Compare and Contrast Essay

In Pride and Prejudice, the primary character Elizabeth is appeared to have extraordinary pride towards the fundamental male character Darcy. This is on the grounds that in their first gathering Elizabeth’s pride is injured by Darcy as he says †She is fair, however not attractive enough to entice me, and I am in no funniness to offer outcome to youngsters who are insulted by other men.† This heartless and glad remark makes Elizabeth take a prompt aversion to Darcy. After everybody has left for Rosings, Elizabeth is as yet irate from the news that Darcy was the reason for Jane and Bingley’s separate. Elizabeth is then stunned by the appearance of Darcy. After a couple of seconds of quiet, Darcy stuns Elizabeth with an unexpected assertion of adoration for her and a proposition of marriage. From the start, Elizabeth is complimented disregarding her profoundly established partiality against Darcy. Elizabeth’s emotions before long go to seethe as Darcy inventories all the reasons why he didn't seek after his sentiments prior. As recompense, Elizabeth paralyzes Darcy by rejecting his proposition cruelly. This shows the degree of her partiality against Darcy as she says that even from the earliest starting point she hated him. In the mean time, Collins proposition is an out and out totally extraordinary. There are no cruel words, yells or put-down. Collins proposition is diverse on the grounds that with him, Elizabeth has no â€Å"dislike† for him as she accomplishes for Darcy. Despite the fact that his proposition is very professional and not of affection, Elizabeth is appeared to have quality in declining it sympathetic. Mr. Collins proposes to Elizabeth, in a long discourse clarifying that he thinks of it as suitable for him to wed and that he needs to wed one of the Ms. Bennets all together decrease the trouble of the entailment of the domain. Elizabeth denies him plainly, yet Mr. Collins will not accept that her refusal could be true, thinking of it as a convention of female behavior to consistently deny a proposition the first run through. In any case, Elizabeth rehashes and reinforces her refusal, however as he despite everything can't trust her to be genuine, so she leaves. Mr. Collins’ proposition and his response to Elizabeth’s refusal set Austen’s representation of this ludicrous character. Simply after he clarifies these chilly contemplations does he notice that he has a high respect for Elizabeth. Since none of his own words communicates real musings or emotions, he accept that nobody else’s words do either. Further, his pride keeps him from seeing any motivation behind why Elizabeth would not have any desire to wed him. Be that as it may, Elizabeth’s responses to every proposition are totally different. At the point when Collins proposes to her, she decays respectfully, and afterward strolls off while in Darcy’s proposition Elizabeth is extremely impolite to Darcy, and decreases him cruelly. She intends to hurt him with his words. She beats the hell out of both her proposers of their pride. At the point when we take a gander at her responses to both the recommendations, we are indicated how profound and fixed Elizabeth’s preference against Darcy is on the grounds that she doesn't allow Darcy to account for himself and she promptly trusts Wickham’s words. Here we truly perceive how seriously she disdains Darcy. It is as though Darcy is to be accused for everything. Elizabeth doesn't stop to feel that Darcy may really be correct. These two occasions draw out the title as Elizabeth is appeared to have her pride and preferences and Darcy his own each accepting that the other isn't right.

Introduction to Law Essay Example | Topics and Well Written Essays - 500 words

Prologue to Law - Essay Example Wrongdoing 1 †(RWC 9A.36.001) Assault in the First Degree (Dave). He utilized the BB weapon against Patty. The verification is the projectile entering her book pack. She at that point escaping for security. Her activity is to maintain a strategic distance from sure close to home injury. Barrier (RCW 9A.12.010) Insanity (Dave). He says the perspective made it difficult to see directly from wrong activities. There would should be a dominance of proof. This resistance won't stand. Dave will be seen as liable on the two charges. Protection 2 (RCW 9A.16.110) Defending Against Violent Crime (Patty) The case is the dread of fast approaching threat. Patty utilized no more power than was important in the conditions. This protection will stand. The charge will be excused. Counter contentions †There is no place for any solid counters. The people are unmistakably distinguished. The responsibility for ring can be obviously settled. The conditions encompassing the securing of the ring are clear. It is clear who perpetrated the underlying violations. There is proof that the pack was harmed. Further, it should be conceivable to affirm Dave’s fingerprints on the weapon. The security specialists had the option to capture him right away. Probably with the weapon and the wounds. The wounds were essential for the break. It should be conceivable to follow his DNA on the pack and hints of the sack material on the wounded

Types of Investigative Essay Topics

Types of Investigative Essay TopicsThere are several different types of essays that you may use for investigative essays. Investigative essays are essays that are written to investigate a topic, issue or rumor. The essay will examine the facts surrounding the topic, issue or rumor and present them in a way that is entertaining, enlightening and informative.Investigative essays are usually written for an academic essay subject such as history, social studies, science or psychology. Some people do this for fun, and they may even choose to write a thesis on the topic. Since there are many investigative topics, it is a good idea to choose one that interests you.You can write an investigative topic for any topic that you have chosen to research. You can also do this for an essay, if you are writing a research paper. As long as the topic is interesting, then you will be able to write an investigative essay on it. It is not necessary that the topic must be extremely complex, just make sure that it is relevant and interesting to the reader.Investigative essay topics can involve just about anything. When you are researching a subject, you should always remember that you are attempting to provide the reader with information. This means that you should not just rely on the details of the topic to get the information. You should focus on the information and present it in an interesting way.To research an interesting subject, the first thing you should do is get online and find the website of the subject. You can then try to find information about the subject through articles, videos, websites and other sources. Once you have done your research, then you can begin to write an investigative essay on the topic. You should only include information that is relevant to the topic.Investigative essays should also be well researched. You should spend some time learning about the topic, your research, as well as other people involved in the topic. You will want to learn what other p eople think about the topic and how they feel about the topic. This will help you in your writing.The last thing you want to do is sound as if you are trying to convince another person's opinions or opinion about the topic. Instead, make your opinion known to the reader through the facts. Show them the facts that they should know about the topic.Since there are so many different types of investigative essay topics, you will find that it is a lot of fun to research a topic and write about it. You will probably find that this type of essay is the most rewarding type of essay to write. Once you learn the different types of investigative essay topics, you will be able to write any type of essay that you want.

The, Social, And Social Justice Warrior - 886 Words

Amidst the seas of stereotypes, it can be difficult to sort out what society upholds as rude, polite, or appropriate. Certain groups staunchly defend what they consider politically correct, generally disregarding being inconsiderate themselves. I find the assertiveness of such people detrimental to their cause as well as a nuisance to the very people they try to defend, as not everyone with a minority disadvantage will agree with an SJW s (or social justice warrior) approach. Various regional, cultural, and dialectal differences across communities convolute the circumstances even further. For these reasons, I often ignore the ramblings of feminists and gender identity activists when their messages of overgeneralized stereotype-breaking become hateful and target another group. SJWs troll the Internet and do not successfully sustain an environment without stereotypes. As I stated before, not every socially disadvantaged person will agree with an SJW’s agenda, and whether the SJW experiences the same disadvantage or not, he or she cannot speak on the behalf of that entire community. This is why I say their efforts to break stereotypes instead serve to overgeneralize such populations: I want all non-binary people to be called such-and-such a name because this is what my community calls them and is also what they all want to be called. While participating in an online gaming community, I joined an LGBT+ chat where a few of these so-called SJWs attended. Despite myShow MoreRelatedEquality, A Social Justice Warrior s Favorite Word1414 Words   |  6 PagesEquality, a social justice warrior’s favorite word. What does equality mean to the average American? In a melting pot like America, views on equality can and will have different perspectives based on race, gender, class, and even sexuality. Today, race, unfortunately, plays a major role in equality, especially for African-Americans. African-Americans have been on the margins of society ever since 1641 with the implementations of slavery. For over four hundred years, African-Americans have been fightingRead MoreAnalysis Of Snowden s Snowden Essay1408 Words   |  6 PagesSnowden committed certain actions with the intent to rebuild trust and to hopefully clean up and to reevaluate the actions of the NSA. Another characteristic of a social justice warrior is that â€Å"Arguments advanced by social justice warriors tend to rely upon emotional appeals, not fact and logic, and they use online media, particularly social media, to offer adversarial and insensitive commentary toward others whose views are deemed politically incorrect†. Again, Edward Snowden does not fall under thisRead MoreThe Ideals Of Knighthood And Chivalry946 Words   |  4 Pages had resulted to a turbulent and violent period spanning several generations in Europe. From this unstable period a warrior society that revolved around castles and rule through arbitrary violence emerged throughout Europe as feudalism. The conflict of outside forces caused a revolution of public justice, the use of indiscriminate violence based lordship that empowered this warrior class. This elite class took control over the rural, agricultural civilizations that had developed and implemented aRead MoreBook Exploration of State of War : The Violent Order of Fourteenth Century Japan by Thomas Donald Conlan 1229 Words   |  5 Pagesoperated in the Nanbokucho period through various source documents portraying the warriors not by their romanticized â€Å"knights of the round table† ideal, but rather showing that while there were alliances of connivence, they could be broken just as easily as they were made, revealing that pragmatism was paramount above all else. State of War is comprised of eight chapters. It begins with a characterization of a common warrior, Nomoto Tomoyuki, who pledged allegiance to Ashikaga Takauji. Extracting fromRead MoreEssay On Malala Yousafzai1411 Words   |  6 Pages BANG he fires his pistol three times. One bullet finds your neck while others find your head. Then, suddenly all you see is darkness. This was Malala Yousafzai’s reality, two years ago†¦ Malala, named after Malalai of Maiwand, a poet and a woman warrior. The name is the perfect way to describe this amazing woman. Being only seventeen-years-old did not matter at all to Malala Yousafzai. In just a short seventeen years, she has accomplished many mind-blowing things. She stands as a role model for everyRead MoreA Society Based On The Philosophy Of Plato1326 Words   |  6 Pagesorganization with The Republic as a guide. The name of my society is Academia, and has a population of about seven-hundred and fifty people. Academia is located on the outskirts of the ruins of Athens, and is an aristocracy ruled by a philosopher king and warrior class. Our king governs based on the absolute good of the universe, because as stated by Plato â€Å"that is the pattern according to which they are to order the State and the lives of individuals, and the remainder of their own lives also† (Plato, 33)Read MoreEssay on Antigone vs. Creon1355 Words   |  6 Pagesstandards of divine justice conflict with Creon’s will as the king. Antigone was not wrong in disobeying Creon, because he was evil and tyrannical. The authors of â€Å"Antigone: Kinship, Justice, and the Polis,† and â€Å"Assumptions and the Creation of Meaning: Reading Sophocles’ Antigone.† agree with the notion that Antigone performs the role of woman and warrior at once. She does not only what a kinswoman would, but als o what a warrior would do. Antigone’s views of divine justice conflict with Creon’sRead MorePlato and Aristotle Essay1465 Words   |  6 Pagesof them function similarly as a whole. Social justice occurs when each member of society plays the role for which his nature best suits him. Individual or moral justice occurs when the individual is harmonizing and keep all factors of his being in balance. Platos view of a just society and a just individual is the aspiration for the gain of the whole over the individual. All of these ideas ties together Platos ideal republic. Plato claims that justice occurs when all three parts of the wholeRead MoreCultural Conflict Can Bring Dramatic Changes to Socity Essay example879 Words   |  4 PagesChinua Achebe analizes the coming of the white man and its results on the culture of the people of Umuofia. The coming of the white man brought about culture conflict which affects the people of Umuofias religion, their judicial system and their social life. Th eir lives are transformed in many different ways and change the perspective they have. The arrival of the white man affects the people of Umuofias religion and cause culture conflict. The people of Umuofia have many gods. Agbala- theRead MoreThe Between Socialism And Communism908 Words   |  4 PagesEuropean liberal fascism and equality based Human Rights, alternatively, a return to the constitution. Not understanding leads to an inability to explain the difference between socialism and communism, or equality as an abstract. The well-fed social justice warriors of today have replaced the poverty class revolutionaries of yesteryear, with cultural Marxism, explained in an American context. The aims remain radical and utopic, as do the politicians behind the agenda. Failure to understand European ideologies

The Hidden Victims of Wartime Rape by Lara Stemple

There have been a lot of recent tragedies in Africa and a lot of attentions have been giving to the female victim. In this article Lara Stemple want the same attention to be giving to the male victims as well. As stated the reports of male rape in Congo has been made clear that wartime sexual violence is not limited to women and girls. As of now, the United Nation has the situation at hand and they overlook sexual assault of men and boy. Lara Stemple wants us to see the reason while sexual violence against men occasionally make the news. Sexual violence is ‘any violence, whether physical and/or mental, carried out through sexual means or by targeting sexuality’ (Lewis, 2009). An example is the sexual abuse and humiliation that took place in Iraq at the Abu Ghraib prison stunned the world. In this article â€Å"The Hidden Victims of Wartime Rape† by Lara Stemple, she used all 5 rhetorical elements, the argument of reason, argument of the heart, style, argument of character and shape, they are rank from most important to the least important to prove her point. Lara’s article is very informative and supportive and I believe that she has worked so hard to make sure that the male â€Å"victims† are been vindicated. To persuade the readers, Lara Stemple used argument of fact and reason which is the strongest argument she used to present between the lines of her article â€Å"The Hidden Victims of Wartime Rape.† She further stated that â€Å"the United Nations has attempted to take wartime rape

Should Reforms Laws Makef It Harder for a Divorce Essay

In the old days, it was so hard to get a legal divorce even if couples were unhappy. Courts would not dissolve a marriage without proof of misconduct. Today marriage educators, domestic violence experts, social workers, law makers and scholars are trying various ways to resolve marriage crisis through counseling, while divorce rates are still climbing yearly. Making it harder to obtain a divorce can have devastating effects long term emotionally, financially and physically, and socially on the children and adults as well. Making it harder for a marriage to be dissolved can have a great impact on children in positive and negative ways. Although reforming the laws of divorce should not be a primary source for solutions, but reforming†¦show more content†¦Divorce can have a minimal impact on society economically. Divorced women are more likely to work as a result of economic necessity, especially if there are children involved. Women have greater responsibility, after a divorc ed, because they are now the primary caregiver, in additional with child care cost as an added factor. Often time’s women and children of divorce become victims to government aid in assistance with government grants. Some of these grants include housing vouchers, medical insurance, transportation, and child care. After a breakup, household incomes drop as much as 15 percent, while higher poverty rates increase (Wolfinger, N, 2005). Although legislation proposals suggest marital classes approved by the department of human services, would aid in reconciliation of marriage. Everett contests, that forcing people to stay married promotes the possibility in domestic violence, money in counselling programs, while infringing freedom of one’s personal choice (Everett, 2014) During the Bush administration, $1.5 billion dollars would be spent to promote marriage through counseling. (Meyer, 2012) Everett continues to state â€Å"This is not a Communist government.†  "Reforming laws of divorce, is equivalent to choice of freedom of religion, politics, and pro-choice† (Everett, 2014). Marriage is a personal and private choice, it is not government policy. Without addressing the political views the purpose to bring divorce under social

The Products and Services of Starbucks free essay sample

What Starbucks stands for is not just a good cup of coffee but also the passion it pours into its product quality and its service. According to (SWOT Analysis Starbucks Strength2000), Starbucks has made a profit in excess, beside that, Reputation of Starbucks has built up mainly due to the quality of products and services. Its brand image itself is made through his main product, which. All different coffee variations are part of their product portfolio. The major priority is the consistency of the product taste and quality assurance. Referring to (SWOT Analysis Starbucks Weaknesses 2000) With the constant threat of emerging competitors on the market, it has been mostly a must for him to diversify his product. The eagerness to meet the demand versus culture of the different market demand, the stores had given birth to the customizing and adaptation of seasonal products like: Hot and beverages Coffee-related accessories and equipments Complementary food items Teas Non-food products – coffee mugs Its unique experience is based on the customer- driven marketing strategy which is to understand the strategic importance of segmenting his target market, differentiating his products hence protecting their current customers from deserting to competitors Services Communication, it binds everything together. We will write a custom essay sample on The Products and Services of Starbucks or any similar topic specifically for you Do Not WasteYour Time HIRE WRITER Only 13.90 / page Starting from foundation to roof of the TQM (total Quality Management) process, everything is bound by strong mortar of communication. Somehow Starbucks gets it done through its â€Å"Five Ways of Being† A) Be Welcoming Such a culture had created â€Å"The third Place† atmosphere in all the stores with the aim at reaching the human inner soul of the customer. Hence creating a positive encounter for consumer who will return over and again B) Be Genuine Though blending the same coffee at the same time, it has made it a point to ensure that the customer experience is not disturbed. He gives lots of emphasis on the quality of coffee being offered in his stores. C) Be Considerate The Starbucks loyalty card had been implemented to give great benefits to its customers, ranging from syrup to milk on their drinks free of charge To top on, even a Starbucks Card or the Duetto Visa card had been created. Such a card is bound to provide the feeling of belongings to Starbucks D) Be Knowledgeable Personalised service is now offered in the stores of Starbucks. It is Vital for the customer’s satisfaction to ensure loyalty through the two ways of communication process whether while personalizing services including personal greeting, flexible changes to drink and even memorizing the favourite order to each regular customer. This point clearly demarks Starbucks acknowledgement of creating relationship and having personal bonds with their clientele E) Be Involved Together with the market research for the luxury of Coffee, Starbucks also think about the accessibility of his beloved customer to his store in process of any opening of new store. It makes it a must to see to it that everyone can drop in at any time without facing any problem like traffic jam

Nba vs Ncaa Should High School Players Be Allowed Essay Example

Nba vs Ncaa Should High School Players Be Allowed Essay The National basketball association is the worlds premiere basketballs association. Basketball players from around the world come to showcase their talent on the NBA’s stage. The sport of basketball is played by people of all ages, sexes, and races especially the youth. The youth of all nations have grown found to the sport of basketball and the NBA has inspired many young kids to follow their dreams and become NBA players as they hope to win NBA championships and and NBA honors such as the most valuable player award(MVP). In the past the NBA has drafted exceptional high school players into the league but that has changed as the NBA modified their regulations to say for all draft picks to be at least 19 years of age and have spent a year out of high school. This regulation directly sends high school players to at least a year of college meaning a year away from their dreams of being a NBA player. From their controversy arises as the question is asked should the NBA draft high school players? I say no I believe the NBA should not draft high school, however there are pros and cons to both sides of the argument and there are NBA players that are proven examples of both sides of the argument. Dumornay 2 Even though There are â€Å"disaster stories of players entering the N. B. A. draft from high school and failing spectacularly. But as tragic as these stories are, they are the exception. A study by Michael McCann, a professor at Vermont Law School who is an expert on sports and legal issues, found that f the 21 high school players who declared for the draft from 1975 to 2001, four became superstars—Kevin Garnett, Kobe Bryant, Jermaine ONeal, and Tracy McGrady—and only four never made it to the N. B. A. The results were similar with those drafted from the classes of 2002 through 2005, when the ban was put in place: Of the 26 players drafted, 20 were still playing through last season and three have become superstars: Amare Stoudemire, Dwight Howard, and LeBron J ames. † Buzz Bissinger Author, Friday Night Lights. We will write a custom essay sample on Nba vs Ncaa Should High School Players Be Allowed specifically for you for only $16.38 $13.9/page Order now We will write a custom essay sample on Nba vs Ncaa Should High School Players Be Allowed specifically for you FOR ONLY $16.38 $13.9/page Hire Writer We will write a custom essay sample on Nba vs Ncaa Should High School Players Be Allowed specifically for you FOR ONLY $16.38 $13.9/page Hire Writer So it is proven that players out of high school could be just as successful as players who go to play in college before they enter the NBA. These high school players want to chase their dreams as soon as possible and see the rule of waiting a year after high school as cruel and unfair. They see the rule as an obstacle stopping them from chasing their dreams and having financial security. The fact that one year can be so unpredictable players would like to sign their blockbuster contracts straight out of school avoiding any injuries or accident that can prevent them from being drafted. Its true these 18 year old kids have responsibilities to their families and to themselves to be successful in their trade. So they ask what makes it right for the N. B. A to to take those rights away from them. Some say the fact the high school students were allowed to follow their dreams right after high school made the sport even more attractive especially more attractive the the National football league which requires at least three years of collegiate play to be eligible for the draft. Those who are Dumornay 3 against the rule say the rule has no substantial support behind it being that the N. B. A best player and most prominent star was drafted straight out of high school. Yes its true Lebron James is labeled the best player in the N. B. A well the best player in the world and he was drafted out of high school in the 2003 draft and has excelled ever since. Viewed as the Michael Jordan of his time Lebron James was a 18 year old six foot eight inches small forward out of St. Vincent-St. Mary’s High school in Akron, Ohio who would be the number one overall pick in 2003 draft as he was taken by the Cleveland Cavaliers. Lebron James gave the city of Cleveland and the Cavaliers life as they now had the most promising young player. And today Lebron James is the face of the N. B. A he well represents the N. B. A as being well mannered and everything a N. B. A mega star could be. However not everyone is as lucky and gifted as Lebron James for that reason the rule is in place. Many times high school players who got straight to the N. B. A with no college play have the outcome of being draft bust. As there promise never came to reality and become a bad picture for the N. B. A as an organization. These immature 18 year old kids become burdens for the N. B. A. They become wild teens with large amounts of money and endless possibilities of getting in trouble. These teens misrepresent the N. B. A some have been on the cover of news stands for outrageous incidents they’ve partaken in , some cant handle media pressure and let emotions overwhelm them some quite frankly cant speak proper english in interviews. The policy of draft picks required to be out of high school is established to prevent these antics. Its to encourage these players to go play college ball in the Dumornay 4 National Collegiate Athletic Association to prepare them for the league. The NCAA prepares players for many essential things draft picks will need to be successful in the N. B. A. They will be further educated young men with experience of playing on a big stage not just the high school stage. They will know how to handle media and most importantly they will know how to conduct themselves as young men. The NCAA is much more disciplinary then the N. B. A so college players have a sense of urgency in knowing what to do and what not to do to stay out of trouble. If every draft pick gains the maturity needed in college then when they get to league they will be ready for the N. B. A stage. The N. B. A states â€Å"the N. B. A. s minimum-age requirement for players seeking to be drafted is, quite simply, good business for the league. The policy, which requires that a player be at least 19 and a year beyond the graduation of his high school class, is designed to make sure N. B. A. eams use their extremely valuable draft picks to acquire the players most likely to improve their teams performance. Before the current rule took effect in 2005, our teams had no choice but to evaluate high school players who had never competed at an elite level. Evaluating young talent in any sport can be extremely difficult; by increasing the minimum entry age, we gave teams at least one year to evaluate players in a more competitive setting. That can be in college, in the N. B. A. Development League, or in an international league. In those settings, players have the opportunity to mature as well, making them better able to deal with rigorous playing and travel schedules in the N. B. A. While a few N. B. A. -ready players have emerged right out of high school, it still took them time to grow their game. Most high school stars arent ready to play in the N. B. A. Between 1995 and 2005, nine high school players who entered the draft went unpicked; if they had planned for a basketball life between high school and the N. B. A. , they might have been in a better position to succeed in the draft the following year, or to succeed in life. We believe that requiring an additional year beyond high school strikes a fair balance between the needs of our teams and the desire of young athletes to begin their professional careers as soon as possible. The policy has improved players chances for success and made our league stronger. †- David Stern N. B. A. Commissioner To conclude although there are both pros and cons to the N. B. A policy of draft picks being required to be the minimum age of 19 and out of high school for at least a year is a reality. And stands as the N. B. A’s most controversial rule. I believe the N. B. A made the right call in implementing the policy. I say so because overall the pros overwhelm the cons. If a player has the opportunity to improve his education, his maturity, and his readiness for the next level then he should absolutely take the opportunity and that is exactly what the NCAA offers to the high school players. If I was an N. B. A general manager I would feel better about a player who spent a year playing college ball knowing he is more prepared for the N. B. A than a year ago. I believe the policy is made in the best interest of the players. The average N. B. A player’s career is 4. years long and this policy aims to produce better prepared players who are ready to take the N. B. A by storm and live up to their promise and most importantly have a longer career than 4. 8 years. The policy is placed to prevent N. B. A teams from picking a Kwame Brown who was the number one pick in 2001 and since then has just been a failure. Kwame Brown came straight out of high school and was never given the chance to develop his game and had a bad career as his paycheck drove him away from the gym. He was a disappointment as he would get suspended often and always in controversy. With this policy there will not be another Kwame Brown.

Cybersecurity Threats Example

Cybersecurity Threats Example Cybersecurity Threats – Coursework Example Cyber-Attack Counter-measures affiliation Cyber-Attack Countermeasures Cyber security entails the maintaining and protection of computer systems and the information they contain from intrusion, disruption, or malicious damage. Since computer networks have become key elements in both business activities and running of governments, tampering with them could have grave consequences for organizations, firms and individuals (Kosat et al., 2010). The question to what degree these individual-level concerns translate into risk for critical infrastructure brought about the coining of the term â€Å"Digital Pearl Harbor† in the mid-1990s which referred to the predictions of a world where hackers would plunge capitals into blackness, poison water supplies, open floodgates, not to mention cause aircrafts to crash into each other. Although the idea could have been far-fetched, nothing is far from the truth and countermeasures need to be developed.It is for a fact that cyber-attack has neve r produced results predicted by the â€Å"Digital Pearl Harbor† in spite of being thousands of them. Nonetheless, cyber-attacks remain a cause for concern, and there is need to counter them. Being prepared is a measure by itself. The process of preparation is an ever-ongoing process. It necessitates sharpening the tools used to identify and handle security glitches (Giani et al., 2011). It covers not only the implementation, but also the operation of the tools, collecting and sharing information, building recommendations for toughening systems and avoiding network vulnerabilities. At this point, it should be underscored that maintaining a close link with IT Risk management is imperative.Secondly, if an incident happens, the most important thing the victim should do is detect it in a timely fashion. Having working and up-to-date sources of information such as vulnerability reports, and a centralized log information originating from access management systems, firewalls, proxies , DNS servers, and so on is crucial. Identifying a threat is critical as it helps in its classification, allowing the victim to establish a procedure of dealing with it (Li et al., 2012).Conclusively, most victims of cyber-attacks have gone through the process due to using obsolete computer technologies to protect themselves from dynamic cyber –attacks. The situation is worsened by a poor detection method. In other words, some victims do not even realize their network systems have vulnerabilities leading to dire consequences from their part.ReferencesGiani, A., Bitar, E., Garcia, M., McQueen, M., Khargonekar, P., & Poolla, K. (2011, October). Smart grid data integrity attacks: characterizations and countermeasures Ï€. In Smart Grid Communications (SmartGridComm), 2011 IEEE International Conference on (pp. 232-237). IEEE.Kosut, O., Jia, L., Thomas, R. J., & Tong, L. (2010, October). Malicious data attacks on smart grid state estimation: Attack strategies and countermeasures . In Smart Grid Communications (SmartGridComm), 2010 First IEEE International Conference on (pp. 220-225). IEEE.Li, X., Liang, X., Lu, R., Shen, X., Lin, X., & Zhu, H. (2012). Securing smart grid: cyber attacks, countermeasures, and challenges. Communications Magazine, IEEE, 50(8), 38-45.

Appendix Essay Example | Topics and Well Written Essays - 500 words - 1

Appendix - Essay Example The entrepreneur spirit is present throughout the organization. The firm offers a stock option plan to all the employees. Due to the successful implementation of the employee stock option plan all the employees care a lot about the well-being of the business organization. The stockholders have voting rights. The company has been effective in the past at raising large sums of money which has been invested for expansion purposes through the sale of stock and bonds. The managers of the company provide great leadership to the organization. The executive management team including the CEO is often seen talking with the floor employees. The company provides managers with monthly training and development sessions. The lines of communication are always open between the employees and managerial staff. The managerial style of the CEO is charismatic leadership. The managers abide by high ethical standards in their decision making process. The managers are very fair and they have delegated some responsibilities to the floor employees to empower the workforce. Change management has been used effectively by the managers to keep up with the latest trends in the industry. The managers have the power in the organization. The company does not suffer from agency problems. The managers are responsible of keeping with good interpersonal relations with all major stakeholder groups. The employees of the company feel they are a part something special. The firm’s generous stock option plan has help develop a tremendous corporate culture. The employees achieved acceptance and synergy. Synergy occurs when the whole is greater than the sum of its parts. The workforce of the organization is very productive. The firm evaluates the performance of the employees twice a year. Different groups of employees report to various supervisors. The firm offers its employees great benefits including medical plan. The managers receive

Logistics and Operations Management Essay Example | Topics and Well Written Essays - 4500 words - 1

Logistics and Operations Management - Essay Example Therefore, logistics and operations management (LOM) is the larger field that is concerned with the direction of activities targeted at the creation of goods and services by transforming inputs. Further, LOM also involves ensuring that these goods and services are sold profitably (Burke 2007, p. 47). In every industry and organization, LOM covers the entire supply chain starting from acquiring raw materials, through the production process, distribution and consumption. This makes supply chain management a crucial component of LOM for every industry and business. For instance, the construction industry is one of the most critical sectors in Europe and is still going through vital transformations focused on green and sustainable construction. At the same time, the industry is also keen to capitalize on the opportunities offered by the digital economy to maximize effectiveness and efficiency in productivity (Mallik 2010, p. 16). Basing on the nature of its operations, the construction i ndustry is one that can be said to be characterised more by short or long term projects rather than the production, marketing, distribution and selling processes of the consumer products market. This aspect further complicates the LOM of the industry and will require highly detailed and professional project management (Flick, Kardorff & Steinke 2004, p. 206). Being among the most globally adverse businesses, the construction industry cannot avoid transformation. This paper will use theory to suggest reengineering of the construction industry’s supply chain and project management and the advantages that would be realised by employing suitable processes. To achieve this, it will be imperative to first analyse and describe the current position and the inherent weaknesses and then propose the necessary changes. This research will primarily aim to bring to light the factors that hinder the successful

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,