financial and banking sector is better in India than in the ASEAN countries. The study notes that there is a huge excess capacity in ASEAN countries, in comparison with that in India, which will help them to tackle the excess demand that may arise in future. The study finds a 20-30 per cent cost disadvantage for Indian companies on account of taxation and infrastructure and 5-20 per cent labour cost ad vantage over comparable ASEAN-member-based companies. Similar findings are noted in a study by the Automotive Component Manufacturers Association of India (ACMA, 2004), particularly in comparison with Thailand. ICRA (2004b) analyses the impact of Preferential Trade Agreement (PTA) with MERCOSUR on the automobile sector in India. This study finds a significant threat of imports in sub-compact and compact cars and certain auto-components. There is huge excess capacity and intense competition in MERCOSUR countries, propelling them to look for export opportunities. This is true especially of Brazil, which has a well developed auto-component sector with huge economies of scale. Further, weak currency in all MERCOSUR countries provides a natural tariff barrier. In addition, MERCOSUR countries have an equitable arrangement within themselves to have a balanced trade, with fair level of exports and imports. The Indian auto industry could gain from this PTA with MERCOSUR only if it is assured of the balanced trade, as MERCOSUR countries practise among themselves. ICRA (2005) studies the possible impact of FTA with South Africa on the Indian automobile industry. The study finds that there are a few policies in South Africa that indirectly subsidise the auto industry, unlike India, in terms of financial grants. Hence it is suggested that India could minimise losses only if it goes for inclusion of certain auto components, which involve huge logistic costs of imports, creating a natural protection (for example, stampings, glass, seats, plastics and tyres) and those in which India enjoys economies of scale and is cost-competitive (e.g. castings and forgings) in this FTA. If South Africa is ready to discontinue the schemes such as Motor Industry Development Programme (MIDP), India could include all automotive components in this FTA. There should be a minimum local content of 60 per cent and the agreement should not be trade balancing as India will not gain much in that case. Policy Environment and Evolution of Indian Auto Industry In this section, studies on the policy environment pertaining to the Indian auto industry and its evolution over the years have been reviewed. Pingle (2000) reviews the policy framework of Indias automobile industry and its impact on its growth. While the ties between bureaucrats and the managers of state-owned enterprises played a positive role especially since the late 1980s, ties between politicians and industrialists and between politicians and labour leaders have impeded the growth. The first phase of 1940s and 1950s was characterised by socialist ideology and vested interests, resulting in protection to the domestic auto industry and entry barriers for foreign firms. There was a good relationship between politicians and industrialists in this phase, but bureaucrats played little role. Development of ancillaries segment as recommended by the L.K. Jha Committee report in 1960 was a major event that took place towards the end of this phase. During the second phase of rules, regulations and politics, many political developments and economic problems affected the auto industry, especially passenger cars segment, in the 196 0s and 1970s. Though politicians picked winners and losers mainly by licensing production, this situation changed with oil crises and other related political and macro-economic constraints. The third phase starting in the early 1980s was characterised by delicensing, liberalisation and opening up of FDI in the auto sector. These policies resulted in the establishment of new LCV manufacturers (for example, Swaraj Mazda, DCM Toyota) and passenger car manufacturers.7 All these developments led to structural changes in the Indian auto industry. Pingle argues that state intervention and ownership need not imply poor results and performance, as demonstrated by Maruti Udyog Limited (MUL). Further, the noncontractual relations between bureaucrats and MUL dictated most of the policies in the 1980s, which were biased towards passenger cars and MUL in particular. However, DCosta (2002) argues that MULs success is not particularly attributable to the support from bureaucrats. Rather, any firm that is as good as MUL in terms of scale economies, first-comer advantage, affordability, product novelty, consumer choice, financing schemes and extensive servicing networks would have performed as well, even in the absence of bureaucratic support. DCosta has other criticisms about Pingle (2000). The major shortcoming of Pingles study is that it ignores the issues related to sectorspecific technologies and regional differences across the country. Piplai (2001) examines the effects of liberalisation on the Indian vehicle industry, in terms of production, marketing, export, technology tie-up, product upgradation and profitability. Till the 1940s, the Indian auto industry was non-existent, since automobile were imported from General Motors and Ford. In early 1940s, Hindustan Motors and Premier Auto started, by importing know-how from General Motors and Fiat respectively. Since the 1950s, a few other companies entered the market for two-wheelers and commercial vehicles. However, most of them either imported or indigenously produced auto-components, till the mid-1950s, when India had launched import substitution programme, thereby resulting in a distinctly separate auto-component sector. Due to the high degree of regulation and protection in the 1970s and 1980s, the reforms in the early 1990s had led to a boom in the auto industry till 1996, but the response of the industry in terms of massive expansion of capacities and entry of multinationals led to an acute over-capacity. Intense competition had led to price wars and aggressive cost-cutting measures including layoffs and large-scale retrenchment. While Indian companies started focusing on the price-sensitive commercially used vehicles, foreign companies continued utilizing their expertise on technology-intensive vehicles for individual and corporate uses. Thus, Piplai concludes that vehicle industry has not gained much from the reforms, other than being thrusted upon a high degree of unsustainable competition. In August 2006, a Draft of Automotive Mission Plan Statement prepared in consultation with the industry was released by the Ministry of Heavy Industries and Public Enterprises. This was finally released as a report in December 2006. This document draws an action plan to take the turnover of the automotive industry in India to US$145 billion by 2016, accounting for more than 10 per cent of the GDP and providing additional employment to 25 million peo ple, by 2016. A special emphasis is laid on small cars, MUVs, two-wheelers and auto-components. Measures suggested include setting up of a National Auto Institute, streamlining government/educational/research institutions to the needs of the auto industry, upgrading infrastructure, considering changes in duty structure and fiscal incentives for RD. Similarly, NMCC (2006), which lays down a national strategy for manufacturing, recognises the importance of the Indian automobile and auto-component industry, particularly the latter, as a competitive knowledge-based industry with immense employment generation potential. McKinsey (2005) predicts the growth potential of India-based automotive component manufacturing at around 500 per cent, from 2005 to 2015. This report describes the initiatives required from industry players, the Government and the ACMA to capture this potential. This study was based on interviews and workshops with 20 suppliers and 7 OEMs and survey with ACMA members. Increase in cost pressures on OEMs in developed countries, coupled with the emergence of skilled, cost-competitive suppliers in Low Cost Countries (LCCs), is likely to facilitate further acceleration of sourcing of automotive components from LCCs. The analysis identifies strong engineering skills and an emerging culture of cost-competitiveness as the major strengths of the Indian auto component sector, while its weaknesses include slow growth in domestic demand and structural disadvantages such as power tariffs and indirect taxes. The policy recommendations of this study include VAT implementation, lower indirect taxes , power reforms, tax benefits linked to export earnings, duty-cut for raw material imports, RD incentives for a longer period, establishment of auto parks, benefits for export-seeking investments, human resources development and modernisation fund for new investments in auto clusters. Industry players have been advised to improve their operational performance, determine their strategic posture as one among those identified in the study, improve capabilities in line with their posture and invest very rapidly in a planned manner. ACMA needs to promote India as a brand, enable sourcing from India by global customers and promote the quality and productivity efforts of the auto component firms in India. ACMA (2006) notes that Indias joining the WP (Working Party) 29: 1998 Agreement for global harmonisation of automotive standards, coupled with the funding of National Automotive Testing and Research Infrastructure Project (NATRIP) by the Government of India, has increased prospects of the Indian auto industry rising up to global standards in the near future, in all aspects. Narayanan (1998) analyses the effects of deregulation policy on technology acquisition and competitiveness in the Indian automobile industry during the 1980s and finds that competitiveness has depended on the ability to build technological advantages, even in an era of capacity-licensing. In a liberalised regime, this would depend on firms ability to bring about technological changes, as inferred from the behaviour of new firms in the sample considered. Further, vertical integration could score over subcontracting in a liberal regime. This is probably because of the entry of new foreign firms that produce technologically superior and guaranteed quality vehicles and choose to produce most of the components in-house.8 Narayanan (2004) analyses the determinants of growth of Indian automobile firms during three different policy regimes, namely, licensing (1980-81 to 1984-85), deregulation (1985-86 to 1990-91) and liberalisation (1991-92 to 1995-96). Un like the prediction by Narayanan (1 998), this study finds that vertical integration is detrimental for growth in a liberalised regime as it potentially limits diversification. Narayanan (2006) also finds that vertical integration plays a positive role in a regulated regime, while it is not conducive for export competitiveness in a liberal regime. Kathuria (1995) notes that the time-bound indigenization programme for commercial vehicles in the 1980s facilitated the upgradation of vendor skills and modifying vehicles to suit local conditions, which demand functional efficiency, overloading capabilities, fuel economy, frequent changes in speed and easy repair and maintenance. Kathuria also mentions that the choice between vertical integration and subcontracting crucially depends on the policy regime: In a liberal regime, vertical integration may not work. Productivity Sharma (2006) analyses the performance of the Indian auto industry with respect to the productivity growth. Partial and total factor productivity of the Indian automobile industry have been calculated for the period from 1990-91 to 2003-04, using the Divisia- Tornquist index for the estimation of the total factor productivity growth. The author finds that the domestic auto industry has registered a negative and insignificant productivity growth during the last one and a half decade. Among the partial factor productivity indices only labour productivity has seen a significant improvement, while the productivity of other three inputs (capital, energy and materials) havent shown any significant improvement. Labour productivity has increased mainly due to the increase in the capital intensity, which has grown at a rate of 0.14 per cent per annum from 1990-91 to 2003-04. Aspects Related to Supply Chain and Industrial Structure In this section, the studies that examine the aspects pertaining to local and global auto supply chains as well as the structure of the Indian auto industry are reviewed. Humphrey (1999) compares the impact of globalisation on supply chain networks in the auto industry in Brazil and India. According to Humphrey, global auto industry hubs were situated in three regions, namely, North America, Western Europe and Japan. Brazil and India are examples of the countries which could develop the indigenous auto industry despite not being situated very close to any of these regions. Hence, Humphrey compares the auto industries in these two countries. This study considers auto industry as a producer-driven commodity chain, wherein global auto assemblers control the entire supply chain from components to dealerships. While the global auto assembly majors used to produce 60-70 per cent of the value inhouse till the 1980s, various phenomenal developments have started taking place since the 1980s, such as the emergence of independent dealers and rise of catalogue suppliers who supply their standard and indigenously designed components/modules to many assemblers. Bra zil and India had liberalised auto investments and tariff structure since 1990. Prior to 1991, India had a much more protectionist regime than Brazil, in terms of licensing and quantitative restrictions on both imports and domestic production. Inflows of auto FDI occurred in both the countries since the mid-1990s. Further, Brazil and India have emerged as preferred suppliers for global auto assemblers. When the global auto assemblers entered India and Brazil, the phenomenon of follow-source was also happening. Now, there are parallel global networks of both assemblers and Tier-1 suppliers. Even Indian component suppliers have opportunities to enter the global auto supply chains, mainly in low technology products made to detailed drawings but the space for domestic industry is diminishing. With the global centralization of product engineering, skill requirements are likely to be immense in process engineering, particularly in assemblers and Tier-1 component manufacturers. Sutton (2000) compares the auto-component supply chains in India and China, based on field surveys. In both these countries, the supply chain has developed very rapidly at the level of car makers and Tier-1 suppliers, with quality levels close to world standards, largely driven by the entry of multinational car makers. But, the Tier-2 suppliers are still not up to the global standards. The domestic content requirements, based on the infant industry argument, have helped the international car makers in enhancing the production capabilities of the domestic players effectively, as shown by increases in auto-component exports from India and China. Of the top ten exporting firms in India and China, five and six are domestic ones, respectively. Enhanced supply-chain capabilities have benefited the domestic auto-makers as well, such as Mahindra and Mahindra in India, who have been able to capture a sizeable market share with their indigenously designed and assembled MUV. Some leading compon ent producers in China and India strategically use highly capital intensive techniques such as robotics, occasionally, despite the low wages, mainly on account of their concerns to achieve high levels of quality. This in combination with employing high-quality workforce even at shop floor is another strategic choice of a few leading firms in India, to promote exports. Many Tier-1 firms follow the standard Japanese work practices to improve quality and minimise costs. Interactions between carmakers and component suppliers have also helped the latter improve quality. Addressing a larger question of the impact of Foreign Direct Investment (FDI) on the domestic industry and economy, Tewari (2000) studies the automotive supply chain of Tamil Nadu, based on field surveys. Studies such as Humphrey (1999) show that entry of global auto majors in India and Brazil have impeded domestic firms, while this study shows evidence for the fact that medium-sized firms, which entered in the mid-1990s in Tamil Nadu have formed networks with smaller domestic suppliers and helped them upgrade their technologies. These medium-sized suppliers require more support from the government, since they play a crucial role in facilitating the development of the domestic auto industry. Joint ventures and technical tie-ups with overseas suppliers have been the strategies that were followed by well-performing auto component manufacturers, long before the global auto majors entered India. These relationships and the entry of foreign OEMs not only promote employment and income, but also diffusion of technologies and knowledge to the entire supply chain, including smaller firms. Veloso and Kumar (2002) provide an overview of the major trends taking place in the global automotive industry, emphasising on the Asian market. Consumer preferences, government regulations and intense competition have been driving the firms towards new technologies, modernisation, research and changes in design and production. Market saturation in Triad regions (the United States, Western Europe and Japan) and rapid emergence of markets in Asia have led to increasing diversity in market needs. As a result, there are many models and segments coming up rapidly. Auto majors have started adopting a global perspective and reorganising their vehicle portfolio around product platforms, modules and systems. They are also minimising the number of suppliers, by opting for bigger ones, based on cost and quality competitiveness, RD capacity and proximity to development centres. Mergers and acquisitions are taking place for consolidation. Suppliers have been taking new roles, as systems integrat ors, global standardiser-systems manufacturers, component specialists and raw material suppliers. These roles are based on their focus, market presence, critical capabilities and types of components and systems. The automobile industry in India had been facing the problem of overcapacity by 2000 and the auto-component sector was not so developed as to be able to deliver products of world-class quality. Chinese tariff and quota policies, coupled with local content regulations protect the auto industry in China immensely. However, the Chinese auto industry suffers from fragmentation, lower quality, lack of technological upgradation and managerial skills. Consolidation and liberalisation that are happening recently in China are expected to promote its auto industry. Auto industries in the ASEAN and Korea have recovered quickly from the Asian crisis of 1998. This report concludes with some aspects that any study on auto sector should focus on, such as evaluation of the capabilities of a uto-component supply chain both large and small suppliers, strategies of OEMs, cost, delivery, dependability, quality, product development, process development, flexibility, facilities/equipment, technology, process, workforce and organisation, logistics and supply chain, research and engineering and interfaces. ACMA (2006) presents the recent trends in the Indian auto industry as a whole and their implications for automotive supply chain in India. The market-oriented growth and growing automobile industry in India have ensured bright prospects for the Indian autocomponent sector, which is vibrant and competitive. Huge future growth potential of the automobile industry and increased access to consumer finance may lead India to a place among the top five automotive economies by 2025. Most of the ACMA members have at least one standards certification. They are embracing world-class modern shop-floor practices. The auto-component sector has been showing high rates of growth ofproduction and exports, with a comprehensive production range, transforming as an attractive OEMs Tier-1 supplier. Many leading OEMs and Tier-1 companies have plans of sourcing from Indian auto-component manufacturers, who are scaling up, establishing partnerships in India and abroad, acquiring foreign companies and establ ishing Greenfield investments overseas. Proficiency in understanding technical drawings, understanding of different global standards, appropriate automation, flexibility in small-batch production and use of Information Technology (IT) for design, development and simulation are some of the growing capabilities among Indian auto-component manufacturers. India is expected to emerge as the next big automotive RD base, given its IT capabilities coupled with automotive domain knowledge and shifting of automotive design centres to India, by global MNCs, as it is a potentially excellent base for prototyping, testing, validating and producing auto-components. Technology and Other Aspects Kathuria (1996) analyses the Commercial Vehicles (CV) industry in India in a detailed manner, dwelling on the concepts of vertical integration and subcontracting, production technology and technological change. After an overview of the global auto industry, Kathuria traces the developments in the Indian auto industry from the 1950s to 1991. To evaluate the competitiveness of Indian commercial vehicles manufacturers in the domestic market, growth trends, structural trends, market shares, profitability, productivity ratios, prices, quality, dealer network and performance are analysed. Macro and micro performance of Indias vehicle exports with major markets and Indian vehicle characteristics have been outlined, along with an analysis of global demand patterns. Domestic resource costs and global comparison of prices, credit and service are the other international trade-related aspects analysed in this study. On vertical integration, the analysis leads to the conclusion that the Indian CV industry needs to learn from the international experience to get into subcontracting and buying-in. Lack of scales and high inventories had impeded the competitiveness of Indian CV firms in the 1980s. RD capabilities and new product ranges were the result of the challenges arising from time-bound indigenisation programme, but still Indian technology frontier remained far below global levels. Further, different firms have followed very different strategies and hence the impacts on their technological capabilities were also very different. However, success of Indian firms despite such a wide range of strategies is partly due to the protection available to them in the domestic market. Kathuria concludes that the Indian auto industry in general and CV industry in particular, have a lot to learn from the global auto industry, in terms of best-practice technology and vertical integration and supplier relationship. The study rightly predicted that the industry would see heightened activity and recommended that the government should ensure that the domestic firms do not lose out because of the unrestricted entry of highly competitive foreign firms. Narayanan (1998) finds that during the 1980s, technology acquisition through imports of technology and in-house RD efforts explains much of differences in competitiveness, as measured by changes in market share, at the firm level, in the Indian automobile industry. Based on an econometric analysis, which considers technology acquisition, skill intensity, component imports, firm size, product differentiation, age and vertical integration as the determinants of competitiveness, Narayanan finds that competitiveness has depended on the ability to build technological advantages, even in an era of capacity licensing. This is facilitated by complementing imported technology with in-house RD efforts. Narayanan (2004) uses two-way fixed effects estimation of the firm growth as a function of variables capturing technology, such as RD expenditure as a proportion of sales, foreign equity participation and import of capital goods. Role of technology depends on the technological regime in which the firm operates. In a licensed regime, firms with foreign equity grow faster because of better access to resources and technology. In a deregulated regime, import of capital goods has been the technology-related variable that triggered growth. In a liberal regime, growth is positively influenced by the intra-firm technology transfer. Narayanan (2006) analyses the determinants of export intensity of Indian automobile firms using a Tobit model, taking the variables discussed in Narayanan (1998) and Narayanan (2004) as the determinants. This study is based on the premises that there is a systematic difference in the characteristics and performance between the firms that export and those which sell in the domestic market, mainly in terms of technology acquisition, which in turn depends on the policy regime. Technology acquisition, firm size, vertical integration, capital intensity, imports of components and policy regime are found to be the main determinants of export competitiveness, by this analysis. SUMMARY OF LITERATURE REVIEW The studies reviewed so far were of a wide range in terms of objectives, Analysis of Indias Automobile Industry Analysis of Indias Automobile Industry Following Indias growing openness, the arrival of new and existing models, easy availability of finance at relatively low rate of interest and price discounts offered by the dealers and manufacturers all have stirred the demand for vehicles and a strong growth of the Indian automobile industry. The data obtained from ministry of commerce and industry, shows high growth obtained since 2001- 02 in automobile production continuing in the first three quarters of the 2004-05. Annual growth was 16.0 per cent in April-December, 2004; the growth rate in 2003-04 was 15.1 per cent The automobile industry grew at a compound annual growth rate (CAGR) of 22 per cent between 1992 and 1997. With investment exceeding Rs. 50,000 crore, the turnover of the automobile industry exceeded Rs. 59,518 crore in 2002-03. Including turnover of the auto-component sector, the automotive industrys turnover, which was above Rs. 84,000 crore in 2002-03, is estimated to have exceeded Rs.1,00,000 crore ( USD 22. 74 b illion) in 2003-04. Automobile Dealers Network in India. In terms of Car dealer networks and authorized service stations, Maruti leads the pack with Dealer networks and workshops across the country. The other leading automobile manufacturers are also trying to cope up and are opening their service stations and dealer workshops in all the metros and major cities of the country. Dealers offer varying kind of discount of finances who in turn pass it on to the customers in the form of reduced interest rates. Major Manufacturers in Automobile Industry Maruti Udyog Ltd. General Motors India Ford India Ltd. Eicher Motors Bajaj Auto Daewoo Motors India Hero Motors Hindustan Motors Hyundai Motor India Ltd. Royal Enfield Motors Telco TVS Motors DC Designs Swaraj Mazda Ltd Government has liberalized the norms for foreign investment and import of technology and that appears to have benefited the automobile sector. The production of total vehicles increased from 4.2 million in 1998- 99 to 7.3 million in 2003-04. It is likely that the production of such vehicles will exceed 10 million in the next couple of years. The industry has adopted the global standards and this was manifested in the increasing exports of the sector. After a temporary slump during 1998- 99 and 1999-00, such exports registered robust growth rates of well over 50 per cent in 2002-03 and 2003-04 each to exceed two and- a-half times the export figure for 2001-02. The Key Factors Behind This Upswing Sales incentives, introduction of new models as well as variants coupled with easy availability of low cost finance with comfortable repayment options continued to drive demand and sales of automobiles during the first two quarters of the current year. The risk of an increase in the interest rates, the impact of delayed monsoons on rural demand, and increase in the costs of inputs such as steel are the key concerns for the players in the industry. As the players continue to introduce new models and variants, the competition may intensify further. The ability of the players to contain costs and focus on exports will be critical for the performance of their respective companies. LITERATURE REVIEW As noted by NMCC (2006), competitiveness of manufacturing sector is a very broad Multi-dimensional concept that embraces numerous aspects such as price, quality, Productivity, Efficiency and macro-economic environment. The OECD definition of Competitiveness, which is most widely quoted, also considers employment and sustainability, while being exposed to international competition, as features pertaining to competitiveness. There are numerous studies on auto industry in India, published by industry associations, consultancy organisations, research bodies and peer-reviewed journals. In this section, various studies on the Indian auto industry are reviewed, under different heads pertaining to competitiveness, namely, global comparisons, policy environment and evolution of the Indian auto industry, productivity, aspects related to supply-chain and industrial structure and technology and other aspects. Global Comparisons The Investment Information and Credit Rating Agency of India (ICRA, 2003) studies the competitiveness of the Indian auto industry, by global comparisons of macro environment, policies and cost structure. This has a detailed account on the evolution of the global auto industry. The United States was the first major player from 1900 to 1960, after which Japan took its place as the cost-efficient leader. Cost efficiency being the only real means in as mature an industry as automobiles to retain or improve market share, global auto manufacturers have been sourcing from the developing countries. India and China have emerged as favourite destinations for the first-tier OEMs since late 1980s.There are only a few dominant Indian OEMs, while the number of OEMs is very large in China (122 car manufacturers and 120 motorcycle manufacturers). According to this study, the major advantage of the Indian economy is educated and skilled workforce with knowledge of English. Our disadvantages include p oor infrastructure, complicated tax structure, inflexible labour laws, inter-state policy differences and inconsistencies. The drivers of Chinese economic growth are FDI, labour productivity growth, which was 1.5 times higher than that in India in the last decade, and domestic demand. Fiscal pressure is mounting on the Chinese government, while India is in a better state. Based on comparisons of cost composition to pinpoint the areas in which the Indian auto industry is at a disadvantage, this study recommends a VAT regime, speedy procedures, imports duty cuts on raw materials, common testing and design facility, labour reforms, up gradation of design and engineering capabilities and brand building. ICRA (2004a) analyses the implications of the India-ASEAN5 Free Trade Agreements for the Indian automotive industry. ASEAN economies are globally more integrated than India. The current size of Indian and ASEAN market for automobiles is more or less the same but the Indian market has a larger growth potential than the ASEAN market due to the low level of penetration. The labour cost is low in India but the stringent labour regulations erode this advantage. The level of infrastructure is better in India than Indonesia and the Philippines but worse than that in other ASEAN countries. The financial and banking sector is better in India than in the ASEAN countries. The study notes that there is a huge excess capacity in ASEAN countries, in comparison with that in India, which will help them to tackle the excess demand that may arise in future. The study finds a 20-30 per cent cost disadvantage for Indian companies on account of taxation and infrastructure and 5-20 per cent labour cost ad vantage over comparable ASEAN-member-based companies. Similar findings are noted in a study by the Automotive Component Manufacturers Association of India (ACMA, 2004), particularly in comparison with Thailand. ICRA (2004b) analyses the impact of Preferential Trade Agreement (PTA) with MERCOSUR on the automobile sector in India. This study finds a significant threat of imports in sub-compact and compact cars and certain auto-components. There is huge excess capacity and intense competition in MERCOSUR countries, propelling them to look for export opportunities. This is true especially of Brazil, which has a well developed auto-component sector with huge economies of scale. Further, weak currency in all MERCOSUR countries provides a natural tariff barrier. In addition, MERCOSUR countries have an equitable arrangement within themselves to have a balanced trade, with fair level of exports and imports. The Indian auto industry could gain from this PTA with MERCOSUR only if it is assured of the balanced trade, as MERCOSUR countries practise among themselves. ICRA (2005) studies the possible impact of FTA with South Africa on the Indian automobile industry. The study finds that there are a few policies in South Africa that indirectly subsidise the auto industry, unlike India, in terms of financial grants. Hence it is suggested that India could minimise losses only if it goes for inclusion of certain auto components, which involve huge logistic costs of imports, creating a natural protection (for example, stampings, glass, seats, plastics and tyres) and those in which India enjoys economies of scale and is cost-competitive (e.g. castings and forgings) in this FTA. If South Africa is ready to discontinue the schemes such as Motor Industry Development Programme (MIDP), India could include all automotive components in this FTA. There should be a minimum local content of 60 per cent and the agreement should not be trade balancing as India will not gain much in that case. Policy Environment and Evolution of Indian Auto Industry In this section, studies on the policy environment pertaining to the Indian auto industry and its evolution over the years have been reviewed. Pingle (2000) reviews the policy framework of Indias automobile industry and its impact on its growth. While the ties between bureaucrats and the managers of state-owned enterprises played a positive role especially since the late 1980s, ties between politicians and industrialists and between politicians and labour leaders have impeded the growth. The first phase of 1940s and 1950s was characterised by socialist ideology and vested interests, resulting in protection to the domestic auto industry and entry barriers for foreign firms. There was a good relationship between politicians and industrialists in this phase, but bureaucrats played little role. Development of ancillaries segment as recommended by the L.K. Jha Committee report in 1960 was a major event that took place towards the end of this phase. During the second phase of rules, regulations and politics, many political developments and economic problems affected the auto industry, especially passenger cars segment, in the 196 0s and 1970s. Though politicians picked winners and losers mainly by licensing production, this situation changed with oil crises and other related political and macro-economic constraints. The third phase starting in the early 1980s was characterised by delicensing, liberalisation and opening up of FDI in the auto sector. These policies resulted in the establishment of new LCV manufacturers (for example, Swaraj Mazda, DCM Toyota) and passenger car manufacturers.7 All these developments led to structural changes in the Indian auto industry. Pingle argues that state intervention and ownership need not imply poor results and performance, as demonstrated by Maruti Udyog Limited (MUL). Further, the noncontractual relations between bureaucrats and MUL dictated most of the policies in the 1980s, which were biased towards passenger cars and MUL in particular. However, DCosta (2002) argues that MULs success is not particularly attributable to the support from bureaucrats. Rather, any firm that is as good as MUL in terms of scale economies, first-comer advantage, affordability, product novelty, consumer choice, financing schemes and extensive servicing networks would have performed as well, even in the absence of bureaucratic support. DCosta has other criticisms about Pingle (2000). The major shortcoming of Pingles study is that it ignores the issues related to sectorspecific technologies and regional differences across the country. Piplai (2001) examines the effects of liberalisation on the Indian vehicle industry, in terms of production, marketing, export, technology tie-up, product upgradation and profitability. Till the 1940s, the Indian auto industry was non-existent, since automobile were imported from General Motors and Ford. In early 1940s, Hindustan Motors and Premier Auto started, by importing know-how from General Motors and Fiat respectively. Since the 1950s, a few other companies entered the market for two-wheelers and commercial vehicles. However, most of them either imported or indigenously produced auto-components, till the mid-1950s, when India had launched import substitution programme, thereby resulting in a distinctly separate auto-component sector. Due to the high degree of regulation and protection in the 1970s and 1980s, the reforms in the early 1990s had led to a boom in the auto industry till 1996, but the response of the industry in terms of massive expansion of capacities and entry of multinationals led to an acute over-capacity. Intense competition had led to price wars and aggressive cost-cutting measures including layoffs and large-scale retrenchment. While Indian companies started focusing on the price-sensitive commercially used vehicles, foreign companies continued utilizing their expertise on technology-intensive vehicles for individual and corporate uses. Thus, Piplai concludes that vehicle industry has not gained much from the reforms, other than being thrusted upon a high degree of unsustainable competition. In August 2006, a Draft of Automotive Mission Plan Statement prepared in consultation with the industry was released by the Ministry of Heavy Industries and Public Enterprises. This was finally released as a report in December 2006. This document draws an action plan to take the turnover of the automotive industry in India to US$145 billion by 2016, accounting for more than 10 per cent of the GDP and providing additional employment to 25 million peo ple, by 2016. A special emphasis is laid on small cars, MUVs, two-wheelers and auto-components. Measures suggested include setting up of a National Auto Institute, streamlining government/educational/research institutions to the needs of the auto industry, upgrading infrastructure, considering changes in duty structure and fiscal incentives for RD. Similarly, NMCC (2006), which lays down a national strategy for manufacturing, recognises the importance of the Indian automobile and auto-component industry, particularly the latter, as a competitive knowledge-based industry with immense employment generation potential. McKinsey (2005) predicts the growth potential of India-based automotive component manufacturing at around 500 per cent, from 2005 to 2015. This report describes the initiatives required from industry players, the Government and the ACMA to capture this potential. This study was based on interviews and workshops with 20 suppliers and 7 OEMs and survey with ACMA members. Increase in cost pressures on OEMs in developed countries, coupled with the emergence of skilled, cost-competitive suppliers in Low Cost Countries (LCCs), is likely to facilitate further acceleration of sourcing of automotive components from LCCs. The analysis identifies strong engineering skills and an emerging culture of cost-competitiveness as the major strengths of the Indian auto component sector, while its weaknesses include slow growth in domestic demand and structural disadvantages such as power tariffs and indirect taxes. The policy recommendations of this study include VAT implementation, lower indirect taxes , power reforms, tax benefits linked to export earnings, duty-cut for raw material imports, RD incentives for a longer period, establishment of auto parks, benefits for export-seeking investments, human resources development and modernisation fund for new investments in auto clusters. Industry players have been advised to improve their operational performance, determine their strategic posture as one among those identified in the study, improve capabilities in line with their posture and invest very rapidly in a planned manner. ACMA needs to promote India as a brand, enable sourcing from India by global customers and promote the quality and productivity efforts of the auto component firms in India. ACMA (2006) notes that Indias joining the WP (Working Party) 29: 1998 Agreement for global harmonisation of automotive standards, coupled with the funding of National Automotive Testing and Research Infrastructure Project (NATRIP) by the Government of India, has increased prospects of the Indian auto industry rising up to global standards in the near future, in all aspects. Narayanan (1998) analyses the effects of deregulation policy on technology acquisition and competitiveness in the Indian automobile industry during the 1980s and finds that competitiveness has depended on the ability to build technological advantages, even in an era of capacity-licensing. In a liberalised regime, this would depend on firms ability to bring about technological changes, as inferred from the behaviour of new firms in the sample considered. Further, vertical integration could score over subcontracting in a liberal regime. This is probably because of the entry of new foreign firms that produce technologically superior and guaranteed quality vehicles and choose to produce most of the components in-house.8 Narayanan (2004) analyses the determinants of growth of Indian automobile firms during three different policy regimes, namely, licensing (1980-81 to 1984-85), deregulation (1985-86 to 1990-91) and liberalisation (1991-92 to 1995-96). Un like the prediction by Narayanan (1 998), this study finds that vertical integration is detrimental for growth in a liberalised regime as it potentially limits diversification. Narayanan (2006) also finds that vertical integration plays a positive role in a regulated regime, while it is not conducive for export competitiveness in a liberal regime. Kathuria (1995) notes that the time-bound indigenization programme for commercial vehicles in the 1980s facilitated the upgradation of vendor skills and modifying vehicles to suit local conditions, which demand functional efficiency, overloading capabilities, fuel economy, frequent changes in speed and easy repair and maintenance. Kathuria also mentions that the choice between vertical integration and subcontracting crucially depends on the policy regime: In a liberal regime, vertical integration may not work. Productivity Sharma (2006) analyses the performance of the Indian auto industry with respect to the productivity growth. Partial and total factor productivity of the Indian automobile industry have been calculated for the period from 1990-91 to 2003-04, using the Divisia- Tornquist index for the estimation of the total factor productivity growth. The author finds that the domestic auto industry has registered a negative and insignificant productivity growth during the last one and a half decade. Among the partial factor productivity indices only labour productivity has seen a significant improvement, while the productivity of other three inputs (capital, energy and materials) havent shown any significant improvement. Labour productivity has increased mainly due to the increase in the capital intensity, which has grown at a rate of 0.14 per cent per annum from 1990-91 to 2003-04. Aspects Related to Supply Chain and Industrial Structure In this section, the studies that examine the aspects pertaining to local and global auto supply chains as well as the structure of the Indian auto industry are reviewed. Humphrey (1999) compares the impact of globalisation on supply chain networks in the auto industry in Brazil and India. According to Humphrey, global auto industry hubs were situated in three regions, namely, North America, Western Europe and Japan. Brazil and India are examples of the countries which could develop the indigenous auto industry despite not being situated very close to any of these regions. Hence, Humphrey compares the auto industries in these two countries. This study considers auto industry as a producer-driven commodity chain, wherein global auto assemblers control the entire supply chain from components to dealerships. While the global auto assembly majors used to produce 60-70 per cent of the value inhouse till the 1980s, various phenomenal developments have started taking place since the 1980s, such as the emergence of independent dealers and rise of catalogue suppliers who supply their standard and indigenously designed components/modules to many assemblers. Bra zil and India had liberalised auto investments and tariff structure since 1990. Prior to 1991, India had a much more protectionist regime than Brazil, in terms of licensing and quantitative restrictions on both imports and domestic production. Inflows of auto FDI occurred in both the countries since the mid-1990s. Further, Brazil and India have emerged as preferred suppliers for global auto assemblers. When the global auto assemblers entered India and Brazil, the phenomenon of follow-source was also happening. Now, there are parallel global networks of both assemblers and Tier-1 suppliers. Even Indian component suppliers have opportunities to enter the global auto supply chains, mainly in low technology products made to detailed drawings but the space for domestic industry is diminishing. With the global centralization of product engineering, skill requirements are likely to be immense in process engineering, particularly in assemblers and Tier-1 component manufacturers. Sutton (2000) compares the auto-component supply chains in India and China, based on field surveys. In both these countries, the supply chain has developed very rapidly at the level of car makers and Tier-1 suppliers, with quality levels close to world standards, largely driven by the entry of multinational car makers. But, the Tier-2 suppliers are still not up to the global standards. The domestic content requirements, based on the infant industry argument, have helped the international car makers in enhancing the production capabilities of the domestic players effectively, as shown by increases in auto-component exports from India and China. Of the top ten exporting firms in India and China, five and six are domestic ones, respectively. Enhanced supply-chain capabilities have benefited the domestic auto-makers as well, such as Mahindra and Mahindra in India, who have been able to capture a sizeable market share with their indigenously designed and assembled MUV. Some leading compon ent producers in China and India strategically use highly capital intensive techniques such as robotics, occasionally, despite the low wages, mainly on account of their concerns to achieve high levels of quality. This in combination with employing high-quality workforce even at shop floor is another strategic choice of a few leading firms in India, to promote exports. Many Tier-1 firms follow the standard Japanese work practices to improve quality and minimise costs. Interactions between carmakers and component suppliers have also helped the latter improve quality. Addressing a larger question of the impact of Foreign Direct Investment (FDI) on the domestic industry and economy, Tewari (2000) studies the automotive supply chain of Tamil Nadu, based on field surveys. Studies such as Humphrey (1999) show that entry of global auto majors in India and Brazil have impeded domestic firms, while this study shows evidence for the fact that medium-sized firms, which entered in the mid-1990s in Tamil Nadu have formed networks with smaller domestic suppliers and helped them upgrade their technologies. These medium-sized suppliers require more support from the government, since they play a crucial role in facilitating the development of the domestic auto industry. Joint ventures and technical tie-ups with overseas suppliers have been the strategies that were followed by well-performing auto component manufacturers, long before the global auto majors entered India. These relationships and the entry of foreign OEMs not only promote employment and income, but also diffusion of technologies and knowledge to the entire supply chain, including smaller firms. Veloso and Kumar (2002) provide an overview of the major trends taking place in the global automotive industry, emphasising on the Asian market. Consumer preferences, government regulations and intense competition have been driving the firms towards new technologies, modernisation, research and changes in design and production. Market saturation in Triad regions (the United States, Western Europe and Japan) and rapid emergence of markets in Asia have led to increasing diversity in market needs. As a result, there are many models and segments coming up rapidly. Auto majors have started adopting a global perspective and reorganising their vehicle portfolio around product platforms, modules and systems. They are also minimising the number of suppliers, by opting for bigger ones, based on cost and quality competitiveness, RD capacity and proximity to development centres. Mergers and acquisitions are taking place for consolidation. Suppliers have been taking new roles, as systems integrat ors, global standardiser-systems manufacturers, component specialists and raw material suppliers. These roles are based on their focus, market presence, critical capabilities and types of components and systems. The automobile industry in India had been facing the problem of overcapacity by 2000 and the auto-component sector was not so developed as to be able to deliver products of world-class quality. Chinese tariff and quota policies, coupled with local content regulations protect the auto industry in China immensely. However, the Chinese auto industry suffers from fragmentation, lower quality, lack of technological upgradation and managerial skills. Consolidation and liberalisation that are happening recently in China are expected to promote its auto industry. Auto industries in the ASEAN and Korea have recovered quickly from the Asian crisis of 1998. This report concludes with some aspects that any study on auto sector should focus on, such as evaluation of the capabilities of a uto-component supply chain both large and small suppliers, strategies of OEMs, cost, delivery, dependability, quality, product development, process development, flexibility, facilities/equipment, technology, process, workforce and organisation, logistics and supply chain, research and engineering and interfaces. ACMA (2006) presents the recent trends in the Indian auto industry as a whole and their implications for automotive supply chain in India. The market-oriented growth and growing automobile industry in India have ensured bright prospects for the Indian autocomponent sector, which is vibrant and competitive. Huge future growth potential of the automobile industry and increased access to consumer finance may lead India to a place among the top five automotive economies by 2025. Most of the ACMA members have at least one standards certification. They are embracing world-class modern shop-floor practices. The auto-component sector has been showing high rates of growth ofproduction and exports, with a comprehensive production range, transforming as an attractive OEMs Tier-1 supplier. Many leading OEMs and Tier-1 companies have plans of sourcing from Indian auto-component manufacturers, who are scaling up, establishing partnerships in India and abroad, acquiring foreign companies and establ ishing Greenfield investments overseas. Proficiency in understanding technical drawings, understanding of different global standards, appropriate automation, flexibility in small-batch production and use of Information Technology (IT) for design, development and simulation are some of the growing capabilities among Indian auto-component manufacturers. India is expected to emerge as the next big automotive RD base, given its IT capabilities coupled with automotive domain knowledge and shifting of automotive design centres to India, by global MNCs, as it is a potentially excellent base for prototyping, testing, validating and producing auto-components. Technology and Other Aspects Kathuria (1996) analyses the Commercial Vehicles (CV) industry in India in a detailed manner, dwelling on the concepts of vertical integration and subcontracting, production technology and technological change. After an overview of the global auto industry, Kathuria traces the developments in the Indian auto industry from the 1950s to 1991. To evaluate the competitiveness of Indian commercial vehicles manufacturers in the domestic market, growth trends, structural trends, market shares, profitability, productivity ratios, prices, quality, dealer network and performance are analysed. Macro and micro performance of Indias vehicle exports with major markets and Indian vehicle characteristics have been outlined, along with an analysis of global demand patterns. Domestic resource costs and global comparison of prices, credit and service are the other international trade-related aspects analysed in this study. On vertical integration, the analysis leads to the conclusion that the Indian CV industry needs to learn from the international experience to get into subcontracting and buying-in. Lack of scales and high inventories had impeded the competitiveness of Indian CV firms in the 1980s. RD capabilities and new product ranges were the result of the challenges arising from time-bound indigenisation programme, but still Indian technology frontier remained far below global levels. Further, different firms have followed very different strategies and hence the impacts on their technological capabilities were also very different. However, success of Indian firms despite such a wide range of strategies is partly due to the protection available to them in the domestic market. Kathuria concludes that the Indian auto industry in general and CV industry in particular, have a lot to learn from the global auto industry, in terms of best-practice technology and vertical integration and supplier relationship. The study rightly predicted that the industry would see heightened activity and recommended that the government should ensure that the domestic firms do not lose out because of the unrestricted entry of highly competitive foreign firms. Narayanan (1998) finds that during the 1980s, technology acquisition through imports of technology and in-house RD efforts explains much of differences in competitiveness, as measured by changes in market share, at the firm level, in the Indian automobile industry. Based on an econometric analysis, which considers technology acquisition, skill intensity, component imports, firm size, product differentiation, age and vertical integration as the determinants of competitiveness, Narayanan finds that competitiveness has depended on the ability to build technological advantages, even in an era of capacity licensing. This is facilitated by complementing imported technology with in-house RD efforts. Narayanan (2004) uses two-way fixed effects estimation of the firm growth as a function of variables capturing technology, such as RD expenditure as a proportion of sales, foreign equity participation and import of capital goods. Role of technology depends on the technological regime in which the firm operates. In a licensed regime, firms with foreign equity grow faster because of better access to resources and technology. In a deregulated regime, import of capital goods has been the technology-related variable that triggered growth. In a liberal regime, growth is positively influenced by the intra-firm technology transfer. Narayanan (2006) analyses the determinants of export intensity of Indian automobile firms using a Tobit model, taking the variables discussed in Narayanan (1998) and Narayanan (2004) as the determinants. This study is based on the premises that there is a systematic difference in the characteristics and performance between the firms that export and those which sell in the domestic market, mainly in terms of technology acquisition, which in turn depends on the policy regime. Technology acquisition, firm size, vertical integration, capital intensity, imports of components and policy regime are found to be the main determinants of export competitiveness, by this analysis. SUMMARY OF LITERATURE REVIEW The studies reviewed so far were of a wide range in terms of objectives,

The Characters Hidden Values and Needs in To The Lighthouse Essay

The Characters Hidden Values and Needs in To The Lighthouse  Ã‚   Woolf's chosen role as an author is to uncover the hidden values and needs of her characters' psychologies, and by extension of this, those of her readers — each frequent realization of the character's is a real and vividly personal epiphany, the like of which 'real-life' persons do not have such a feel for on a day-to-day basis; the characters are in a very real sense perhaps too self-aware to be considered 'real'. (Tansley and Lily at the dinner table each understand their situations perfectly.) The underlying message Woolf seems to be seeking to present is that this self-knowledge is not necessarily inherently of any worth — Tansley, for instance, is unable to control his desire to subjugate others in his own mind to prop up his own insecure self-esteem; his realization of this fact is not an empowerment to alter the fact. Lily feels restrained in a similar fashion; years after their utterance, Tansley's words (p94) "women can't write, women can't paint", though cush ioned with the knowledge that "clearly it was not true to him but for some reason helpful" (also p94), still cannot be completely discounted from her mind. Lily's struggle to marshall her memories into a cohesive and enduring monument of canvas is a metaphor for the intensity of human experience; the significance being that ultimately it does not matter — for that intensity will not be retained even then, no matter the struggle; once captured the reality of the situation fades, and it is time to 'move on'. Her efforts are symbolic of the inability for the power of memories and emotions to be lastingly captured — so strong is this urge that her desire to imprint a meaning upon events perpetuate... ...have been more verbose and less nebulous in form ("in MS ... more explanation is given" p233, "in MS, Tansley's atheism is more emphasized and contrasted with Lily's belief" p227 — and there are records of many other editing outs or 'smoothing' revision.) It is not difficult to imagine that Woolf would have been exceptionally gratified by a comment which she made about another author in a critical essay: that a work offered (p248) "a complete presentation of life ... as always [he] creates carelessly, without a word of comment, as if the parts grew together without his willing it, and broke into ruin again without his caring." Woolf's version is more forced; but perhaps this is what is necessary for a work of such questing magnitude. Seeming spontaneity requires patience. Works Cited Virginia Woolf, To The Lighthouse, Penguin Twentieth Century Classics, 1992

Criminal Defense Case

Criminal Defense Case Most people are aware of process to convict a criminal defendant. The prosecutor must prove â€Å"beyond a reasonable doubt† that the defendant is guilty of the crime in question, and that the accused is not required by law to present the court with any evidence, or prove he or she is innocent. Under the United States Constitution’s Fifth Amendment, a criminal defendant is not compelled to state under oath against himself. However, in some criminal trials, the defendant wants the opportunity to prove he or she is innocent by presenting the court with a defense. The following paper will discuss the various types of defenses criminal defendants can introduce to defend against criminal charges, and differentiate between the legal and medical perspective on mental illness and insanity (University of Phoenix Course Syllabus, 2009; Law Library, 2009). In most criminal defense cases, even though the defendant may have intentionally harmed another person or property, he or she may maintain that his or her case was an exception to the standards of criminal responsibility and that, as a result, he or she should not be found guilty and undergo any penalties. According to the Law Library (2009), â€Å"There are invariably unusual situations in which people intentionally cause harm, but the purpose of punishment would not be furthered in these cases† ( ¶4). In addition, due to psychological or intellectual challenges, some individuals are not held criminally responsible for their harmful conduct. Therefore, to accommodate these types of cases, defendants have the opportunity to avoid criminal responsibility by presenting defenses (Law Library, 2009). Two categories can identify criminal defenses: â€Å"I did not do it† (factual) and â€Å"I did it, but †¦Ã¢â‚¬  (legal). Defendants of the â€Å"I did not do it† category, try to avoid punishment by claiming that he or she did not commit the act in question. Defenses that fall into the â€Å"I did not do it† category are the Presumption of Innocent, Reasonable Doubt, and the Alibi Defense. Defendants of the â€Å"I did it, but †¦Ã¢â‚¬  category do not deny committing the act in question but instead, try to avoid punishment by claiming that the act was due to unusual circumstances. Defenses that fall into the â€Å"I did it, but †¦Ã¢â‚¬  category are Self-Defense, the Insanity Defense, Under the Influence, and Entrapment (Nolo, 2009; Schmalleger, 2010). The presumption of innocence means that every individual is presumed innocent until convicted, either as the result of pleading guilty or in a trial. This presumption means the defendant does not have to defend himself on his behalf, but instead, the prosecutor must convince the jury of the defendant’s guilt. A defendant may remain silent during the entire court process, not call upon any witnesses, and simply argue that the prosecutor failed to prove their case. The defendant goes free, if the prosecutor fails to convince the court that the defendant is guilty (Find Law, 2009). Defenses of reasonable doubt, the prosecutor must convince either the judge or jury assigned to the case that the defendant is guilty â€Å"beyond a reasonable doubt. † This could be a difficult standard to meet. Because the high burden of proof, means the evidence in favor of the defendant are to be resolved of all doubts by judges and jurors. With such a difficult task imposed on the prosecutor, a defendant may simply argue that there is indeed reasonable doubt (Nolo, 2009). The alibi defense is different from other major defenses; alibis are based on the claim of actual innocence. The defendant present evidence and or witness testimony proving that he or she was somewhere during the time the alleged crime was committed. For example, Jason Jones, 26, and his brother, Corey Jones, 29, were release from jail when federal prosecutors failed to counterattack the brother’s alibi. Frederick H. Cohn, a lawyer for Jason Jones, was able to prove that during the time of a federal witness killing in the Bronx, both brothers were approximately five miles from the scene of the crime according to Jason Jones MetroCard (The New York Times Company, 2009). Self-defense is commonly asserted by individuals charged with a crime of violence, like battery, assault with a deadly weapon, or murder. The defendant does not deny committing the crime, but instead, claims that his or her action was justifiable due to the other person’s threatening actions. The fundamental issues in most criminal trials are, who was the aggressor, was self-defense necessary, and was the reasonable amount of force used by the defendant. Although people are allowed to protect themselves from physical harm, it must be in the belief that a physical attack is about to occur. Further, an act of self-defense cannot exceed more force than is believe reasonable. A person who uses too much force may be guilty of crime. For example, the aggressor physically tries to attack the defender with his fist and the defender defends the aggressor back with a knife, stabbing the aggressor several times. The defender would be guilty of the crime since the force use was not reasonable (Nolo, 2009). The insanity defense is based on the standards that a person cannot be criminally responsible for the crime in question, if he is incapable of controlling his behavior and cannot understand the differences between right and wrong. Since some individuals’ do suffer from a mental disorder, the insanity defense prevents them from undergoing any criminal penalties. Here are some important points of interest. Not often, but when a defendant does enter a plea of â€Å"not guilty by reason of insanity,† judges and jurors almost never supports it. Maybe it has to do with the conflicting agreements between the legal and medical perspective. There are several definitions when it comes to insanity since both the legal system and medical experts cannot agree on one single meaning. McNaghten† defines insanity as â€Å"the inability to distinguish right from wrong. † â€Å"Irresistible impulse† defines insanity as â€Å"a person’s act may be wrong, but because of the mental illness his actions cannot be controlled. † Further, defendants found not guilty by reason of insanity is not released by confined to a mental institution for further evaluations, and in some cases, spends more time in the institute than they would if they were in prison. On behalf of the defense, a psychiatrist must testify after examining the case and defendant’s history (Find Law, 2009). Defendants that commit a crime while under the influence of alcohol or drugs sometimes argue that they cannot be held accountable for their actions since their mental functioning was impaired. However, intoxication, especially voluntary does not excuse criminal conduct. Most people are aware of the side effects of drugs and alcohol, thus holding them legally responsible for committing crimes as a result of their voluntary use. However, in some states, if the criminal crime requires â€Å"specific intent,† the defendant can argue that he was too intoxicated to have formed that intent. Although the defendant is still partially to blame for his actions, the punishment is less severe (Find Law, 2009). Entrapment takes places when a government official forces a person to commit a crime and then tries to punish them for it. In some cases, however, even if a government agent did suggest the crime and then help the defendant commit it, the defendant could still be guilty if the judge or jury believes the defendant would have committed the crime anyways. Entrapment defenses, thus, can be difficult for defendants with prior convictions of similar crimes (Find Law, 2009). In conclusion, a defendant is given the opportunity to present evidence on his or her behalf, even though he or she is not obligated to do so under law. Throughout this criminal defense case analysis, we were able to discuss the differences between criminal defenses of â€Å"I did not do it† (factual) and â€Å"I did it, but †¦ ,† (legal), as well as explain the various types of defenses under each category. Further, we are able to conclude that although there are a variety of criminal defenses that can be used to defend a person’s innocence, does not necessarily mean that the courts will agree with his or her actions or defense to actions. Reference Find Law. (2009). Criminal law: Common defenses: Defenses to criminal charges. Retrieved December 01, 2009, from http://criminal. findlaw. com/crimes/criminal-overview/common-defenses-to-criminal-charges. html Law Library. (2009). Criminal law principles: Defense principles. Retrieved November 30, 2009, from http://jrank. org/pages/18462/Criminal-Law-Principles-Defense-Principles. html Nolo. (2009). Defenses to criminal charges. Retrieved November 30, 2009, from http://www. nolo. om/legal-encyclopedia/article-30275. html Schmalleger, F. (2010). Criminal law today: An introduction with capstone cases. (4th ed. ) Upper Saddle River, NJ: Prentice Hall. The New York Times Company. (2009). Murder case dropped after MetroCard verifies alibi. Retrieved December 01, 2009, from http://www. nytimes. com/2009/01/01/nyregion/01murder. html University of Phoenix Course Syllabus. (2009). CJA 343: Criminal Law. Retrieved November 30, 2009, from the University of Phoenix Student Web site.

Scope of Edusat

SCOPE OF EDUSAT Dr. R. SIVAKUMAR INTRODUCTION The pivotal role of education as an instrument of social change by altering the human perspective and transforming the traditional mindset of society is well recognized. The universalisation of education has become the top priority, especially for the developing countries. But the extension of quality education to remote and rural regions becomes a Himalaya task for a large country like India with multi-lingual and multi-cultural population separated by vast geographical distances and in many instances, inaccessible terrain.Since independence, India has seen substantial increase in the number of educational institutions at primary, secondary and higher levels as well as the student enrolment. But the lack of adequate rural educational infrastructure and non-availability of good teachers in sufficient numbers adversely affect the efforts made in education. EDUSAT is the first Indian satellite built exclusively for serving the educational s ector and it was launched successfully by GSLV-F01 on 20-9-2004.It is mainly intended to meet the demand for an interactive satellite based distance education system for the country. It strongly reflects India’s commitment to use space technology for national development, especially for the development of the population in remote and rural locations. EVOLUTION OF EDUSAT The concept of beaming educational programmes through satellites was effectively demonstrated for the first time in India in 1975-76 through the Satellite Instructional Television Experiment (SITE) conducted using the American Application Technology Satellite (ATS-6).During this unique experiment, which is hailed as the largest sociological experiment conducted anywhere in the world, programmes pertaining to health, hygiene and family planning were telecast directly to about 2400 Indian villages spread over six states. Later, with the commissioning of INSAT system in 1983, a variety of educational programmes a re being telecast. With the success of the INSAT based educational services, a need was felt to launch a satellite dedicated for educational service and ISRO conceived the EDUSAT Project in October 2002.EDUSAT is to be launched on board ISRO's Geosynchronous Satellite Launch Vehicle, GSLV, in September 2004. EDUSAT was developed by ISRO Satellite Centre, Bangalore. The payloads were developed by Space Applications Centre, Ahmedabad. Master Control Facility at Hassan is responsible for all post launch operations of the satellite. It is specially configured to meet the growing demand for an interactive satellite based distance education system for the country through audio-visual medium, employing Direct To Home (DTH) quality broadcast.The satellite will have multiple regional beams covering different parts of India. EDUSAT FOR RURAL STUDENTS The main purpose of this is to provide education to all people primarily children from remote areas of the country who cannot go to schools or c olleges. The classes would be conducted by various State Education Boards, NCERT, CBSE, Universities etc in a studio environment using power point presentations as well as the common black board. There could be interactive as well as non interactive sessions offered.Classes would be conducted in a studio environment eliminating the need for a large number of competent, qualified teachers and televised to the entire nation. These classes would be beamed to pre-destined areas using the EDUSAT similar to regional TV programs on ‘Doordarshan'. It will be in the form of TV programs Students attending the classes will be able to ask questions to the teachers conducting classes through SMS, email or other mode of communication, something similar to a TV talk show.To enable this, schools/colleges should have an interactive receiving terminal which is currently being supplied free by ISRO to selected schools/colleges as the whole program is at an experimental stage. In addition these c lasses would be recorded on a CD and converted into a computer file and made available on the net without the interactive session. They will be available from the archives at any later date in the future. The Government is trying to achieve in the education field using space technology.The wider picture is that, this will give a thrust to distance education. Education will be available at a fraction of its cost to a large number of students in higher education. A large number of students can be educated by a very few extremely efficient teachers who can reach them from the studios located in the universities or education boards. Education can be taken to the students rather than students walking long distances to schools as in the case of rural India.Students can receive education at their own pace and at their own convenience especially those who are employed. This technology can be used to eliminate illiteracy in other parts of the globe. Already there are talks about providing ed ucation to neighboring countries like Bangladesh, Sri Lanka. , and Afghanistan etc. using the EDUSAT. This is going to revolutionize education in the country. It would be necessary to have proper infrastructure such as communication facilities, power etc. in remote areas for this to work. Power can be supplied using solar power.EDUSAT IN DISTANCE EDUCATION EDUSAT is primarily meant for providing connectivity to school, college and higher levels of education and also to support non-formal education including developmental communication. The quantity and quality of the content would ultimately decide the success of EDUSAT System. Satellites can establish the connectivity between urban educational institutions with adequate infrastructure imparting quality education and the large number of rural and semi-urban educational institutions that lack the necessary infrastructure.Besides supporting formal education, a satellite system can facilitate the dissemination of knowledge to the rural and remote population about important aspects like health, hygiene and personality development and allow professionals to update their knowledge base as well. Thus, in spite of limited trained and skilled teachers, the aspirations of the growing student population at all levels can be met through the concept of tele-education. EDUSAT – IMPLEMENTING AGENCIES MINISTRY OF HUMAN RESOURCES DEVELOPMENT (MHRD)The Ministry of Human Resources Development (MHRD), Govt. of India has been promoting actively the open and distance learning systems in the country. The launch of the Gyan Darshan bouquet of satellite based TV channels and Gyan Vani FM Radio Network are recent examples. The launch of EDUSAT marks a major milestone in the country and poses enormous challenges as well as offers excellent potential for the ministry. They have proposed to use the ICT capabilities of the EDUSAT satellite for Elementary Education, Literacy, Vocational Training and Teacher's Training.A later phase w ill expand to include Agriculture, Health, and Community Development Programmes etc. INDIAN SPACE RESEARCH ORGANIZATION (ISRO) ISRO provides the space segment for EDUSAT System and demonstrate the efficacy of the satellite system for interactive distance education. EDUSAT is the first exclusive satellite for serving the educational sector. It is specially configured for audio-visual medium, employing digital interactive classroom and multimedia multi-centric system. ISROs EDUSAT would help reach content to remote areas. The content could be for primary schools, high school or colleges.The same satellite transmission facility could be used to reach lectures and study materials from special educators and experts to inaccessible areas where quality education did not reach. The satellite has multiple regional beams covering different parts of India INDIRA GANDHI NATIONAL OPEN UNIVERSITY (IGNOU) Indira Gandhi National Open University (IGNOU), a pioneer in Distance Education and Open Lear ning in the country, was established to provide cost-effective, quality education to large sections of our population including those living in remote and far flung areas.Today IGNOU has emerged as the world’s single largest university. It has an efficient and effective networking of 32 Partner Institutions, 48 Regional Centers, 5 Sub-Regional Centers and over 1133 Study Centers, all over India. IGNOU expands the educational facilities in the remote areas of the country through EDUSAT. The University has been working to develop satellite based educational network dedicated for education since 1993. Extensive teaching learning using these networks has been growing fast.Through such a network IGNOU conducted induction programme for new students through teleconferencing during September 25-26, 2004 which was attended by thousands of students spread over more than 150 receiving stations across the country. UNIVERSITY GRANTS COMMISSION (UGC) The University Grants Commission (UGC) was formally established only in November 1956 as a statutory body of the Government of India through an Act of Parliament for the coordination, determination and maintenance of standards of university education in India.The UGCs is Country Wide Classroom (CWCR) programmes were started to be broadcast from August 15, 1984. The commission is at present supporting 7 Educational Media Research Centers (EMRC / EMMRC) and 8 Audio-Visual Research Centers (AVRS) are being supported for training of personnel and production of software. In order to make distance learning more effective and bring best teachers in the country within the reach of all section of students including semi-urban and rural students.Through EDUSAT the University Grants Commission (UGC) expands the educational facilities to Universities and Colleges located in remote areas, Academic Staff Colleges, Media centers etc. GURU NANAK DEV UNIVERSITY Guru Nanak Dev University is the first University of India to have EDUSAT net work at University campus with 120 interactive terminals at receiving stations to set up at different instruments. The special feature of EDUSAT being installed at this university would have two-way communication. Both Video and Audio would make virtual class-room a real life situation.This university was established on 1st may 1981 under UGC scheme. NATIONAL COUNCIL OF EDUCATIONAL RESEARCH AND TRAINING (NCERT) The National Council of Educational Research and Training (NCERT) was set up by the Government of India in 1961 as an autonomous organization registered under Societies Registration Act (Act XXI of 1860) to advise and assist the Ministry of Human Resource Development, Government of India and Departments of Education in States / UTs in formulation and implementation of their policies and major programmes in the field of education, particularly for qualitative improvement of school education.In addition to research, development, training, extension, publication and disseminatio n activities, the NCERT acts as a major agency for implementing the bilateral Cultural Exchange Programmes with other countries in the field of school education. The NCERT also interacts and works in collaboration with international organizations, visiting foreign experts and delegations and offers various training facilities to educational personnel from developing countries.NCERT expends its reach through EDUSAT to NCERT centers across the country, Central Tibetan School, National Institutes of Open Learning, Kendriya Vidhyalayas, Jawahar Navodaya Samitis and etc. ALL INDIA COUNCIL FOR TECHNICAL EDUCATION (AICTE) The statutory All India Council for Technical Education (AICTE) was established for proper planning & coordinated development of technical education system throughout the country.AICTE was sent up under an ACT in 1987 – To provide for establishment of an All India council for Technical Education with a view to the proper planning and coordinated development of the technical education system throughout the country, the promotion of qualitative improvement of such education in relation to planned quantitative growth and the regulation and proper maintenance of norms and standards in the technical education system and for matters connected therewith.AICTE plans to cover Engineering Colleges and Institutes of Technology across the country under EDUSAT. CONCLUSION The scope of EDUSAT is to make distance learning more effective and bring best teachers in the country within the reach of all section of students including semi-urban and rural students. REFERENCES Balachandra Bhandigadi, (2005), Impact of EDUSAT on school students and teachers, NCERT. Harifa Menakath (2007), EDUSAT as a source of information for the Academic pursuit of Teachers.University News, Vol. 45, No10. Madavan Nair, G. (2005), EDUSAT: Heralding a New Era in Distance Education, University News, 43 (39). Marmar Mukhopadhay (2006), Story of EDUSAT, Shipra publication, New Delhi. WE B REFERENCES http://www. edsatindia. org http://www. indiatelevision. com http://www. isro. org http://www. ncert-nic-in http://www. aicte. ernet. in http://www. icar. org. in http://www. ignou. ac. in http://www. ugc. ac. in

Public Policy vs. Social Norms and Corruption

Public Policy vs. Social Norms and Corruption Inefficient Public Policy in Sub-Sahara Africa An efficient public policy in Sub-Saharan Africa stands as an elusive solution to mismanagement of resources amid chronic poverty. In an age when the rise of Africa to the middle-income status looks imminent, authorities must invest efforts to provide solutions in public policy. Corruption that stifles development and the culture of impunity thriving across Sub-Saharan Africa must subside if the gains of imminent rise will suffice. Authorities must make efforts in curbing corruption and supporting reforms in social norms by providing necessary facilitation. In this regard, prominent anticorruption steps suitable for prescription, strengthening institutions, civil service, and economic reforms must appear in the public sector. Strengthening Public Institutions Public institutions suffer the blunt of corruption and impunity from an inefficient public service system. Therefore, weaker regulations must pave the way to vibrant systems that ad d value to the economies in Sub-Saharan Africa.Advertising We will write a custom essay sample on Public Policy vs. Social Norms and Corruption specifically for you for only $16.05 $11/page Learn More Political processes enshrined in democratic values of integrity and accountability must continue to shape the institutional framework in the region. Instability in political transition across many jurisdictions in the region poses inherent weakness in public institutions due to the vacuum in political goodwill (Okogbule 92). The author proposes effective civilian administration with strong democratic systems such as legislation for laws curbing corruption. Civil Service Reform Corruption thrives in the absence of checks and balances occasioned by a vibrant civil society, making civil services a necessity in Sub-Saharan Africa. Democratic space witnessed in the west supports the civil service activities that facilitate constant checks in the public sector. Case s of corruption subside in an environment with a vibrant civil service, which must guide reforms needed in Sub-Saharan Africa (Fearon 114). Unionism and activism for various reform issues, especially with regard to integrity and accountability will prove influential in introducing reforms. Gains achieved among emerging democracies in Sub-Saharan Africa such as Kenya and Ghana rest in the hands of civilian watch. Therefore, involvement of civilians in transformation of the society will continue to provide desired social changes devoid of corrupt tendencies (Otusanya 176). Economic Reforms Economic processes in Sub-Saharan Africa require transformations to correspond with the rest of the global economy. In view of the needed economic reforms, bottlenecks in economies must not stand in the way of elimination of corruption opportunities. Bureaucracies provide bottlenecks in the smooth running of economic policies, which creates leakages of national resources into pockets of a few indivi duals. Trade tariffs, on the other hand, restrict free trade among Sub-Saharan Africa nations, opening routes for lucrative contraband dealings among corrupt officials. Unified markets and fewer restrictions in the region continue to evade realization of open business opportunities for African nations. Corrupt trade officials taking charge of inefficient systems pose an enormous challenge in the introduction of credible practices to benefit the entire region. In the case of Sierra Leone, one of the strongest challenge facing social change and accountability perhaps, relates to the lack of strong institutions. The lack of strong anti-corruption institutions conspicuously manifests in the lack of support from enforcement environment in different corruption loopholes. As studies conducted by Rodgers (268) indicate, illegal mining and dealing in gold occasioned the gruesome rebel war in Sierra Leone.Advertising Looking for essay on government? Let's see if we can help you! Get y our first paper with 15% OFF Learn More In view of the inefficiencies witnessed in the illegal diamonds trade, prescription for sufficient remedy comes from the presence of institutional oversight. Political and civil institutions in Sierra Leone could stop the escalation of illegal trade to a full-blown rebel war. The choice of this prescription supports the premise that strong institutional background will stop illegal trade processes at some stage and eliminate corruption. Fearon, D. James. â€Å"International Financial Institutions and Economic Policy Reform in Sub-Saharan Africa.† Journal of Modern African Studies 26. 1(1988): 113-137. Print Okogbule, S. Nlerum. â€Å"An Appraisal of the Legal and Institutional Framework for Combating Corruption in Nigeria.† Journal of Financial Crime 13.1(2006): 92-106. Print Otusanya, J. Olatunde. â€Å"An Investigation of the Financial Criminal Practices of the Elite in Developing Countries: Evidence from Nige ria.† Journal of Financial Crime 19.2(2012): 175-206. Print Rodgers, J. Elizabeth. â€Å"Conflict Diamonds: Certification and Corruption: A Case Study of Sierra Leone.† Journal of Financial Crime 13.3(2006): 267-276. Print

Insights Offered by Shakespeares Macbeth Essays

Insights Offered by Shakespeares Macbeth Essays Insights Offered by Shakespeares Macbeth Essay Insights Offered by Shakespeares Macbeth Essay Macbeth, written by English playwright William Shakespeare, is a fictional play set during a deep Christian era, which focuses heavily on the life of Macbeth, a Scottish nobleman. Consistently throughout the play, a number of critical issues and themes are explored and reiterated with the clever use of language techniques and setting. On analysis of the patterns these themes and issues present, the responder is able to recognise a number of insights into the complex structure of human life and emotion. Furthermore, through investigation of Shakespeares time and audience, we can further understand the context of these insights and how they relate to present day. Ambition is essentially a positive human emotion, however it maintains the ability to manipulate personal decision and influence cause of action. Throughout the play, the power and control of ambition is notably the most crucial element in the development of the plot, and provides a fundamental insight into the manner human emotions operate. To begin Macbeth is initially portrayed as a noble and decent character before meeting the three witches. He is considered loyal to his king and is highly respected amongst his soldiers, For brave Macbeth- well he deserves that name- . Shakespeare characterises this dignified Macbeth through the use of powerful emotive language such as worthy gentle men and valiant cousin. However, upon meeting the witches and hearing the utterance of their prophecy All hail king thereafter, ambition begins to consume him, initiating his mental downfall. Shakespeare emphasises the effect of ambition over Macbeth when he contrasts the once heroic character as deceitful, false, avaricious and malicious. Not only to we see the controlling effect of ambition on Macbeth, but rather it is his wife who begins wild dreams of limitless control as ambition reveals a darker side of human nature. Lady Macbeth, constricted by this dark desire for power, aggressively persuades Macbeth into murdering King Duncan. We see Macbeth use ambition as a justification to himself when he declares Vaulting ambition, which oer leaps itself and falls on the other . Shakespeare’s inclusion of the term vaulting ambition demonstrates and emphasises the influence ambition can dictate over human action. Such wild ambition is presented in Macbeths soliloquy and metaphor Lifes but a walking shadow, which implies its inevitable and detrimental nature. Macbeth allows the responder to identify the manipulative nature and control ambition can hold over human emotion. It is through Shakespeares clever characterisation and use of language techniques that we can analyse the natural process of human emotion and how ambition can act as a catalyst for irrational human behaviour. As such, we establish a key insight into the impact of ambition on human emotion and the destructive and unethical behaviour that can result. In Macbeth, the Elizabethan world view and perception of natural order greatly influences the complex mechanics of the play. Shakespeare writes in a time where God’s order was assigned to all aspects of life, from kings to nobles, husband to wife, and men to women. If the natural order was altered, God would become displeased and society and nature would distort until order was inevitably returned to its natural state. The subversion of nature is presented consistently throughout Macbeth; in the tyranny and vicious nature of Macbeth, and also in the ambiguous and abnormal gender profile demonstrated by Lady Macbeth. The corruption of the natural order in Scotland commences upon Macbeths act of regicide and unjust ascension to kingship. Shakespeare effectively communicates the impact of such unnatural events through the use of powerful natural imagery. Subsequent to Macbeths murder of Duncan, Dunsinane is engulfed in a violent weather of storms and ferocious winds. Lenox describes the evening as, â€Å"The night has been unruly. Where we lay, Our chimneys were blown down and, as they say, Lamentings heard i th air† This use of symbolic imagery portrays how Scotland has been overwhelmed by sin. Lady Macbeth further provokes the unsettling of natural order when she begins to plot against the King. At this time, we see her gender ambiguity provoked when she exclaims â€Å"unsex me here, / And fill me from the crown to the toe top-full of direst cruelty†. Macbeth become more passive as she begins to assume a more masculine role, and therefore, is subverting the Elizabeth natural order by denying her femininity. In the Elizabethan era, such an unstable and disturbed world was toxic. Inevitably we see the death of Macbeth and his wife as they succumb to the consequence of their actions. Order is finally restored to the land following Malcolms proper ascension to the throne, highlighting the significance of correct order and hierarchy to the Elizabethan Era. Shakespeare’s crucial involvement of natural order and Gods will is a powerful inclusion in the play. Through the use of powerful imagery and contrast, Shakespeare allows us to develop an insight into the importance of maintaining correct social order and the consequences of challenging it. In Macbeth, a number of key characters make decisions that result in harsh consequences. Shakespeare allows us to identify the connection between sinful actions and the subsequent guilt and consequence. Within the play, Macbeth and Lady Macbeth are both totally consumed by guilt. Upon committing regicide, Shakespeare highlights the overriding guilt of their actions through the use of symbolic imagery. The image of blood is consistently repeated throughout the play and symbolises the unrelenting guilt staining the couple â€Å"Will all great Neptune’s ocean wash this blood / Clean from my hand? This is further demonstrated in Act 5 Scene 1, where Lady Macbeths mental depreciation and thriving guilt is highlighted when she is presented with the illusion of bloodstained hands as she sleep walks in the night, all the perfumes of Arabia will not sweeten this little hand. Shakespeare also utilises setting well in many of the scenes to represent the evil pervading within the play and around the couple. Images of darkness and night help create this evil setting for the sin committed by Macbeth and his wife, let not light see my black and deep desires. Macbeth allows us to establish an understanding of the consequences of a persons action and the subsequent g uilt that follows. Accordingly, we are provided with an insight into the role of choices in human emotion and how a regrettable decision can bring with it not only cruel consequence, but unforgiving guilt. Shakespeares Macbeth explores several critical issues pertaining to the process of human life and society. Macbeth reflects on human attitudes and reinforces the challenges of human behaviour. The play reiterates the consequences that are linked to sinful action and the guilt that follows, the importance of order and structure in society, and the impact of ambition as a catalyst for irrational human behaviour. These issues provide us with key insights into the complex mechanics and structure of human emotion and society, enhancing our understanding of the play as a whole.