Informative Valentines Day Speech Outline

(Name) Topic: The history and a few different traditions of Valentine’s Day General Purpose: To inform Specific Purpose: To inform my speech class of the benefits of moderate indoor tanning. Thesis Statement: There is actually a fascinating history behind Valentine’s Day, which I will tell you about today along with some insight to how different countries celebrate this day of love. INTRODUCTION All of us have someone special in our lives. Whether it is a significant other, friends, or family, we all have someone, often many people, whom we love. But how often do we remember to really express the love we feel for these people?Good thing there’s a whole day devoted to love, so, at least once a year, we get the chance to tell these people how much we love and appreciate our relationships with them. That day of course is Valentine’s Day. A day for romance and splurging on gifts such as flowers, chocolates, jewelry, and those cute little teddy bears with the f luffy hearts reading â€Å"Be Mine. † Valentine’s Day in the U. S. has also become a day when merchandisers can count on making a few quick bucks, leading most to believe that this horrifically commercialized holiday was invented by the candy, jewelry, and card companies.On the contrary, there is actually a fascinating history behind Valentine’s Day, which I will tell you about today, along with some insight to how some different countries celebrate this day of love. BODY I. History a. St. Valentine i. Catholic church recognizes at least 3 different saints named Valentine or Valentinus ii. Martyred for marrying young men and women when it was outlawed by Emperor Claudius iii. St. Valentine was martyred for trying to help Christians escape from Roman prisons iv.Legend of first written valentine by St. Valentine 1. Jailor’s daughter b. First Valentine’s Day cards II. Different countries and some unique traditions followed today a. Similar to U. S. i. Australia ii. Canada iii. France b. Different than U. S. i. Wales 1. Welsh Valentine’s Day – St. Dwynwen’s Day 2. Love Spoons ii. Scotland 1. Cards sent anonymously 2. Game at parties 3. Valentine Date Search iii. Finland 1. Ystavanpaiva iv. Denmark 1. â€Å"Snowdrops† 2. Lover’s Cards . Gaekkebrev v. Japan 1. Valentine’s Day 2. White Day CONCLUSION Here are a few things to remember. Valentine’s Day was actually deemed a holiday by Pope Gelasius, not Hallmark, Hershey’s or Kay Jewelers. Regardless of the accuracy behind the legends of St. Valentine, they are all great, romantic stories about a man giving his life for what he believed in. Though there are countries where customs do not differ much from our own, there are many traditions followed around the world that are very different.When the next Valentine’s Day approaches, just remember, the Welsh women will be looking forward to some fancy spoons. Singles in Scotlan d will be wondering which party their crush will be at so that they can go to the same one and hopefully draw their name. The Finnish will be looking forward to spending time with their best friends. Danish women will be thinking really hard to win an Easter egg. And if you want to continue to receive gifts on Valentine’s Day, do not move to Japan. BIBLIOGRAPHY

Psychology-Carl Jung Essay

Chapter 1 is titled: Dream-Analysis in Its Practical Application. The use of dream-analysis according to Jung in psychotherapy is still a debated topic/question. Some practitioners find using dream-analysis to be necessary in treating neuroses while others find that it is simply part of the psyche. If dream-analysis is to be treated then recognizing the unconscious is a must. It is a method for discovering the unconscious psychic contents that are related to neuroses. Jung says that the analysis and interpretation of dreams can be justified scientifically due to the fact that the unconscious plays a part in neurosis and because dreams are expressing directly from the unconscious activity. Dreams give a correct picture of the subjective state although the conscious mind denies this exists. According to Jung, dreams are to be on the same level as physiology. He gave the example that if sugar is seen in urine, then urine contains sugar. He used that because he believes dreams are facts which are valuable for diagnosis. It allows an insight for the cause of neuroses as well as a prognosis. It can show at what point the treatment should begin. Jung states that the Freudian view believes it necessary for the patient to be conscious of his/her disturbances (surviving the trauma). Jung doesn’t deny that some neuroses have a traumatic origin but he does not believe that all neuroses are of this origin. In order for the dream or neurosis to have true significance, a causalistic approach only will not suffice. Shortly after the beginning of treatment, dreams seem to become less transparent. There can start to become a difficulty in interpretation due to the doctor being unable to understand the whole situation. Jung states that unintelligible dreams are a result of the doctor’s subjective opinion being reflected. It is essential for the analyst to admit a lack of understanding when it occurs in therapy. By stretching the truth, the analyst appeals to the patient’s brain, however, helping him/her grow into their truth reaches the heart. There are secrets of the inner life that dreams give information about as well letting the dreamer know some things about their personality. Chapter 3 is titled: The Aims of Psychotherapy. The formation of neurosis and basic principles of therapy are not agreed upon by psychochologists/psychoanalysists. According to Jung, many people find that explaining their troubles give them an urge to power that comes from a sense of inferiority. The psychotherapist’s successes teach him little or nothing. His/her failures are priceless in that they force him/her to change their views and/or methods. Jung states that it makes no sense to teach from the Freudian viewpoint to a patient to whom the Adlerian theory applies. The doctor is not really in a better position than the patient’s psyche to know what is wanted, although it unconscious to the patient. When it comes to psychic constitution, some people have a spiritual attitude and some a materialistic one. These attitudes show ingrained passions. Jung lets his experience be the decision making tool in terms of therapy. Great choices of life have more to do with instincts than conscious will. Jung’s contribution to psychotherapy for those cases where rational treatment produces no satisfactory results, are confined. Roughly 1/3 of his patients are not suffering from clinical neurosis but from the emptiness of their lives. By meditating on a dream thoroughly, something always comes out of it. It is an important hint that shows the patient the unconscious leading him/her. Jung says there is difficulty when dreams do not show anything tangible. Those dreams give clues of possibilities and never can be made plausible to an outsider. Dreams that contain mythological images can be strange and baffling. For Jung, primitive psychology, mythology, comparative religion, and archaeology is important as they provide analogies that enriches the lives of his patients. Jung says that creative fantasy is the origin for all works of man. This activity of imagination frees man from the â€Å"nothing but† to a spirit of play. Jung’s aim is to create a psychic state where the patient can begin to experiment with their own nature. â€Å"The least of things with a meaning is worth more in life than the greatest of things without it† (Carl Jung). Chapter 5 is titled: The Stages of Life. The problems associated with stages of human development means to unfold a picture of psychic life from cradle to grave. According to Jung, our psychic processes are made up of reflections, experiments, and doubts. They are all foreign to the unconscious mind of man. The existence of problems comes from the growth of consciousness. When man turns away from instinct it creates consciousness. Problems draw an isolated state where nature abandons and consciousness is driven. Even in that, a wider and higher consciousness gives us certainty and clarity. In dealing with problems, we instinctively refuse the way that leads through darkness yet want gratifying results. Knowing is based on a conscious connection with psychic contents. Jung talks about how it seems that young people who struggle with their existence are spared inner problems and those whom adapt easily run into sex problems or conflicts arising from a sense of inferiority. Those who try and protect themselves against the new or strange, regress back to the past and falls in the same neurotic state as the one who can identify the new but runs from the past. Whatever the past gives to us is normally adapted to future possibilities and demands. The design and meaning of a problem does not lie in the solution but in the constant working at it. Statistics show that there is a rise in mental depression cases for men around 40. For women, neurotic difficulties show up earlier. According to Jung, a human being could not live to 70 or 80 if the longevity had no meaning for the species. Jung states that we do not know what happens to a person after they are dead. There are no scientific proofs about it. From the psychotherapy view, it is more desirable to think of death as a transition-a part of the life process whose time and extent escapes our knowledge. The working of the intellect is an understanding that thinking is an equation that nothing comes out of but what we put in. Chapter 6 is titled: Freud and Jung-Contrasts. Widely accepted ideas are not the personal property of their author. Contrary, the author is the servant of his ideas. We do not create ideas, they create us. True expression helps us achieve the best. It consists in giving form to what we observe. Jung states that Freud’s theory regarding sexuality, infantile pleasure and the conflict they have with reality is the truest expression of his psychic makeup. Jung points out that he is not an opponent of Freud. He says our perception is conditioned by what we are. Since we are all different, we see and express things differently. Jung looks at man in ways of health and soundness trying to free the sick from Freud’s point of view. Jung states that Freud’s teaching is one-sided generalizing facts only from neurotic states of mind. According to Jung, Freud made a mistake going against philosophy. Jung has never refused philosophical criticism. He knows that every word he speaks, carries something of himself. He doesn’t doubt that natural instincts are forces of propulsion in human life despite if they are called sexuality or the will to power. Yet, he doesn’t doubt also that these instincts collide with the spirit. Jung attributes a positive value to religion and biology. Freud attributed sexuality as the only driving psychic power. Jung says that only after he split from Freud did Freud begin to acknowledge equal status for to other psychic activities. Although Freud says Jung denies the importance of sexuality in psychic life, Jung claims otherwise. Jung says he tries to set limits to the terminology of sex and merely put it in its place. What Freud describes is that sexual obsession that comes out when a patient has reached the point where him/her needs to be led out of a wrong situation or attitude. Theology cannot help those who are looking for an answer because it demands faith and faith cannot be made. Jung states that we are faced with a need for rediscovering the life of the spirit. According to Jung the contrasts go back to their differences in their basic assumptions. Chapter 10 is titled: The Spiritual Problem of Modern Man. This spiritual problem is a question that belongs to the present but yet we cannot judge fully. It has to do with something universal. To be whole of the present means to be completely conscious of one’s existence and requires intensive and extensive consciousness. Moving forward is act of tearing loose all that embraces unconsciousness which claims the bulk of man. It is a painful fact that every good side has a bad one. According to Jung, modern man has suffered a fatal shock and as a result has fell into profound uncertainty. Jung says that a spiritual need has surfaced. He says there has never been a time where the psyche did not manifest itself but it didn’t attract so much attention until now. The psychic life has always expressed in a metaphysical system. Jung says he used to believe it was his duty to call people to order but not admits the need in calling himself to order. He says that science has destroyed the refuge of the inner life-it once was a haven and now a place of terror. A compensation in the unconscious arises when a piece of the conscious life loses value. The noisome and secrets of the inner life, to the modern man, are valuable because they serve his/her purpose. Psychological insight seems to trespass personal life and therefore, it meets with personal resistance and denial. Jung emphasizes that the unconscious has an attraction for healthy minds and not just the sick. Jung says we are only at the beginning of a new spiritual awareness. Need and distress breed new forms of life. A new self-awareness comes from the attractive power of the psyche. There is a psychic life in the end that embraces us all. Modern Man In Search Of A Soul actually chose me instead of me choosing it. I was looking through the psychoanalysts and psychologists that were studied in class. None really sparked an interest in me like Carl Jung. The funny thing is we have all heard of Freud and he is probably one of the more popular choices for such an assignment. However, I wanted someone who contributed just as well to the field of psychology but wasn’t really in the lime light. I had to research all of Jung’s theories to make sure I was comfortable with choosing him. I found a sort of connection with Jung. I was about to buy one book when my eyes happened to glance downward and saw this one. How more spiritual than that? I wanted something to be able to relate to and believe in. Low and behold, this book showed up. There are a total of 11 chapters in this book. Surprisingly, it was not hard to choose the ones that were of interest to me. The first chapter talked about dream analysis. I believe, like Jung, that dreams do tell a lot about and to the dreamer. Some examples he gave in the book were amazing. I wonder at times if people who write books about their work exaggerate on what really took place. For whatever reason, I believe Jung wholeheartedly. Dreams can show what steps to take next as well as what steps not to take. Most of us forget the dreams we have yet there are some dreams that stick with us forever. I believe this happens because it kept in the subconscious mind. We make ourselves aware of the dream as it has significance in our present life. I can see how it can be difficult for the doctor not to judge or impress his/her beliefs on the patient/client. The chapter about the stages of life was interesting. I see myself and I also see my mother in the stages that were presented. Jung states that what keeps one from being ultimately happy is the refusal to be open to new experiences. When we transition from childhood to adolescence, nature sort of abandons us to the conscious world. He used the biblical analogy of the fall of man to the beginning awareness of consciousness as a curse. The chapter regarding the contrasts between Freud and Jung speaks for itself. They both contributed significantly to the field of psychology. Most theorists have their foundation in Freud’s theories. Many began to break away from him and form their own theories, which to me is just like the transition from adolescence to adulthood. As an adolescence we are under the wings of our parents and thus for most of us we believe what our parents have taught us. Once we transition to adulthood, we have a better understanding of life and will experience things that will and can make our view different from our parents in some areas. The last chapter I summarized about was the spiritual problems of modern man. I believe the mind does have a spiritual connection. Like Jung I don’t see how one cannot see that there is a link between the psyche and spirit. I agree with Jung when he talks about life after death. How can we know what really happens if no one dies and then comes back to tell us what happens. There is no definite answer. This book report has proven to be very insightful. It has broaden my horizon and made me think. The good thing is, it makes more than ever ready to study more.

BMW Differentiates Itself Essay Example | Topics and Well Written Essays - 500 words

BMW Differentiates Itself - Essay Example BMW is one of the first firms to incorporate the idea in its vehicles in Europe and Asia markets. Its continued research has led to the adoption of efficient dynamics technology. The enhancements have led to the production of vehicles producing less than 140g of carbon dioxide per kilometer. The technology incorporates the interaction of electric motors and combustion engines in the vehicles as a strategy to reduce carbon dioxide emissions. The differentiation has increased its competitive advantage against rival firms because most customers are cautious about the pollution levels while purchasing vehicles (Mahnken, 2012). BMW has also launched the e0drive model that runs on electricity making it its first vehicle to use green energy. The BMW hydrogen runs purely on hydrogen fuel in an approach to conserving the environment. The differentiation took place in 2004 before most of the rivals had invested in environmental saving techniques in their production of automobiles. Secondly, BMW has employed latest technological enhancements in its vehicles. It has installed onboard diagnostics systems that can be used to monitor the car’s operational and management modes remotely. The company had a time advantage of installing the technology before most of its rivals. Moreover, the firm has used the knowledge to come up with strong and light vehicles to enhance speed through the use of carbon fiber materials. Technology has also facilitated changes in aerodynamics, transmission and safety of its customers; hence having a competitive advantage. Thirdly, BMW has integrated human emotions and with the production of its vehicles. Its designs awaken customer emotions and passions through providing the tastes and preferences of the customers. The automobile company has mostly ventured in luxury vehicles. Clients can customize their vehicles through by changing features such as color and physical looks while making their orders. The customer-firm connection is not found in

The Relationship Between Smoking and SelfEsteem Essay

The Relationship Between Smoking and SelfEsteem - Essay Example In "Relationship Between Self-esteem and Smoking Behavior Among Japanese Early Adolescents (1999)," the authors define self esteem as "an evaluative term that reflects a persons perceptions about his or her personal characteristics and abilities" (p.1). In keeping with this definition, it is appropriate to discuss the ways that "self perception" is most unstable and negative during adolescence. Because this is the case, many studies focus specifically on self-esteem and its influence on one's decision to smoke during adolescence. Because studies have adequately demonstrated that long term smoke use often starts in the teen years, it is appropriate to focus on adolescent smokers and on why they were initially drawn to the habit, even with the understanding of its health risks and taboo-like nature. Although my own research will seek to demonstrate the connection between low self-esteem and smoking in college students rather than adolescents, it still remains relevant to explore the re asons why individuals initially take up smoking. Typically, these are many of the same reasons that these same individuals continue to smoke, and so this research will remain relevant through these same individuals' college years, giving way to my own research, which seeks to prove this connection among college students. So, given these reasons, this paper specifically explores smoking and self-esteem in adolescence in terms of the correlation between low self-esteem and initially starting to smoke. In their article, authors' Kawabata, Cross, Nishioka, and Shimai (1999) echo this idea when, after conducting in depth studies about self esteem and smoking, they report that, "One of the most important findings from this study is that self-esteem may be a factor associated with the initiation of smoking among early adolescents of both genders" (p.4) Many studies have proven that low self-esteem is linked to several risk taking behaviors. Perhaps this is because, as authors Luhtanen and Crocker (2005) state, "Low self-esteem is associated with negative emotions which may lead to behaviors that offer an escape from self awareness" (p.1). Like alcohol, drugs, and other types of addictions, smoking often offers adolescents an escape from the pressures that life inevitably brings during the difficult teenage years. Clearly, when an adolescent is dealing with issues such as self image, depression, stress, and low self worth, he or she is going to have less of a problem entertaining the idea of something that might be hazardous to their health. At this point, he or she is worried about issues that seem larger than the dangers of smoking and addiction. Specifically, if the smoking offers them some kind of solace from the world they are fighting with, of course they will be inclined to take the immediate escape. They are not thinking of long term consequences, but rather of the temporary feeling of relief that the cigarette can offer them. Of course, this type of thinking can become dangerous because there is no concern with potential dangers and/or consequences. It is simply immediate gratification that is sought. The idea is that perhaps if an adolescent was taught to value him or herself more, and led to have higher self worth, then this dangerous

Reflection Paper #2 Essay Example | Topics and Well Written Essays - 1000 words

Reflection Paper #2 - Essay Example Each of these characteristics is particularly important in developing my leadership skills. I first learned about my strengths, when my friends asked me to help them in a rather complicated situation. Then I not only learned about my strengths but also was able to apply them quite successfully. I believe that creativity is particularly important for a leader. It enables the leader to demonstrate an innovative approach to the work of his/her staff and workflow. Creativity in the work of the leader is an opportunity for employees to demonstrate their strengths and a variety of talents, which can have a positive impact on the company. Creativity can be regarded as a supporting element for a successful teamwork. I understand creativity as openness to new, innovative and unconventional approaches to work. Creativity can be expressed in various forms. I believe that creativity is an inherent quality of the modern professional. Any large company needs not only creative managers, but also creative leaders who are able to introduce new ideas to improve the work of the organization. Experience of the most successful people in the world, as well as numerous psychological studies demonstrate that the secret of success in one’s career is such a quality as creativity. In addition, as a creative leader I am able to demonstrate flexibility. Flexibility implies a willingness to adapt to changes affecting various aspects of the team. Flexibility can manifest itself in ways of organizing the learning process, methods of obtaining the desired results, etc. Todays reality is that the professional leader is well aware that he/she cannot always and everywhere show a conservative attitude to different business issues. The task of the modern leader is to respond to various changes quite quickly and adequately. It is no coincidence that that the majority of modern experts in the field of leadership argue

The business of fashion Case Study Example | Topics and Well Written Essays - 2500 words

The business of fashion - Case Study Example But fashion is not only associated to women always! In ancient times of Cleopatra, Scissors always wore clothes that were royal, expensive, stylistic, attractive and special. At the same Egyptian soil, the Pharaohs were never behind. The great Biblical Character of Moses, if taken as an Egyptian Prince, was always a portrayed, in tales and later in movies, in a charismatic outfit. While in the Western part of the globe, the Greeks and Romans not only marked high standards in Art, Architecture, and Warfare, but their unique and intricate concepts of a perfect and godlike human body, especially of males, supported the appealing army uniforms and court-wears. These ancient models are still the greatest sources of inspiration for modern day fashion designers and the origins of the evolved form of cultural trends prevailed through continents from Australia to America and from Asia to Africa. River Island is a UK based modern brand, spread over continents if not over centuries. It deals with everyday life in different ethnicities with diversity in cultures. It also considers the popular demands of its customers though this brand is wise enough to consider all aspects of cultural influences. Cultural influences are stronger when we consider the economic aspect of the fashion industry. Business needs market where it can present fresh ideas and products in every new day. Although in this global age, acculturation is very much on. But even then there are many cultural aspects that can instigate or impede certain trends. A colourful bikini is a great fashion market item in Western or secular and modern cultures, but it is almost a taboo in some rigid and fundamental areas. Contrary to that, a veil is popular in fundamental countries, but has no market in secular or modern world. However, so many fashion articles could get the status of cross-cultural ambition. Especially in ornaments, there is not much difference across the globe with exception of little diversity in shape, material and style. Earrings, bracelets, pendants, bangles and rings are always, and everywhere, in fashion since ages having big market scope in all societies and cultures. On the individual level, fashion is not just a simple word or an uncomplicated attitude, or even an overwhelming desire. Fashion is a multifarious dogma that can influence an individual in many ways. "As process it is [fashion] sustained through some complex amalgamation of inspiration, imitation and institutionalization, all of which seem necessary, even though the nature and degree of their fusion is, as we can infer from fashion history, quite variable." (Davis 123) Therefore, the multifaceted incorporation of fashion, where force an individual at the same time, it also institutionalise itself on many grounds. This institutionalisation is not only at the academic level, but due to its capacity of holding an individual, society, or even the whole world has created a huge market for investors. River Island, at the marketing end, developed

How the tiger got his stripes Assignment Example | Topics and Well Written Essays - 750 words

How the tiger got his stripes - Assignment Example It also works towards ensuring that the Federal resources and funds are used in an appropriate manner to deter threats, vulnerability, and terror related attacks. Moreover, it develops sound concepts that are relevant to the private sector and the critical infrastructure, making sure to address the cyber, human, and physical considerations that are paramount in the adoption of rational and comprehensive programs (Scheuer, n.d). On the same note, the DHS works jointly with the critical infrastructure stakeholders from the private sector and leads in coordinating a nationwide effort to reduce risks that are related to the country’s infrastructure. It does this by developing and implementing a sound and effective critical infrastructure oriented protection to ensure full protection. It also leads in risk management in order to protect the critical infrastructure against issues such as terrorism. Therefore, it collaborates with partners from the private sector in guaranteeing that they establish a risk management program and plan that is geared towards the protection of information technology, ensuring the continuity of the business, and guarantees maximum security. Finally, the DHS plays a major role in the protection by investing in the development of solid frameworks to enhance preparedness measures for the private sector partners (Scheuer, n.d, pp.

Scenario Essay Example | Topics and Well Written Essays - 1250 words

Scenario - Essay Example Symond’s case will be discussed. First, it will be discussed what the teleology and deontology are—followed by the definitions for assault, battery, false imprisonment, and negligence. The teleology of what occurred, or what was the end process, was abuse. The deontology of what occurred, or what was the duty of obligation—were principles that were violated. Assault is defined as a tort of violence against someone. Battery is defined as unlawful physical contact (Staunton & Chiarella, Pp. 25). False imprisonment is being held against one’s will. Negligence is failing to act upon one’s duty of care. III. Theory and Principle (300 words) Ms. Symond’s case is a classic case of elder abuse. According to Green (2003), â€Å"Despite growing concern about the problem, most countries have not passed specific elder abuse legislation† (Green, Pp.118). In theory, and in principle, there are so many things wrong with this situation that the list i s seemingly endless. Regarding the theory and principles to be set forth, there were so many things wrong with this scenario. The patient’s rights were violated in many ways, which is the main principle or theory that, based on a moral model, would have been inexcusable had this happened in real life in any type of care setting—whether it be in the home, in the hospital, or in a nursing home. Allison left no written directives with her organization. According to Breen et al. (2010), â€Å"In all instances†¦verbal instructions must be confirmed in writing within 24 hours or as soon as is practicable† (Breen & Plueckhahn, Pp.288). Using the moral model, one sees that the various ethical dilemmas that are involved in this entire schema which was set up to analyse. Of course, it is not practical that one nurse should have had to deal with a woman who was a bit unstable as Ms. Symond. However, that was no excuse to leave the woman’s home, leaving her basi cally helpless, while she (the new nurse, Allison) went to lunch and expected someone else (a neighbour) to take care of poor Ms. Symond. In any case, based upon the moral model, Ms. Symond was done an utter injustice. In principle, everyone who can be blamed for her negligence should be sued with every last stripe of the law that applies to her situation. She was a victim of elder abuse, and no one should have to weather such a horrible experience—as it stands (Skene, Pp. 123). IV. Torts (900 words) Regarding torts, first of all, the nurse named Allison should be charged with neglect due to her lack of duty of care on the part of Ruth, the patient. She should not have forced any kind of treatment on Ruth—even if she thought it was best for her to do a compression dressing. Instead, Allison should have followed Ruth’s directives or wishes unless she did not have the power of attorney. It was very careless of Allison to simply tell Ruth that she would leave her w alker out in the hallway till someone came back around lunchtime—a neighbour, no less—to check up on her. That nurse was so careless that she should be stripped of her licensure due to that foul-up. As a result, when trying to go to the bathroom, Ruth slipped and received a laceration—which is a deep cut—on her head. Not only this, but Ruth was also attended to by careless paramedics who didn’t transfer her over to the appropriate care unit until she was discovered some time later, not having been attended to yet. Both on the parts of Allison and the

Mercy killing Essay Example | Topics and Well Written Essays - 2000 words

Mercy killing - Essay Example The terminology mercy killing on the other hand refers to someone taking a direct action to terminate the life of a patient without permission from the patient. The decision to take such an action is usually made on the assumption that the patient’s life is no longer meaningful or that if the patient was in a position to say so, he would express his desire to die (Padilla 219). The distinction between mercy death and mercy killing is that mercy death is voluntary and is conducted with the permission of the patient and often at his request while mercy killing is involuntary and does not involve the patient’s permission or request. None of the actions is more morally acceptable than the other and arguments exist against these actions. Many arguments used against suicide are applicable to mercy death to some extent but the issues surrounding mercy death are complicated by the fact that another person has to do the killing (Padilla 227). If patients who request for mercy de ath would wait to see the results of medical therapy and science, they would probably adjust to their situations and change their minds about dying. Mercy killing is also complicated by the fact that it is done without the consent of the patient and this is a violation of the Value of Life Principle, no one has the right to decide whether a person’s life is worthy. Human beings also have rights and they are not the same as those of animals and no matter what science may say no human being is merely an animal. Question 2: What are the arguments for and against mercy death? Is it morally justifiable in some situations? The first argument about mercy death is that people who are suffering and in pain are usually in a state of fear and depression and therefore cannot simply make rational decisions, if such patients were to wait and see what medical science and therapy can do for them they would probably adjust to their situation and change their minds about dying. The second argu ment states that just as we are generally willing to put animals out of their misery when they suffer, we should do the same for human beings but the rights of human beings to live and die are not the same as those of animals. Western religions maintain that human beings have immortal souls and even non religious humanists talk about the human spirit or personality stating that it should be accorded greater respect than the mere physical self (Padilla 230). Mercy killing is a direct violation of the Principle Value of Life mainly because it involves taking the life of an innocent person, murder is murder regardless of the motive and this is cemented by the fact that patients have not or cannot give their consent for the termination of their lives. The domino argument states that because the consent of patients cannot be obtained, an outside decision about the worth, value and meaning of a patient’s life has to be made but this is a dangerous move because no one has the right to decide if a person’s life is worthy, has value or is meaningful. There is also a possibility of finding cures in future and patients could therefore continue living. In cases of financial and emotional burdens to the family but finances and emotions should not be determining factors where human life is concerned. Both mercy death and mercy killing are not morally justifiable because humane alternatives for both mercy death an

Environmentally sustainable business Essay Example | Topics and Well Written Essays - 2000 words

Environmentally sustainable business - Essay Example o grow; the concerns about social interactions between the industry and its workers, customers, partners etc (Sustainable Aviation Progress Report, 2009). Hence, applying Zadek’s â€Å"Four Stages of Issue Maturity† framework, all issues affecting an industry could be categorised into four different stages: namely, latent, emerging, consolidating and institutionalised (Zadek, 2004). A latent social issue is the one that exists but has not been widely known. An emerging issue is just catching the attention of the public but has not been fully debated or addressed. Consolidating stage reveals that the issue has been recognised but this is the time to test the efficacy of the solutions for it. And such a social issue becomes institutionalised when there are laws and regulations to guide the implementation of its solutions in the concerned industry (Zadek, 2004). Therefore, the environmental and social issues affecting the UK aviation industry are tabulated as follows: All the environmental and social issues affecting UK aviation industry outlined above can be summarized into three main headings: climate change issues; local environmental problems; and economic and social concerns. These issues are of utmost importance in the sense that they exert huge impacts on the environments and the economic situations in the United Kingdom. However, if all these issues receive prompt and efficient responses from the aviation industry players, it will reveal their level or extent of sustainability and social responsibility in the societies. 2. The Sustainable Aviation Progress Report 2009 reveals some strategic approaches taken by UK aviation players in addressing the issues hinted above. These approaches or responses can be best analysed using the Sustainable Value Framework model proposed by Hart and Milstein (2003). The model is made of four major quadrants as shown below: There are Today, Tomorrow, Internal and External quadrants. What this signifies is that Today

How My Values Relate to Who I Am Essay Example for Free

How My Values Relate to Who I Am Essay Throughout history, there have always been a set of laws governing how society should act. When I began to think about it, society’s rules seemed to stem from a basic set of values that every person should aspire to have. In most cultures, the value system is based on religion; even the countries which are not under religious law. So, what are my values, how do they give me meaning, how do they factor into who I am, and how to they factor into American society? What gives me meaning is living by my own rules within reasonable terms. I do not want to hurt anyone, but life is too short to have someone else decide my fate. I am happy living for myself and simultaneously putting down stepping stones to accomplish my goals in life. I learned that once I made decisions in regards to what I wanted to do, it made me a much happier person. Also, when I am surrounded by great people who love me in spite of if I become a Nobel Prize winner or a great failure that gives me great confidence. Those tenets give my life meaning because I do not want to look back and regret that I did not take a different path than the one I chose. When I follow me, I focus on reaching my goals and that drive coupled with unwavering support from friends and family, makes me happy. I mean a genuine happy, not an artificial happy that may be garnered by purchasing material items. The values that I retain include never allowing me to mentally stagnate, high morals, and being able to look at myself in the mirror at the end of the day. I believe that when a person allows himself or herself to mentally stagnate, he or she is happy with being uninformed in the world. Look at Stephen Hawking, he has every reason to allow himself to fade away, but even though he cannot speak anymore, he has virtually changed the way people in his field of physics think about the universe. I believe in high morals because there are too many people running around jumping in and out of bed, yet never making a connection with another person. That way of living is not for me. Love and true feelings take a long time to develop, not a night, a week, or a month. I have to be able to look at myself in the mirror at the end of the day. That keeps me in order. Refusing mental stagnation is just a supplement to my foundation values. My foundation values are definitely my morals. The core system of my morals are, living a just and fair life, treating others well. All other values are just supporting cast members in my life. I believe that if I stay on the moral path, the goals I have in life will be accomplished without putting more energy than necessary into it. I use my values frequently because they are represented everyday. I am the embodiment of my values. I am far from perfection, but I believe that being an adult is less about doing what I want to, but doing what is right in spite of my own wants. I have taken paths where I could choose between a job with more pay and a job with next to nothing pay. I chose the â€Å"indentured servant† job because it made me happier in ways that no one but I could understand. My values influence me because they enable me to transcend normal material values. When I see an expensive car, I do not automatically think that person has an amazing life and is problem free. Since I have an aversion to mental stagnation, I am always reading something. If I have to go to the doctor’s office and the only reading material in the reception is a coin collecting magazine from 1977, I will read it. It seems with all of my values, I should feel conflicted, but I do not because my values do not compete with one another. The problems I have encountered are when my values compete with the real world. Sometimes in American culture, people do not understand morals because there is a lack of them on display. I try to maintain my composure and always do what is right no matter what, that is what keeps me on track, well, at least most of the time. The best way to resolve any conflict between my values and the outside world is to change what is on television. I think many people have problems with a person with values because in the mainstream media, lack of values is marketed as fun and a person with morals is portrayed as â€Å"square†. I have thought many times that I could be a bit outdated; maybe I should lighten up on my dating requirements or take a job because my family wanted me to take it, but that is not the answer. If I reverted to change my value system because of societal pressures, then I am not living for me. I need all of my values; they work as an interconnecting team which support me even when I may have no support or understanding. Just like laws that were written into society and suddenly eradicated, (causing the cultures to delve into anarchy), so would I if I were to do the same with my values. I neglected to mention God as an integral part of my value system because I believe if I follow my own laws, I will live a life that will follow God’s rules anyway. My values are who I am and I would just be a shell without them.

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,