Strategies to Avoid Car Congestion

BUSINESS CASE: AVOIDING CRIPPLING CAR COGESTION 1

Case 2, Business Case: Avoiding a Future of Crippling Car Congestion Page 109

Explain the concept of connected cars.
Why does Bill Ford see a need for connected cars?
What does Ford mean by “global gridlock”?
Brainstorm a few other ways in which an IT network could help to reduce global gridlock. Do not limit yourself to current mobile network capabilities.
If no action is taken far in advance of the forecasted car congestion, what do you foresee will happen?

What is the “Connected Cars” concept? According to (Turban, Volonino, Wood, & Sipior, 2013) pg 109/1). This connected car concept, are vehicles linked to various mobile networks and or intelligent systems and capable of M2M communication. This concept was outlined by Bill Ford chairman of Ford Motors at the 2012, Mobile World Congress (Turban, Volonino, Wood, & Sipior, 2013) pg 109/1).

The mobile infrastructure allows for incorporation of technologies, applications, support, security processes, as well as devices for management and distribution of wireless communications. Wi-Fi technology permits devices to connect and share a network or Internet connection without connecting to a commercial network. (Turban, Volonino, Wood, & Sipior, 2013) pg 94/3).

Theconnected caris a vehicle with internet connectivity which can be linked or connected to its navigation and information systems in addition to its passenger’s personal communication devices such as smartphones, computers, tablet or any other internet connected personal device. Also to include data connectionswithin the vehicle, such as GM’sglobal communication system “OnStar” (Howard, B. 2013).

Permanent connections which allows the vehicle to communicate with your smartphone that would assist you in locating your car. Or the status of a charged battery pack by an app command or text message (Howard, B. 2013).

Wide area networks (WANs), WiMAXs, and local area networks (LANs) and wireless wide area networks (WWANs) for mobile computing constitutes the various mobile network infrastructures. LANs and WiMAX are the components of the wireless infrastructures (Turban, Volonino, Wood, & Sipior, 2013) pg 94/4).

So simply speaking a connected car can be any vehicle that has Mobile to Mobile connectivity, internet access or connected to a remote location that offers a service for the vehicle or its occupants over Wi-Fi connectivity is a connected car.

Bill Ford see’s the need for connected cars because he see the vehicles in the world climbing at an ever-accelerating rate, and this massive surplus of vehicles can be averted with vehicles that are capable of communicating to each other as well as the communication system or infrastructure. Bill Ford Jr., of Ford Motor Company, “cautioned of the danger of amplified automobile possession and no conforming increase in automotive connectivity”. Partnerships will be needed to be established between automotive as well as telecommunications industries and the need will be greater than ever as we prepare for and manage the future (Barry, K. 2012).

Within impending days, linked vehicles would communicate with one another through centralized traffic-observation platforms which would communicate notices about congestion, construction and accidents to in-car monitoring systems.

Ford said vehicles should be seen “as pieces of a much bigger, richer network.” Precisely, cars of the future could rely on 802.11p WLAN, a network infrastructure reserved for vehicle 2 vehicle network infrastructures. Connected automobiles can interconnect with one another as well as command and traffic control stations. These stations could warn could about traffic jams, construction and accidents by relying data to in-car navigation systems (Barry, K. 2012).

“Mobile data traffic is expected to increase 18-fold in size and speed through 2016, according to Cisco Visual Networking Index (VN1) Mobile Data Traffic Forecast, 2011-2016”, according to (Turban, Volonino, Wood, & Sipior, 2013).

Ford’s vision of “global gridlock” can be explained as follows: “a never-ending traffic jam that wastes time, energy and resources which also impedes the movement of commerce and healthcare,” Ford said that, “Sixty percent of the world’s population will live in urban areas by 2030, and there will be 2 billion automobiles on the highways. This progression is anticipated to come in China, the world’s largest automotive market” (Barry, K. 2012).

The National Highway Traffic Safety Administration pronounces,” connecting our cars could address as many as 4.3 million crashes, or about 80 percent of accidents that don’t involve intoxicated drivers. Sixty percent of the world’s population will live in urban areas by 2030, and there will be as many as 2billioncars on the road.” (Barry, K. 2012).

How can future gridlock be reduce or controlled? , well here’s an example of future concepts of reducing global gridlock.

Evacuated Tube Transport Technology – Envision traveling from Manhattan to Beijing in one-hundred twenty minutes, that’s only 2 hours. A pair of pioneering minds have confidence in reducing travel time significantly, using high-speed capsules racing through tubes – considerably like driving through a drive through bank.

Colorado inventor, Daryl Oster references this idea the “Evacuated Tube Transport Technology”, “it can propel a person or object 400 miles from Los Angeles to San Francisco in 30 minutes. This technology would necessitate a system for transporting a capsule through a vacuum tube with the air sucked out as if being in outer space, eradicating friction” (Petersen, B. 2013).

Supercavitation -The occurrence identified as supercavitation is most familiar within the military realm. Cavitation – an air or gas pocket developing around an object in motion underwater can be beneficial as this air or gas pockets fall away from a vehicle. The drag or resistance on a ship or underwater vehicle becomes greatly reduced. A defense tech company, “Juliet Marine Systems” developed a supercavitating watercraft called the“Ghost marine platform”incorporating stealthiness and attack helicopter technologies for tracking airborne and subsurface objects. Gliding efficiently through the water still ends up being like moving through the air. (Danigelis, A. 2013).

My Thoughts on Future Transportation

I would consider using manual powered equipment as a means of travel providing exclusive attention would be given to this device. Such as bicycle that was designed for a comfortable long distance ride with exclusive roadways designed just for my device. How about a multiple person hover craft, where three or four person would mount a disc like object that hover only a few feet above ground. With the occupants securely strapped in and again allowed to operate exclusively within an air-space just for this mode of travel.

What if no action is taken far in advance of the forecasted car congestion, what do you foresee will happen? I as well agree with Bill Ford, I see massive gridlock along with major congestion throughout the United States as well abroad. A never-ending traffic jam that wastes time, energy and resources and even compromises the flow of commerce and healthcare. Traffic on Interstates and Express routes will come to a mere crawl, vehicles will exhaust there fuel supply while stuck in traffic road blocks.

Causalities will increase as a results of medical transportation and supply vehicles caught up in gridlock as well, making it nearly impossible for medical supplies or patients transport to reach there intended destinations. Food supply vehicles will have there cargo spoiled as a results of being caught up in traffic gridlock.

I also envision a special highway express being created just for medical, food, fuel and any lifesaving product or supply. I also see this special highway being patrol by law enforcement and violators being severely punishment for traveling these special routes or interfering with the traffic on them. Unless the growing number of vehicles are not seriously addressed, to include major funding, rigorous IT research and advancements commuting and traffic as we know it will be a process of the past.

References:

Barry, K. (2012). Ford: Connected Cars Can Save Us From Gridlock.Ford: Connected Cars Can Save Us From Gridlock. Retrieved from http://www.wired.com/2012/02/ bill-ford-says-connected-cars-can-save-us-from-gridlock/

Danigelis, A. (2013). 10 Wild Ways To Travel In The Future.FUTURE OF TRANSPORTATION. Retrieved from http://news.discovery.com/autos/ future-of-transportation/10-wild-ways-travel-future-130812.htm

Howard, B. (2013). Connected cars: When is the breakthrough coming?Extreme Tech. Retrieved from http://www.extremetech.com/extreme/ 147568-connected-cars-when-is-the-breakthrough-coming

Petersen, B. (2013). Hyperloop, Vacuum Tubes Shaping Up As Travel of The Future? CBS New York. Retrieved from http://newyork.cbslocal.com/2013/08/12/ hyperloop-vacuum-tubes-travel-of-the-future/

Turban, E., Volonino, L., Wood, G. R., & Sipior, J. C. (2013).Information technology for management: Advancing sustainable, profitable business growth, 9th edition(9th Ed.). Hoboken, N.J.: Wiley.

Ship Planning and Hazardous Cargo

ABSTRACT

This project aims to provide an insight of the container shipping industry, in particular the “mega-vessel”. “Mega-vessel” here is referred to as large carrying container vessel which is commonly referred also to as a VLCC (Very Large Container Carrier) or ULCC (Ultra Large Container Carrier).

By doing research on the factors or/and constraints that limit the size of container vessels will give a better understanding of how the container industry has been evolving till present. We will look into seven areas which can affect the decision of constructing large container vessels. Factors or/and constraints that limit the size of container vessels are important points to look into when deciding whether or not to proceed with a decision of building larger vessels for the purpose of optimizing vessel space and achieving economy of scale.

INTRODUCTION

Container shipping industry has been expanding in terms of vessel size since it first came to existence in the 1950s and is expected to continue to grow gradually. In the 1960s, the so-called largest container vessel had a container capacity of 1,000 TEU then increased to 2,000 TEU for the following 10 years and so on. From then on, it has reached to the present biggest container vessel, Emma Maersk with capacity of 11,000 TEU. Now an entire industry has come into sight and therefore container terminals have become a crucial link to the chain of intermodalism.

Malaccamax is referred to vessel of 21m draft permissible to pass through Malacca Strait – a major shipping route between Europe and Asia. Adding the 10% underkeel clearance, the minimum channel depth of at least 23.1m is required in port and alongside the berth. She would have a capacity of 18,000 TEU, a length of 470m and a beam of 60m. Even so, with Suez Canal planning to increase the cross-section breadth and depth over the coming years, Malaccamax will be able pass the Suez Canal in future as its current narrowest width is at 60m.

With the trend towards building larger container vessels make ports even more incapable to accommodate them. Terminal advancement and dredging are some of the options for existing harbours to decide and some ports already have plans to deepen or widen its channel or berth depth.

To some, this may not be feasible to construct larger vessel as not only it is a challenge to design it in a way it is safe to navigate but also gives more room for casualties like grounding and navigational error.

FACTORS AND CONSTRAINTS THAT LIMIT THE SIZE OF CONTAINER VESSELS

A container terminal is a facility that handles ocean-going vessels along the coastline to manage movement of cargo (container) in and out of a country. A typical container terminal consists of berths, yards, quay cranes, storage area, equipments to handle containers, gatehouse that controls the flow of containers in and out of the yard and administration building.

In this section, we will look into the factors and constraints that limit the size of container vessel.

Port Infrastructure – Terminal

Water depth

The water depth of a berth has to be deep enough to accommodate Malaccamax which is said to have a draft of 21m. Ports with shallow draft will face a problem when Malaccamax calls in the port. They may have to deepen its draft through dredging or expanding the land used for storing of containers as part of the port development.

Quay length

The quay length is defined by the expected size of vessel to call at the terminal. Since this research is about Malaccamax, she would have a length of 470m, thus the berth needs to have a length capacity sufficient to take in Malaccamax for loading and discharging of containers.

Beam width

Beam width is to be taken into consideration as part of the port development to accommodate future vessels. The entrance channel should be wide enough for her to pass through.

Quay cranes are to be replaced with highly durable and that the outreach of the cranes can be extended and reach the very last row of the ship. Lifting capacity is also an important point for handling of hatch cover pontoons.

Storage space

To expand the landside container storage yard should be done if future large vessel like Malaccamax is to be constructed. Especially now with the no. of containers handled will be increased, most likely the port would need an extension of storage space as well as CFS (container freight station) for stuffing and stripping of containers.

Another constraint that the yard can have is the dwell time – the time cargo (container) remains in a terminal’s in-transit storage area while awaiting shipment by clearance transportation. The longer the dwell time, the lesser containers can be handled at any one time. By expanding the storage area, will reduce the time taken to handle containers which are waiting to be transferred out.

Ship’s design and cargo handling
Ship structure

The ship’s structure has to be able to carry more containers in cargo holds as well as on deck. It should also allow a better field of vision from the bridge to navigate the ship. The bow has to be strong enough to withstand the bow impact during the journey. It should be built with concrete frames, in a way to reduce torsional stresses and internal and external forces.

Engine

In today’s ship, it is equipped with one propeller, with the largest diesel engine manufactured (12 cylinders), maximum boring (980 or 960 mm), the power available is approximately 93.000 BHP (68500 kw), which gives a maximum speed of approximately 24-25 knots, which is required by industry. Now with the expansion of container ship size, one propeller is not enough to withstand the large vessel. The diesel engine should also be increased to maybe about 14-16 cylinders so that the maximum speed of the vessel can remain the same or even increase to higher knots.

All designs beyond the 9,500–10,000 TEU limit require alternative propulsion, either twin screw or some kind of combination with pods or contra-rotating propellers. Using double propulsion can be another option for larger vessel like what the small draft tankers used. Capital costs, fuel costs and daily operating costs all will go up with a twin screw ship, however the advantage of using the double propulsion is that if one of the engines breaks down, the ship can still be controlled by another engine. This increases the investment and hence offsets the economy of scale incentive for bigger size. If it happens, there will most probably have to be a jump in size to compensate for the increased capital cost.

To meet the SOLAS requirements for bridge visibility on such a large ship, the design envisages the separation of deckhouse and engine room. The innovative arrangement of the deckhouse in the forward part of the ship permits an increase in container capacity and a reduction in ballast water.

Container lashing

Lashings are essential and every container vessel will carry lashing equipments like lashing bar, turnbuckles and twistlocks used to secure containers onboard, especially in the present situation where containers are stacked as high as nine high.

Even so with the securing of containers, sometimes accident happens and containers collapsed like dominos. To reduce the risk of further accidents, some ways can be adopted like considering temporary reduction in container stack heights, revised weather routeing and replacement of lashing equipment.

Sometimes, lashing bars can also break. Probably the reason behind it is that heavy container is stacked onto lighter ones. This is where the job of a ship planner comes into picture. The ship planner has to plan loading of containers in a way it is safe from the loading point till it reach the discharging point.

With Malaccamax coming along, lashing of containers becomes more vital and needs to be carried out in a safe manner. It has to be regularly checked and assessed and if needed, to tighten the lashing bars.

Crew

Crew plays an important role in ensuring that the ship is properly manned. Without crew, ships cannot sail. With regards to Malaccamax, qualification and competency of a crew is a challenge. Of course with this, they would require the best crew onboard. Simulators also need to be further advanced for bigger ships.

Most vessels employ 13 crews on board, however in the case of Malaccamax, it has to be increased to do the daily routine. 13 crews onboard can’t possibly handle such a large vessel.

Cargo (reefer)

Usual accidents that we also hear from container vessels are loss of containers, collision, fire and some cargo claims especially with regards to reefer containers.

In this case, reefer containers pose a kind of problem because it has to have power points for the reefers to operate. Power points are to be situated at one side so reefers will be placed together at a single point. Crew has to also check the temperature needed depending on its content. That is one of the reasons why reefers cannot be loaded in cargo hold.

Technical constraint

Cargo handling equipment (quay crane, mobile crane, gantry cranes, etc)

The life span of a crane is 40 years but the useful life will not be more that 25 or 30 years. Improved and automated handling equipment is required for the ships’ turnaround time to be reduced. Port can also improve on the yard productivity to overcome the situation.

Road and rail intermodal connection

It is important to improve the situation in port. Currently, we are facing the common constraint in yard which is congestion. By expediting on the technology, we can utilise the container space even more by higher stacking of containers.

Gatehouse can also be replaced with automated gantry that allows trucks to move in and out of the yard with less difficulty. The terminal operator can install some kind of a system that can see through the trucks for security purpose. That will reduce the employment of staff for the job and also reduce the waiting time for trucks to get in and out of the yard.

Some countries have rail system where it will transport containers from one place to another place using railways. Now with more containers coming in the port, the system has to be amended for an example to use double stack or triple stack high on rail. With this kind of system, it can carry at least twice the normal no. of containers being transported by rail.

Turnaround time

It is obvious that the ship’s turnaround time would be slower for large vessels like Malaccamax. Therefore it is the ports’ trading speed that will attract ship owners to acquire any services needed. Ports should stay competitive especially when handling large vessels like Malaccamax since not many ports have the capability to deal with it.

Container handling equipments will have an impact on the turnaround time. To reduce it, maintenance of the equipments needs to be in a regular basis so that the efficiency is maintained at a high level. To use additional cranes or faster hoist speeds and trolleys can minimise the constraint in port.

IT

The crippling of the port need not be through the destruction of physical assets—it can also occur through the disruption of the information systems controlling port flow. Only a sophisticated information network management system can allow the port to manage the volumes and complexity of handling different cargoes all at once.

As the hub ports grow bigger, even more information needs to be processed and disseminated. This makes the hub ports—and the entire maritime shipping structure—even more vulnerable to disruption of the information network itself.

Operational cost

When we talk about Malaccamax, being the future largest container vessel to be constructed, surely all sorts of costs will increase especially the bunker cost. With twin engine usage and heavy deadweight will consume more bunkers. With the maintenance of ships’ engine, other equipments and all as part of the operational cost, it would definitely increase as compared to smaller vessel of say 8000 TEU.

Speed of a ship is of critical importance as ship will enjoy economy of scale when she is at sea. When in port, capital cost will start building up.

CONCLUSION

The growth of vessel size and the development of hub ports are the result of the search for efficiencies and profit by private businesses competing in a fierce shipping market.

The growth in demand for container ships is required to provide employment for the rapidly expanding container ship fleet. When talking about business, of course risks are involved and when times are bad, the container ship industry will be greatly affected especially with the economic downturn crisis at present.

Although the container ship is a type of reliable ship, the rapid development of new bigger designs and the increasing value of the cargo call for a more proactive approach in order to deal effectively with the hazards currently associated with container ships. The industry as a whole must focus on these issues and find suitable solutions.

REFERENCES

A.Jordan, Micheal, Future: Proof your crane, viewed on 15th June 2009

http://www.jwdliftech.com/LiftechPublications/mj_futureproofcrane.pdf

All Business, Containerships: Making it to the Malaccamax?, viewed on 23rd June 2009

http://www.allbusiness.com/transportation-equipment-manufacturing/ship-boat-building/1189984-1.html

Association Francaise Des Capitaines De Navires, The safety of the container ships; An increasing concern, viewed on 15th June 2009

http://www.afcan.org/dossiers_techniques/porte_conteneur_gb.html

Blankey, Nick, Containerships: Making it to the Malaccamax?, viewed on 23rd June 2009

http://www.allbusiness.com/transportation-equipment-manufacturing/ship-boat-building/1189984-1.html

C.Ircha, Micheal, Serving tomorrow’s mega size container vessels, viewed on 15th June 2009

http://www.unb.ca/transpo/documents/Servingtomorrowsmegasizecontainerships..01.pdf

Compton, Mike, Seaways magazine: Container safety, Dec 2008 p19

DNV, Container ship safety: An area for increasing concern?, viewed on 15th June 2009

http://www.dnv.com/industry/maritime/publicationsanddownloads/publications/dnvcontainershipupdate/2004/no32004/ContainershipsafetyAnareaforincreasingconcern.asp

Global Security.org, Container Ship Types, viewed on 15th June 2009

http://www.globalsecurity.org/military/systems/ship/container-types.htm

Looklex Encyclopedia, Suez Canal, viewed on 24th June 2009

http://looklex.com/e.o/suez_can.htm

Maersk, Emma Maersk, viewed on 24th June 2009

http://about.maersk.com/en/Fleet/Pages/Fleet.aspx

Tozer, David and Penfold, Andrew; Ultra Large Container Ships; designing to the limit of current and projected terminal infrastructure capabilities; viewed on 23th June 2009

http://www.antiport.de/doku/gutachten/ulcs.pdf

The Scottish Government, Container Transhipment and Demand for Container Terminal Capacity in Scotland, viewed on 15th June 2009

http://www.scotland.gov.uk/Publications/2004/09/19885/42551

Y.Coulter, Daniel, Globalization of Maritime Commerce: The Rise of Hub Ports, viewed on 15th June 2009

http://www.ndu.edu/inss/books/Books_2002/Globalization_and_Maritime_Power_Dec_02/08_ch07.htm

Financing Shipping companies

There are several advantages for a shipping company to outsource a particular service or department. The main advantages with outsourcing are better cost control, lower risk and the outside supplier’s expertise.

Better cost control is achieved because outsourcing leads to less fixed costs and more variable costs. This means that the company in the short term is more flexible, and able to adjust costs faster and in some cases with less hassle. Outsourcing a service or department also lowers the need for an initial investment by removing the capital injection necessary for establishing a department/service. Less fixed costs and less long term fixed assets means lower risk for the company.

In economical theory there also is an general opinion that outsourcing in many cases leads to cost reductions, due to a small internal department within the company not having the same degree of expertise as a bigger outside supplier and therefore not being able to deliver the services at a competitive cost. This lack of expertise compared to the outside supplier that specialises in the segment might also lead to a lower quality of service if the work is kept in house.

With regards to expertise there also is a big advantage in that the company can keep focus on their core business where they have the necessary know-how and stay clear of outside disturbance.

There are however also disadvantages with outsourcing. The main problem is loss of control due to the company not having the same supervision over the work being done. Another problem is that the outside supplier might not be able to adjust the service as well as an inside department after the company’s needs at any given time.

The degree of the advantages/disadvantages with outsourcing varies greatly with the complexity of the work that has to be done, the potential savings and the importance of in-house supervision. A certain degree of outsourcing of services will always exist i.e. transportation for a company’s employees, postal services, big IT reforms etc.

Solstad has decided to keep outsourcing at a minimum and integrated shipping operations are a part of the company’s philosophy[1]. The company manages the total operation of the vessels[2], and have a large onshore support mechanism which includes freight, crewing, accounting, chartering, technical, and other administrative functions. The company is nevertheless open to outsourcing services and will evaluate whether it is possible to achieve more cost effective operations and an optimal return on capital employed in cooperation with new suppliers with a view to long-term strategic co-operations[3]. Such collaboration is also evaluated with regard to risk and capital injection.

How has your company financed its vessels? Explain advantages and disadvantages by such financing.

It isn’t possible to find public information on how most of the specific vessels have been financed. However according to a news article in Skipsrevyen[4] about the acquisition of the M/S Normand Seven, the long term financing for that vessel is provided by Eksportfinans in cooperation with Nordea Bank, Fokus Bank and Danmarks Skibskredit AS.

The company’s balance sheet doesn’t show in detail to whom the long term liabilities is owed, so to answer the question we will have to assume that the financing of the M/S Normand Seven is representative of how Solstad normally finances its fleet.

As of the end of 2008 the company have long term fixed assets in vessels and new buildings of 7.289.858.000 NOK[5]. This equals just over 70% of the company’s total assets of 10.213.357.000. The assets are financed with a total equity of 3.697.624.000 and total liabilities of 6.515.734.000. Out of the total liabilities long term loans to credit institutions/leasing obligations amounts to 4.831.208.000.

In economic theory an equity ratio of 30 % is generally considered healthy, and the company also states in the annual report that the aim is to be financed by the owners (equity) with a ratio higher than 30 %. The total equity in percentage of total assets in 2008 was 36%, well above the company’s goal. The company’s equities are important when you need to raise capital from outside sources, as it may provide security for the lenders.

Assuming that the financing of M/S Normand Seven is representative for the entire fleet the long term liabilities is provided by commercial banks like Nordea bank, Fokus bank, and Danmarks Skibskredit as well as government backed ship credit schemes like Eksportfinans. According to the annual report some of the fleet is also financed by leasing agreements.

The advantages in getting mortgage-backed loans from commercial banks are that capital can be raised quickly and flexibly, while the owner is still left with full ownership of the business.

The disadvantages by such financing is that commercial banks are uncomfortable with loans that are longer than 5-6 years[6] and often prefers to receive a balloon payment that might be difficult to handle for the shipping company. A leasing company is often more attractive if the borrower want longer finance than a commercial bank is willing or able to take onto their balance sheets. Eksportfinans also offers longer term finance than is usual for commercial banks, and offer repayment periods for up to 20 years[7].

Commercial banks normally take little risk and require a lot of security to protect their investment. According to the annual report[8] some vessels are placed as security for the mortgages. In addition, accounts receivables and bank deposits (2007) are tied. Solstad’s loan agreements are also subject to the owner’s working capital being positive at all times and that the market value of the vessels amounts to at least 110-125% of the outstanding loans. The company states that they satisfy all conditions of the loan agreements at 31.12.08[9].

Name three of the most important conventions your company must adhere to. Give reasons why those are among the most important ones.

Solstad have ships registered in the Norwegian International Ship Register (NIS), Isle of Man Ship Registry (IOM), and the Norwegian Ship Register (NOR). Some of the criteria for NIS/IOM/NOR registered vessels are that they adhere to international conventions such as “Safety of Life at Sea (SOLAS 74)”, “Prevention of Pollution from Ships (MARPOL 73/78)” and “Standards of Training, Certification and Watch keeping (STCW 95)” as well as other international regulations ratified by the flag states.

“Safety of Life at Sea (SOLAS 74)” is the most important international treaty protecting the safety of merchant ships in the world. The first version of the treaty was passed as early as 1914 in response to the sinking of the Titanic.[10] It prescribed numbers of lifeboats and other emergency equipment along with safety procedures, including continuous radio watches.

The intention had been to keep the convention up to date by periodic amendments, but a completely new convention was adopted in 1974. The convention regulates among other things use of the global maritime distress safety system, set construction criteria (subdivision and stability, machinery and electrical installations), fire protection/detection/extinction, obligatory life-saving appliances and arrangements, radio communications, safety of navigation etc. and is the centrepiece of maritime safety.

Prevention of Pollution from Ships (MARPOL 73/78) is the main international convention covering prevention of pollution of the marine environment by ships from operational or accidental causes[11]. It was designed to minimize pollution of the seas, including dumping, oil and exhaust pollution. Its stated objective is to preserve the marine environment through the complete elimination of pollution by oil and other harmful substances and the minimization of accidental discharge of such substances.

MARPOL contains 6 annexes, concerned with preventing different forms of marine pollution and covers pollution by oil, chemicals, harmful substances in packaged form, sewage, garbage and air pollution.

The International Convention on Standards of Training, Certification and Watch keeping (STCW 95) sets qualification standards for masters, officers and watch personnel on seagoing merchant ships[12]. The aim of the convention was to introduce internationally acceptable minimum standards relating to training, certification and watchkeeping for officers and crew members.

Today there are amendments concerning quality standards systems, oversight of training, certification procedures and rest period requirements. The amendments require that seafarers are provided with familiarization training and basic safety training which includes basic fire fighting, elementary first aid, personal survival techniques, and personal safety and social responsibility. This training is very important in ensuring that seafarers are aware of the hazards of working on a vessel and can respond appropriately in an emergency.

Literature and references:
Annual report (2008). Annual report 2008 Solstad Offshore ASA. Skudeneshavn. * Financial report (2009). 3rd quarter 2009 Solstad Offshore ASA. Skudeneshavn. · International Convention for the Prevention of Pollution from Ships (MARPOL) (1973). http://www.imo.org/Conventions/contents.asp?doc_id=678&topic_id=258
International Convention for the Safety of Life at Sea (SOLAS) (1974). http://www.imo.org/Conventions/contents.asp?topic_id=257&doc_id=647
International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) (1978). http://www.imo.org/Conventions/contents.asp?doc_id=651&topic_id=257 * Misje, M. (1989). Solstad rederi A/S 1964 – 1989. Skudeneshavn: Solstad Rederi. * Misje, M. (2004). Solstad rederi AS: 40 ar 1964 – 2004. Haugesund: Nils Sund boktrykkeri.
Presentation 3rd quarter (2009). Presentation 3rd quarter 2009 Solstad Offshore ASA. Skudeneshavn.
Solstad Offshore ASA – website. http://www.solstad.no * Stopford, M. (2009). Maritime economics – 3rd edition. New York: Routledge. * Zachariassen, J. E. (2008, 21. April). M/S «NORMAND SEVEN». Skipsrevyen.
Eksportfinans – website. http://www.eksportfinans.no/Bransjer/Skip.aspx
[1] Annual report, page 2 [2] Annual report, page 13 [3] Annual report, page 13 [4] Zachariassen, 2008 [5] Annual report, page 26 [6] Stopford, 2009, page 284 [7] Eksportfinans website [8] Annual report, page 49 [9] Annual report, page 49 [10] International Convention for the Safety of Life at Sea (SOLAS), 1974 [11] International Convention for the Prevention of Pollution from Ships, 1973 [12] International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978

Environmental Impact of Ship Breaking Industry

Introduction:

We are going to look into Ship breaking industry around the world and its impact on the environment, health and safety, social values and human rights issues. Ship breaking is the course of dismantling an archaic vessel’s structure for scrapping or recycle, mean to be conducted at a pier or dry dock to dismantling ship, it includes various activities, from removing all gears, parts and equipment to cutting down the ship’s substructure. Ship breaking is a difficult course of action due to the structural complication of ships. There are thousands of people involved in this industry. So many issues come up during breaking ships which remains beyond our knowledge.

We are trying to demonstrate these serious issues and overcome these problems. Increasing demand of raw materials for re-rolling mills and other purposes and negative impacts on coastal environments, ship breaking activities present both challenges and opportunities for coastal zone management in a holistic manner. These activities are example of both the potentialities and the dangers of an increasingly globalised economy. It has achieved a good fame for being profitable but it cost huge environmental damage. A variety of disposable materials and refuse are being discharged from scrapped ships are often mixed with the beach soil and sea water which in turn has a negative impact on our coastal environment and biodiversity. However, accidents are normal phenomena in the ship breaking yards. Over the years more than 1000 workers have lost their lives and were seriously injured. Due to unconsciousness and lack of government patronization, the activities are facing several internal and external problems. Considering all these facts, a distinct and well-balanced policy is necessary for sustainable ship breaking activities.

Aims & Objectives:

There are some aims and objectives have been set to conducting this research:

Aims
• Solve the serious issues
• Set proper guidelines
• Make awareness of the workers
• Keep the child workers away
• Awareness of the government
• Finding pros/cons

Objectives
• Finding the problems
• Co-operate with the local authority
• Training for the workers
• Education for all
• Collecting data and analyze them
• Implement the outcomes of the research

Environmental pollution:

According to the report of Jim Puckett (International Conference on the Safe and Environmentally Sound Recycling of Ships, 2009), the “Beaching Method” whereby ships are run grounded on ocean beaches for cutting and breaking apart in the intertidal zone can never be achieved in a manner which is environmentally noise or shielding of human health. Careful analyses of the intrinsic characteristics of beaching operations are conclusive that no amount of prescriptive improvements or protections can remedy the four fatal characteristics of intertidal beaching operations:

* there is the impossibility of containing pollutants on a tidal beach where hulls of ships are often breached accidentally or by cutting, or toxic paints erode or are abraded sending persistent organic pollutants, heavy metals and oils onto the beach and into the seawater;

* due to a shifting and soft wet tidal sand surface, there is the impossibility of rapidly bringing emergency response equipment, including fire-fighting equipment and vehicles, ambulances and cranes alongside the ship, to assist or remove persons hurt inside the hull;

* the impossibility of allowing cranes to work alongside to lift heavy cut sections of a ship and thereby preventing heavy cut sections from being subject to gravity, shifting or falling directly into workers or into the marine environment; and

* There is the absolute incompatibility of conducting hazardous waste management operations (which is what they are as long as ships contain hazardous wastes) in the ecologically delicate and vital coastal zone.
Puckett revealed that these fatal flaws of the beaching method inevitably will result in causing avoidable death and pollution and thus make a mockery of the application of Regulation 19 of this Convention. No amount of band-aid guidelines and criteria can cure the malignancy inherent in beaching operations. To ask Parties to prevent adverse effects to human health and the environment from massive toxic ships on an intertidal beach already makes the fulfilment of this objective impossible. However the worst outcome is that by not drawing a clear line at the outset, this fatally flawed method will be legitimized, millions of dollars will be thrown into trying to mitigate the inherently inappropriate and dangerous working platform and the IMO will have succeeded in perpetuating death and pollution for many years to come.

Hazardous activities:

Ship breaking activities are being condemned as the whole process entails a series of risky tasks and as a depot of hazardous substances, which pose threats to the ambient environment and working people. Depending on their size and function, scrapped ships have an unloaded weight of between 5,000 and 40,000 tonnes (an average of 13000+), 95% of which is steel, coated with between 10 and 100 tonnes of paint containing lead, cadmium, organ tins, arsenic, zinc and chromium. Ships also contain a wide range of other hazardous wastes, sealants containing PCBs; up to 7.5 tonnes of various types of asbestos; several thousand litres of oil (engine oil, bilge oil, hydraulic and lubricant oils and grease). Tankers additionally hold up to 1,000 cubic meters of residual oil. Most of these materials are defined as hazardous waste under the Basel Convention. In Asia old Ships containing these materials are being cut up by hand, on open beaches, under inhumane working conditions. Experts are unanimous in their opinion that ship breaking is a high-risk industry. Paul J. Bailey criticized in his ILO discussion papers (2000) that “By any standards, the demolition of ships is a dirty and dangerous occupation”. The ship breaking hazards generally fall into two categories: intoxication by dangerous substances and risk of accidents on the plots.

Violations of Human and labour rights:

Be short of professional health and safety standard, personal or limited of training protection equipment provided.

• Limited or no access to emergency services, compensation when a worker is injured or killed on the job, and treatment.
• Less than bare minimum wages.
• Child labour uses.
• Wide range of working hours without right to overtime, annual leaves or sick.
• Short of job security: there is no pay where no work.
• No right to form or join or any trade union.

In the most of the shipyards, workforces are being privileged of their human rights. They work under dangerous situation however they have no right of entry to job security, a take-home pay or safety kit.

OHS, accidents and diseases:

Over the last twenty years more than 400 workers have been killed and 6000 seriously injured according to the Bangladeshi media. These are the ones that have been reported. The explosion of the Iranian tanker TT Dena on 31st May 2000 alone is said to have caused 50 deaths. To this toll, the thousands of cases of irreversible diseases which have occurred and will continue to occur due to the toxic materials that are handled and inhaled without any precautions or protective gear need to be considered. On average, one worker dies in the yards a week and everyday a worker is injured (End of Life Ships: the Human Cost of Breaking Ships). It seems like nobody really cares: ship breaking workers are easily replaceable to the yard owners: if one is lost they know another 10 is waiting to replace him due to the lack of work. The Government collects the taxes and turns a blind eye. Workers are not aware of hazards to which they are exposed. The overwhelming majority of workers wear no protective gear and many of them work barefoot. There is hardly any testing system for the use of cranes, lifting machinery or a motorized pulley. The yards re-use ropes and chains recovered from the broken ships without testing and examining their strength. There is no marking system of loading capacity of the chains of cranes and other lifting machineries. Consequently, workers suffer from lung problems which cause temporary loss of working capacity. The hatches and pockets of vessel may contain explosive or inflammable gases. The cutters, if they understand from experience, drill small holes in order to release gases or fumes. This still however, often cause severe explosions. Gas cutters and their helpers, cut steel plates almost around the clock without eye protection. This leaves their eyes vulnerable to effects of welding. They do not wear a uniform and most don’t have access to gloves and boots. Those that are ‘unskilled’ carry truck able pieces of iron sheets on their shoulders and there are no weight limits to the sheets they carry. Usually, these workers carry weights far above the limit prescribed in the Factories Act and Factories Rules. The beaches are strewn with chemicals and toxic substances, small pieces of pointed and sharp iron splinters causing injuries. Workers enter into the areas without wearing or using any protective equipment. Occupational health and safety is clearly not a priority for the owners and as for the workers their desperate need to find employment to support their families means that their livelihoods take precedence over their lives.

Treatment and compensation:

When there is an injury some immediate treatment may be given but there is no long term treatment for those who have a long term or permanent injury. In terms of compensation, only a nominal amount of compensation given and often only when there is public pressure. When a worker becomes disabled by a major accident, he gets a maximum of 10 to 15 thousand taka (1 USD=71 taka) and forced back to his home district. In most cases a worker will only get transportation costs to go back to their home district. When a worker killed in an accident, the contractor, who is responsible for the workers, will only pay the costs of sending the body back to the victim’s family and arranging for their burial. In the case of local workers from the area, if they die on the job, their family receives more than 50,000 taka as compensation. This is mainly due to the fact that the yard owners and contractors cannot avoid the locals who yield some power and pressure them. Prior to 2006, the labour laws in Bangladesh had a lot of limitations. The Workers Compensation Act 1965, only 30,000 taka was proposed for a 100% disable worker and 21,000 taka for dead worker’s family. The recently passed Labour Law Act 2006 now stipulates that a 100% disabled worker will receive 100,000 taka and a deceased worker’s family will receive xxx taka.

Child labour:

In Bangladesh, most poor families are more or less dependent on the children’s income for survival. The Bangladesh Shishu Adhikar Forum (BASF) has identified 430 risky jobs. Within these 67 professions are classified as very much risky and 11 are classified as dangerous. Ship breaking is falls in the latter. YPSA’s baseline survey in 2003, 10.94% of the labour force is made up with children (age up to 18). Most of 5the children come from the northern regions of Bangladesh. It was noticed that ship breaking contractors prefer to recruit children as they are less expensive than their adult counterparts. The children work mainly as gas cutters assistants and move small iron pieces from one place to another. They either work in the yard from sunrise to sunset or do the night shift. On average they receive 50-60 BDT a day for their efforts. There are no educational or recreational facilities.

Conclusion:

Nobody seems to really care about the workers and their families. Neither the ship owners, nor the exporting countries, the ship breakers or the local governments. They are simply numbers that can be replaced. There is an urgent need to interconnect the reality on the ground, the dominating economic interests of the shipping industry and the discussions taking place at the international level, in order to change the working and environmental conditions on the yards.

References:

Akther, M. et al, YPSA (2005). Workers in Shipbreaking industry: a base line survey of Chittagong (Bangladesh), chapter 4, pp. 29-36.

Bailey, P. J. (2000). Is there a decent way to break up ships? Sectoral activities programme discussion paper, International Labour Organization (ILO). Retrieved at 03:00 (GMT) Aug 22, 2009, from http://www.ilo.org/public/english/dialogue/sector/papers/shpbreak/index.htm

Dr. Hossain, Md. M. M. & Islam, M. M. (2006). Ship Breaking Activities and its Impact on the Coastal Zone of Chittagong, Bangladesh: Towards Sustainable Management, Young Power in Social Action
(YPSA). pp 13-17

Vardar, E. et al, Greenpeace-FIDH (2005), End of life ships: the human cost of breaking ships, Human rights report,

Puckett, J. (2009). The NGO platform on Ship breaking on the Beaching Method, Presented at the International Conference on the Safe and Environmentally Sound Recycling of Ships.

Orient Overseas Container Line (OOCL)

ORIENT OVERSEAS CONTAINER LINE (OOCL)01.BRIEF DESCRIPTION OF OOCL.

Container shipping is most popular types of merchant shipping over the world. Due to size, use, and accessibility, it is famous and convenient for transporting from one place to another place to all customers from small trader to big trader. OOCL is the leading container main line operator in shipping industry having own information technology facilities.

OOCL is a wholly-owned subsidiary company of OOIL (Orient Overseas International Limited) group which listed on Hong Kong Stock exchange as a public limited company. OOCL is one of the world’s largest integrated international container transportation, logistics and terminal companies having global brand images in container shipping (OOCL, 2010a)

The founder of OOCL is CY Tung who dreamed to create Chinese merchant fleet in international shipping. In 1947, he succeeded when first ship with all Chinese crew reached in USA and Europe under the name of his company Orient Overseas Line (OOL). Due to the demand of container vessel and age of containerisation in shipping, OOL renamed to OOCL in 1962. Today, it has more than 230offices in 58 countries around the world and the present Chairman is CC Tung.

OOCL Mission Statementis “To be the best and most innovative international container transport and logistics service provider; providing a Vital Link to world trade and creating value for our customers, employees, shareholders and partners” ( OOCL,2010b). The core values of OOCL for people or employee of the company, customers and wants to maintain high standard of services through community responsibilities.

OCCL is a renewed container carrier who has own mother and feeder vessel, rail track, containers, trailers and terminals. In December 2008, OOCL awarded “Best of the Best” ocean career by World Trade Magazine of USA (Shister, 2008).All vessels of OOCL achieved the quality certificate of QUALSHIP 21 issued by US Coast Guard.

However, recent world recession covered OOCL also and it’s container traffic fell 17.2 per cent compared with the first half of 2008, while revenue fell 37.2 per cent to $2.05bn and operating loss for the half of $197m, against a $216m profit in the first half of 2008 ( Lau and Wright,2009).

United Nations Conference on Trade and development- UNCTAD positioned OOCL within the leading container transport operators of 20 MLO (Main Line Operators).

Year

Position

Number Of Vessels

TEU Capacity

(TEU-Twenty feet Equivalent)

2008

11

90

364384

2007

09

84

351542

2006

12

71

275057

2005

11

68

236018

2004

11

63

216527

Figure 1 (Table) Performance of OOCL in world container trade – 2004-2008 (UNCTAD,2010)

The position of the OOCL is world container industry is fluctuating highly year by year. There is no constant improving that means growth in performance indicator by UNCTAD. However, they are increasing the number of vessel and container capacity (TEU capacity) in every year. Within 5 years they increased the number of vessels approx 50% and capacity over 68%.

As a total logistics service provider, OOCL’s international freight consolidation and logistics service unit, OOCL Logistics, provides its customers with innovative freight management services and leading-edge IT solutions. OOCL China Domestic Ltd. offers extensive domestic distribution services and supply-chain management to customers in China, the growing market which OOCL has been serving for over 50 years ( OOIL,2010 )

OOCL is renowned for its pioneering approach to developing intermodal connections. All means of intermodal transport are carefully integrated with trunk ocean services to offer seamless connections across continents using feeder services, barges, trucks and block trains (OOCL, 2010c)

02.STRATEGIC MANAGEMENT

People have different views for understanding, developing and implementing strategy economically and timely to gain special advantages in business. Before taking any strategy, need to justify and assess the organisations present situation especially internal environment of the organisation. After that, external environment will help to set a preliminary plan for going forward. This is very important to assess the situations by marketing mix and political factors also. In a study (Johnson et all, 2005) of strategic exploration found that, there are three strategy lenses: design, experience and ideas which are useful to develop a strategy in a organisation.

Model of Strategic Management (Johnson et all, 2005)

The above model indicates that strategic management indicates the strategic position of a organisation depends on the environment and its capabilities to adapt also its expectations. The choice of strategy may be in business level or corporate-level; it may be internationally for the development of the organisation by following the strategic direction or methods. Furthermore, need to organise, enable the strategy into action to get competitive advantage. The research and development of the strategy based on the some environment analysis such as SWOT, PESTLE , value chain , Porter’s Five forces mode and etc. By applying these organisations can find the position where it placed and take effective measure to correct modify for developing the situation.

03.SWOT ANALYSIS FOR OOCL

In a study Stacey (2000) stated that “SWOT analysis is the list of an organisation’s strengths and weaknesses indicated by an analysis of its resources and capabilities, plus a list of the opportunities and threats that an analysis of its environment identities. Strategic logic obviously requires that the future pattern of actions to be taken should match strengths with opportunities, ward off threats, and seek to overcome weaknesses.”(P-5). In addition, Strengths (Koch, 2000) can serve as a foundation for building a competitive advantage, and weaknesses may hinder it. By understanding these four aspects of its situation, a firm can better leverage its strengths, correct its weaknesses, capitalize on golden opportunities, and deter potentially devastating threats

Container Shipping is the most complicated globalized industry which has to compete with internal competitors like other container operators also homogenous business like dry bulk or tanker operators. Moreover, it has a big competition with air transportation. Customer always wants to know the good and bad matters of the company before stuffing his cargo. By SWOT analysis of a company we can easily find out the negative and positives of an organisation. So, SWOT analysis is very important for developing company profile by correcting present weaknesses and aware the threats internally, externally and environmentally.

OCCL has huge competition with other operators nationally and internationally and need to manage small shipper or big customer, moreover, fluctuation of international trade create the environment to forecast its all sight. Furthermore, it is a customer focused organisation. SWOT analysis will help to attract the customer for better business also develops the organisation economically and socially.

04.SWOT ANALYSIS
A. STRENGTHS OF OOCL
OOCL is a subsidiary of a global group of company OOIL group, Hong Kong. They can take any organizational or financial help from the group even from the government.
Offering quality services in Asia, Europe, America and Australasia where container service is highly demanded as quick ocean transportation and easy access to shipper or consignee premises.
Quick and speedy service, transit time is less, easy connection, global service & network
Pioneer in IT (Shipping).Very strong in information technology. Vendor services are performing by specialized software “Operationsmart”, “Depotsmart” and “Schedulesmart”. Vendor can easily log on and contract with OOCL from anywhere by using this facilities. Any customer can know his cargo position by this link. All vessels are handling by using information technology.
Has own carriers (Mother and feeder vessels), rail track ( Owned in China and partnership in America & Europe)
Global brand image & identification to trader, importer and exporter.
Trained and skilled employees who’s are really professional & devoted in their jobs.
Market leader in refrigerated container trade and temperature -controlled environment over ocean, rail and load line.
Strong intermodal network in Asia, Europe and America.
“DGsmart” which cares the dangerous goods customer. OOCL provides training for all for handling these types of cargo
B. WEAKNESSES OF OOCL
High competition and market fluctuation. Insignificant market growth of the line. No constant business growth in the industry.
High freight & costs. Peak season surcharge on service routes.
Limited allocation of container in various routes and country
GSA trade in maximum country. No direct trade for maximizing profit and mass customization.
Imbalance of equipment. Huge lease container.
Africa service is not available.
C. OPPORTUNITIES OF OOCL
OOCL can increase the number of vessels and container as world demand is increasing day by day.
Introduction of Africa and South American services and intermodal connection there.
Increase market share in Asian region by direct business.
Introduction of feeder service in south Asia and investment in terminal business.
More investment in port and terminal business.
D. THREATS OF OOCL
World recession which may be incurred huge loss which will impact to the share market and shareholders view to divert from their position or sell the share.
Due to surcharge or extra payment, customer may divert to other operators.
Heavy competition with national and international carrier.
Globalization of the industry. May loose domestic’s cargo.
Limited Feeder Vessel allotment from hub port to spoke port in Asian market
05.BUSINESS STRATEGY

Business strategy is the key component of developing the organisation as reputed organisation of the world. In addition, it will help to establish the operational guidelines by which company can proceed step by step. This good plan may help to reach the target point for achieving the desired outputs. It will help to make plan, revision, control and implementation of the project. In a study Lasserre ( 2007) argued that a company business strategy is a set of fundamental choices which defines its long-term objectives, its value proposition to the market, how it intends to build and sustain a competitive business system and how it organises itself. He added that a business strategy will generally cover the followings for getting the maximum outcomes:-

Ambition. This will help to set a long-term objectives of the company by which it is possible to create a target especially increasing the size of the organization economically, nationally and internationally.
Positioning. It will add the value proposition to customer. Branding the product and service, customer segmentation, preference of customer choices will set a standard of the company and good position on the market.
Investment. Business strategy will help to create the environment of investment for going very near of the customer. Also create a system that is able to deliver value to customers competitively.
Organization. The profound beliefs of the organization will add value to the employee and long-term working facilities will develop a good structure of human resources management. From human resources to the production, everywhere will be a process and will maneuver the organization in a system.

The business strategy of an organisation may be different in different location or region. The company business strategy may be FDI (Foreign Direct Investment), M&A (Merger and acquisition), Diversification, CSR (Corporate Social Responsibility) or Global Strategy or any corporate strategies that will dominate or indicate how the company will bring competitive advantages to do business.

06.DIVERSIFICATION STRATEGY OF OOCL
a)Diversification

Diversification (Johnson et all, 2005) is a strategy that takes the organisation into both new markets and products or services and be undertaken for a variety of reasons, value creating than others. It may gain the economies of scope by organisations existing facilities also corporate managerial capabilities. Keeping the product is the main challenge of diversification. Instead of increasing growth, it sometimes is a burden for the organisation. The growth of the core business of the organisation may create the financial or distribution channel strength to expand the business in related or unrelated function. Sometimes managers or employee motivates the owners to engage in new business. In addition, the good brand value may attract to diversify the product or introduce new product by which company can give additional customer service. Furthermore, offer from government to do business in a new area or product for protecting the national interest towards a strong position of the company also financial stability in a country.

In a research of diversification , Reed and Luffman ( 1986) argued that basic strategic aims can only be decided after deliberate concentration on the company’s present limitation and future needs which helps to survive, growth , use of resources or adapting to customer then diversification is one alternative in several option available to the company. They also added that analysis of market; material supplies, technological development and production process are required before moving to the decision of diversification. Where the opportunity is available but risk to develop, organisation may not diversify from their core business. The assessment to expand the business in various ways can help to take a decision in what way they will look forward towards existing or new customer but offering the qualitative product or service depends on the customer’s desire and availability of channel by which they can promote the product or service. Otherwise, risk will be increased and core business may be hampered by the new one.

Grant (2008) argued that diversification strategy or decisions by the company involves for two issues: attraction of the industry and output by competitive advantages. The economics of scope can be tangibles or intangible resources of the company even organisational capabilities can also be transferred within the diversified company. OOCL had competitive advantages by its diversified products like information systems and terminal business. The group business expanded business in related and unrelated industry for getting the logistics support for its core business ocean shipping. He prescribed that diversification motivates the organisation for growing, reducing risk and making profit to create inconsistency of shareholder view.

OOCL diversified in both concentric and conglomerate to develop their organisation economically also creating brand value. But they highly focused on concentric diversification because shipping is the derived demand and highly globalized business where customer needs all kind of logistics support. Providing the logistics support they made strong information systems from the origin of transport to the final destination which one is the full version of logistics.

The OOIL group diversified in container business by creating the OOCL logistics which helps to add value in their core business ocean shipping. In addition, they involved in port terminal business in Kaoshiung (China) and Long Beach (North America) which form an integral part of international containerised transport business ( OOIL,2010a). The cargo smart is the innovative software of OOCL by which they can keep relation with their clients in 24 hours. Preliminary it is developed for their own organisations but now using by most of the logistics company of the world. It ( CargoSmart,2010) is a Software as a Service (SaaS) global shipping and logistics solutions provider that enables companies to lower transportation management costs, streamline operations, and reduce the risk of late shipments.

For getting the domestics cargo, they established OOCL china domestics limited for getting the domestics cargo which also add value in their business. Due to heavy industrialization in China and having competition with national and international shipping company, OOCL diversified in their product to create a good marketing approach to the local trader. Kaoshiung port terminal is supporting them by giving logistics centre facilities to the shipper and consignee in China. Furthermore, road and rail transportation also help to attract the customer as it is the multimodal facilities for transporting the cargo at carrier’s risk. Enhance, they structured intermodal service in China, Europe and North America

In conglomerate diversification, they established property business in two countries ( China and USA) as OODL which helps to increase the shareholder value and future of the company for any crisis or recovery of their core business.

b) Vertical Integration in OOCL

There is a vertical integration in OOCL diversification as they set a list of product and service in front of their clients. The core business of OOCL is ocean shipping that means selling the vessel space to the customer and providing the facilities of instrument container for caring the cargo. Along with this business they integrated the services by backward and forward integration. The backward facilities are the information facilities by which customer can log on from any place of the world. In addition, Logistics Company like OOCL logistics, intermodal systems also added in backward integration. The forward facilities are port and terminal business which added value to attract the customer for clearing the cargo easily and economically.

C) Performance and Outcomes.

Diversification and performance are correlated in their potential activities but depends on the acceptance of the customer. Grant (2008) believes that diversification has the potential to create value for shareholders where it exploits economics of scope and where transaction costs in the market for resources make it inefficient to exploit these economics of scope through market contracts. The shipping market depends on its cycles from the ship building to scrapping and mid times using facilities. Moreover, it’s perishable service where customization is very important to use its all cycles. As a container service main line operator, it is very difficult to run the business by only its vessel performance but also need connecting facilities to keep the customer. Diversification in OOCl helps to create logistics products or service like Cargo Smart, Intermodal, Port & Terminal and catalyst their core business ocean shipping. The conglomerate diversification of OOCL in property business helped to survive in recession. Due ( Reuters,2010) to global economic downturn and company huge loss in this downturn , OOIL group has sold $2.2 billion in Chinese property to raise cash and focus on its core shipping business.

07. CRITICAL ANALYSIS

The diversification strategy of OOCL is partially failure. Due to economic downturn, group is unable to sustain and sold their unrelated property business OODL. It will be impacted to their core business because shareholder will not be influenced to keep their share. In addition, they had opportunity for developing their business in port terminals but sold two terminals out of four. Port terminals are big access of a shipping company. However, their present terminal is using by their own and grand alliance vessels.

The best option for container shipping in strategic management may be in global strategy because this is the highly globalised industry. They can choose the strategy for increasing their services in all over the world. Some companies are very successful in M&A like MAERSK. They merged with Sealand firstly and finally acquired P&O Nedlloyd which one is the great and highly capitalized acquisition in shipping industry. OOCL has great opportunity to merge with some African or South American container line to diversify their business in these regions. It will bring more customers. In addition, their core competence of HR policy indicated that CSR may be the best strategy to develop the business. The Grand Alliance ( Hapag-lloyd,2009) formed in 1998 is the leading integrated consortium in global container shipping by the leading main line operator in container shipping Hapag-Lloyd (Germany), MISC Berhad (Malaysia), NYK (Japan) and OOCL (Hong Kong). Jointly they are introducing shipping routes and new services day by day to extend the container shipping.

08.CONCLUSION

Lasserre (2007) stated that managers, politicians, journalists and academics are commonly using the concept of globalization along with global industries, competition, or corporation or strategies to globalize or die. Container shipping industry is highly globalised as it is the derived demand of world trade. Moreover, it has to fight with same line industry like dry bulk or tanker shipping. The business rivalry among the main line container operators is very high. In addition, world alliance by some companies that making groups and start consolidated business is the new dimension to minimize the loss or maximizing the profit. Strategic alliance between two or more firms like the grand alliance of OOCL with other operators brought competitive advantages in business. OOCL is the family business organisation and featured the core competency of human resources. SWOT analysis of the organisation and diversification strategy may show the ways to face the global economic downturn and be more strategic in their business.

History of Transportation

History of Transportation

Transportation was, is and will be one of the most important issues of peoples life. It accounts centuries. Definition of transportation can be different, as the reason, it can mean the trip between two places, two villages, for trade, war or maybe just for journey. It can be done using air, water or land. Transports transformed during centuries and today look much different than in nineteenth or at the beginning of twentieth century and much different than it was in early stages.

Transportation is an integral part of history, history itself, in point of fact, has often been determined by movement across the land-movement of armies, of whole peoples in migration and of trade.

In the early stages progress rate in land transportation was very slow. Man from the beginning was characterized by movement from one place to another, searching some food, attacking his neighbors, to find wife in other groups and so on. The main goals of man in early stages were: hunting and abduction. But all of these was often behind the human migration, the stronger conquering the weaker. Man for on his own feet could travel more than three miles per hour. Despite the flexibility of his physical structure, he was compared to other animals, which were stronger, more agile, and swifter, but the human animal had certain advantages, big brain, flexible hand structure, he had to walk upright, freeing his hands for the use of tools. Later man started to evaluate substitutes. Firstly he had dragged all the things he needed, but later the man understood that someone else also could do it by his direction and regulation. The animals: dogs, elephants, donkeys camels became the first, who appeared in the history of transportation.

The earliest vehicle seems to have been the sledge. Very possibly the sledge had its origin in a simple branch drawn behind a man or beast. For thousand years ago the Egyptians used much the same kind of vehicle, but with heavier and stronger runners, to transport immense blocks of stone , some weighing as mush as 800 or 900 tones. So as we see the sledge was very useful, but later however the wheel made its progress. The oldest examples of wheel are found in Mesopotamia and date from the fourth millennium B.C., among the Sumerians, Akkadians, Elamites and Chaldeans. Sumerians were the first people who reach the civilization, so they seem to have been the first who used the full wheel. At the beginning it was three planks of wood , which were pegged together in a rough circle. Soon they strengthened it, using a metal band or tire and finally hollowed out for lightness and equipped with spokes. For a long time the chariots was reserved for the nobility, for trade or by the common people as wagons, but it was later.

Sumerian chariot changed very little over a thousand years , until the introduction of the horse from central Asia. In the seventeenth century B.C. horse-drawn chariot made its appearance. It became the principal weapon of the Assyrians, who eventually subdues most of the civilized world. [1]

The biggest transformations in transport sector started from the construction of roads. Romans constructed a huge road system that made possible to use different types of vehicles and also develop new ones. They had 20 different types of vehicles, from the two-wheeled carpentum, which was very fast and light and had a leather hoot for protection of drivers , to the four-wheel carruca, which could carry whole family.

The first real roads, that were constructed were very short. Babylon under Nebuchadnezzar had its famous Procession street , which was made with large stones over a foundation of asphalt, which led through the city to a substantial bridge across the Euphrates. For facilitating the transportation of heavy blocks of stone the Egyptians built roads, which were short, but very broad.

Times changed and from year to year people started to invent more energetically and interesting things for transportation. Historically horse, pulling a vehicle was very useful for people, but later they started to create different kinds of apparatus, which provided for them more energy to get from one place to another, from time to time. And so we come to the curious mechanical vehicles of the sixteenth and seventeenth centuries and which were operated by land levers.

First everything started with invention of different and small carriages, which was possible to drive without horses.

In 1645 Jean Theson create a small four-wheeled carriage , which was driven without horses for two seated man. Another invention was made by German , Hautsch around 1600, which also was used without horses.

The ancient Chinese had attached some sails for their cart, which helped them along, the elector Johann Friedrich built a vehicle of this type in Europe in 1543. In 1600 Simon Stevin a military engineer, built a famous chariot, it had two masts, a plough-shaped rudder and all kinds of ingenious devices for trimming or lowering the sails with dispatch.

In 1826 an English man , George Pocock launched smaller carriage, which he called ” flying Chariot”, of course without horses, it worked average from 15 to 20 miles an hour. There was also another wind-propelled vehicles , named ” Flying Coach” , which was invented by Non Jose Boscasa and Hacquet’s ” Eolienne” The latter , favored by a southwest wind, actually sailed through the streets of Paris one day in 1834.

The first steam carriage which actually worked and could not go faster than 4 miles per hour was Nicolas Cugnot’s ” fardier” , a large cart. Intended to transport guns or other heavy loads , it was made of stout beams and had three huge , iron-strapped wheels, with power delivered direct to the single wheel in front by two massive cylinders. A big boiler and firebox were suspended over the front wheel, making it even more cumbersome. This frightening monster , which was tested before the Minister Choiseul in 1769, had to stop every 15 minutes to get up more steam and vibrated so much that it finally escaped from its inventor and tore into a wall of the arsenal. Nevertheless, it was the first vehicle in which the thrust of pistons successfully turned a driving wheel; in order words it was really the first automobile .[2]

The ‘ fardier’ can still be seen at the Conservatoire des Arts et Metiers in Paris. On view at the Birmingham Museum is the second forerunner of the automobile, a small steam model built by William Murdock, Watt’s assistant in 1784. With its light wheels and little smokestack at the back it looks frail compared to the heavy ” fardier”. The third pioneer vehicle was Oliver Evans’s steam carriage, which he drove through the streets of Philadelphia toward the end of 1804. It was a huge amphibious boat which had been built to dredge the Schuylkill River. Evans named it the ” Orukter Amphibolos’ or the ” digger which works all ways” because it was equipped with wheels for land travel and paddlewheel for the water. And it actually worked ,lumbering several miles over uneven ground before entering the river, where the paddlewheel took over from the belts which drove the wheels.

In 1891 Richard Trevithick , helped by Andre Vivian, built a steam carriage with the engine in the rear which could carry about a dozen passengers at nine miles an hour. Two years later, before turning to the steam railway, Trevithick actually ran a steam tricycle through the streets of London. In the next 30 years or so quite a number of self -propelled steam carriages were built and operated on the new , hard surfaced roads of England and with considerable success. Outstanding was the steam carriage of Goldsworthy Gurney, which weighed two tones. By 1832 his coach was running on schedule four times daily between Gloucester and Cheltenham. In 396 trips it carried 3 000 passengers without mischance. Around 1834 Walter Hancock was operating several lines, including his Paddington-City of London run. But all these coaches disappeared and the same happened in France – even through Onesiphore Pecqueur in 1828 had invented true modern steering with two wheels, and the differential for a rear-wheel drive.

Later train became very popular among other transports, its success was irresistible, of course because it could go faster with great safety and economy and also could carry more passengers. The railroad interests combines with owners of horse drawn stages , with people who sold horses , with turnpike companies , and farmers who grew oats for fodder -pushed through a series of laws hampering and taxing the road locomotives, forbidding them to travel faster than four miles an hour and finally requiring a man with a red flag to precede each self-propelled vehicle on a public highway. The latter act was not repealed until 1896. thus with the failure of the steam coaches Britain was deprived of any chance for an early lead in the automobile field. Bollees, were father and sons , who brought steam back on the road. Their first machine was the ” Obeissante” a 15- horsepower monster weighing five tones and traveling at 24 miles per hour. It was well received when it was shown in Paris in 1873. Five years later the “Mancelle”, a much smaller machine ,made its importance, it was much more economical. By this time Bollee machines became known throughout the Europe. There was the “Marie-Anne ” , ” Nouvelle” of 1880 , which could do 27 miles per hour , per ” Avant-Courrier ” of the same year and the ” Rapide” of 1881.

Count Albert de Dion, with the mechanic Georges Bouton, worked out a little three-wheeler in 1883 which could be drive by one man. He followed it with others, faster and more economical. But the principal inconveniences remained: the driver had to stock water and coal, light the fire, wait for his car to get up steam and finally he had to abandon all thoughts of traveling faster then 24 miles per hour prescribed by law.

“There is a great need”. Baudry de Saunier wrote, ” to produce almost instantly and with little pressure the quantity of steam needed and to do it with a strictly non-explosive boiler.A» Leon Serpollet, last of the great steam-car inventors , did prissily this , making the Paris to Enghien-less-Bains run in 1888 on a kind tricycle which answered Baudry de Saunier’s equipments. In 1890, with Ernst Archdeacon , he made the Paris-Lyon run in ten days. At Nice in 1902 Serpollet achieved a speed of 75 miles per hour.

An eclectic automobile by Nicolas Raffard appeared in Paris in 1883 . About the same time an English man , Magnus Volk, brought out a similar car, while a carriage builder named Jentaud produced one with a seven horse-power engine that could make 15 miles an hour. Later on , a racing car by Jenataud achieved a world record- 56 miles per hour. This was finally capped by Camille Jenatzy’s electric “Jamais Contente”, which did 65 miles per hour. At the end of nineteenth century, when the gasoline automobile was still young, it seemed for a time as if the electric car might be the automobile of the future. Many were built -silent, powerful, and comfortable and were a common sight up into the 1920s, especially in the cities. But electric traction had a serious defect: the batteries often weighed a ton, and the driver had to stop frequently to recharge them. [3]

It is difficult to say, who was the inventor of the first engine . Philippe Lebon in 1800 planned to explode a medley of air and lighting gas in a cylinder to move a piston.. Other inventors used gases and hydrocarbons as fuel and experimented mostly in design. Combustion engine first became commercially successful in middle of nineteenth century with small gas engines,, whose inventor was French, Joseph Etienne Lenoir. The next was to compress the mixture before exploding it , an idea which was worked out in terms of the conventional engine by Beau de Rochas, in 1862 . The idea was taken up in 1867 by Nikolaus Otto, he produced engine two times, as economical one and as fast as Lenoir’s. His four-cycle ” Otto Silent” of 1876 led directly to the modern automobile engine.

Daimler, hitting upon gasoline as a fuel, produced a lightweight engine which he tested on a bicycle in 1885 , thus unwittingly inventing the motorcycle. His first automobile was a four-wheeler. Benz’s was a simple three-wheeler , but it had some features, that anticipated the modern automobile., a rudimentary water-cooling radiator, differential gear and electrical instead of flame ignition. Its engine was a four-cycle. Like the Daimler , its speed was around 10 miles per hour. .

Daimler sold his patent to Rene Panhard and the engineer Emile Levassor, who wanted to introduce the automobile to France. The first test was in 1890 and 1891 . The objective was to go from Porte d’Ivry to the Viaduct of Auteuil and back without engine trouble, an objective that was soon achieved. After this the firm of Ponhard-Levassor received its first order and soon was sharing it with Armand Peugeot who also used the patent of Daimler.

In 1894 by Pierre Giffard of the Petit Journal organized the first great race between Paris and Rouen-77 miles, the competition was between all types of automobiles: whether steam, electric, or gasoline. The winner was Count Albert de Dion, who averaged 13 miles per hour in the little steam car. In 1895 a second race was organized ,much longer and more difficult, fro Paris to Bordeaux and return, a distance of 744 miles. Steam was represented by one of count de Dion’s cars, two Serpollets, and Bollee’s ” Mancelle”, gasoline by a Panhard Levassor and three Peugeots and electricity by Jeantaud . From the 21 vehicles, which participated, Panhard Levassor was who won, completing the course in less than half of 100 hours anticipated by the organizers. The superiority of gasoline over steam and electricity was proved beyond a doubt. The race proved also that an automobile, like a bicycle could and should ride upon air. Michelin Brothers had been proved a success -even through they had to be changed by the drivers every 93 miles.

The next round was infernal and murderous, right up to the Indianapolis race of today , the ” 24? hors of the Le Mans , of Monte Carlo, of other places. There was the Tour de France, from Paris to Berlin, the Paris-Vienna , the Gordon Bennett Cup and the bloody Paris- Madrid race of 1903, in which was killed Marcel Renault. During the Competition the roads between cities were turned into mad circuses filled with surging crowds. Out of the noise was born Germany’s Taunus meet, Italy’s Monza, Englands Brooklands and in the United States , the Atlantic City. From year to year the automobiles improved. Then there were rallies and competitions, which sent the automobiles in different sides of the world.

The United States , saw its first successful gasoline automobile in 1893-that of Charles and Frank Duryea. It was a small, four-horsepower phaeton with little engine. American Automobile industry comes form 1896, when the Duryea Motor Wagon Company produced 14 cars. The First Packard introduced in 1899. But the real contribution of United States was in mass production and the start player , her was Henry Ford, who is famous for all of us.

Henry Ford first started with stem, but later he left the idea. He put together his first successful “gasoline buggy “in 1896, then series of cars “999”, the “Arrow” and others and could not decide , which one of them was better. The answer on this question, later was received in Europe , first by Citroen and then by others. The immediate result was the Model T Ford. In 1909 Henry Ford had written that that the automobile of the future must be superior to the present car to beget confidence in the man of limited means , and sufficiently lower in price to insure sales for an enormously increased output. He said: ” the car of the future must be a car for people…the market for a lower-priced car is unlimited.” [4]And latter, every one saw ,that he was really write, because the number of sold cars sharply increased. Between 1908 and 1928 there were sold more than 15 million Model T Fords. During 1925 , only in one day alone, more than 9000 were built.[5] Later the competitors and successors followed the example of Henry Ford, because it was really good idea, who else could imagine and do it.

The First design of carriage in Italy , which could run without horses , was done by famous artist Leonardo da Vinci, if we look back. But Father Barsanti and Professor Mattenci were, who together took out a patent for a gas engine in 1854. In 1894 Colonel Bordino produced a small automobile. But the real beginning was in 1895 , the year the celebrated Agnelli created the no less celebrated ” Fiat ” in Turin. A Fiat in 1907 won a magnificent triple victory: the Traga Florio, the Sarthe circuit and the Emperor’s Cup. The road had been prepared for the elegant automobile, for automobiles, which are named as Lancia, Ferrari, Maserati and Alfa-Romeo.

Now the automobile has everything it needed, things such as four-cylinder engine, wheels of the same size all around, electric lighting, an electrical self-starter , and for all of that we have to be thankful for American inventor Charles Kettering, who invented this automobile in 1911. [6]

Looking at all these historical points we saw that the transportation was important not only in nineteenth century and today, but it comes from much earlier period, people used transportation for different reasons .During many years transportation transformed and the period from the nineteenth century to the present was the period of amazing changes and progresses in automobile industry. Transportation started by foots with man from early stages and today continues with luxury automobiles. In past we saw that the automobile was very luxury and very expensive pleasure for people, but today it is very necessary thing, which has almost all families and use them for different necessity , but as it was as in past , today automobile industry also feels and faces many different problems . What will be tomorrow nobody knows, how transportation and automobile industry can transform, maybe we can dream about something more, about something unbelievable in this sector.

Meaning ofCommon Transport
Policy

Since the entry into force of the Treaty of Rome in 1958, the transport industry ,faithful servant that it is ,has undergone significant change in order to adopt to the growth and needs of international trade. [7]

The Treaty of Rome provides the legal basis for the creation of a common transport policy . Next to agriculture and commercial policy the Common Transport Policy is one of the three common policies specially mentioned n Article 3 of the Treaty as one of the activities the Community must pursue in order to “establish a common market and progressively to and progressively approximate the economic policies of the Member StatesA». Irrespective of the Treaty provisions, transport policy left under the control of the Member States . The Member States pursue different transport policies and proceed from different bases for State intervention. [8]

Common policy means reformulating the policies of Member States to form a single Community policy: a process of integration culminating is supranational transport policy. [9] The main aim of the policy is to shun the difference between Member States.

Transport industry has few differences from other industrial sectors. When we are talking about economic fields:

Transport is used as an instrument of State economic policy. Transport is a major industry by such criteria , that ii is measured : employment , investment and etc. [10]In transport sectors are employed high percentage of workers . Transport sector of EU-15 employed 6.2 million people, and that increased to 7.4 million after enlargement of 2004.[11]
Transport industry is important activity to other industrial sectors and its levels of rates are crucial to the State’s economy. In a market promoting specialized production, the consumer and the producer , both depend on transport , to meet their each others needs. The independent carrier, occupies a central position in the market as a whole: this his policies, unless regulated, can hinder international trade by discriminating as to charges between producers or also between consumers.
Some regulations are important for modes which are covered but Transport , such as road rail, inland, waterway, sea and air, because most of them are competing with each other and sometimes conflicts are irreversible.
Transport is an industry with public service obligations, where governments often intervene by obliging some services and also by controlling the tariffs. Railways are used an instrument of economic policy, where public financing of the infrastructure is very common. In case of roads, the building of roads often depends on the State, but once the roads are built and open to traffic many different types of users take advantage of their existence.
Transport industry is characterized by undertakings of dissimilar structure, which provides interchangeable services. Inelasticity in the supply of transport owing of the “perishability “of its services makes full freedom of competition impracticable.
Transport sector is subject to many international agreements, whose some of the Member states are parties and have to fulfill international obligations.
In area of inland waterways, the Commission has incomplete competence because of relationships with third countries. The Rhine regime, which is established by the Mannheim Convention in 1868 , with Central Commission implementing its provisions, cannot be ignored. The Central Commission, within the EC territory governs the most important single constituent in inland transport. The area of air and maritime transport are governed by many international treaties.

All this factors which are mentioned above made difficulties for the Union to develop such as policies, which will spirit the integration of transport services and satisfy the needs of the single European market. [12]

The most important changes in European Transport industry started from 1970s, when increased the usage of road transport. This gross was really dramatic and it effected the railway transport. During the 1970s the rail’s share of the passenger market has fallen from 10.2 % to 6.3 %.[13]

European railway increased investment on developing fundamental new techniques and infrastructures, such as high speed trains: TGV, Eurostar and etc., for competition with other transport’s modes. Also was mentioned the high increase in air transport for long-haul journeys and maritime transport has been relegated to the short-haul ferry market. [14]

In the European Union transport sector is very important issue, it provides 4% of the GDP. Also as we already mentioned above, it provides employment for EU citizens. In 1991, employees in the transport sector constituted between 4 % and 5% of waged labor. It amounted to 5.6 million people, 2, 509000 of them were employed in road transport, 897000 in rail transport , 24 000 in inland waterway transport , 217000 in maritime and 349000 in air and 1569000[15] in other sector which are related to transport industry.

Transport sector is the growth industry in European Union. The demand In industry is generally proportionate to Gross Domestic Product. Taking the average annual economic growth in the European Union since 1970 as 2.6 %, the growth in goods transport services has been 2.3 % and passenger transport services 3.1%.

Transport is the link which brings together people and products from all European regions, above all the remoter regions.

Transport in European Union was and is characterized by a great measure of government invention and a confused network of bilateral and multilateral inter-state agreements in which the Member States used to and still participate. [16]

When we speak about Common Transport Policy it is important to distinguish three phases of this policy. First phase of the transport policy started after the entry into force of Treaty of Rime and continued till 1973-1974. During this phase , the European Community , was concentrated on creation of common market fro transport by road, inland waterways, rail and opening the national market between all Member States for competition. This idea was formulated in 1961 Memorandum by Commission and in 1962 Action Programme. [17]

First phase of Common transport policy involved discussions between Member States and Commission, because the provisions giver by the Treaty were not concreted to what it should contain.

At the end of the second phase, from 1973 , the accession of Denmark, Ireland and the United Kingdom to the European Community introduced more liberal and less land-centred views into inactive transport policy [18] At the end of 1973, The development of Common Transport Policy was determined again by the Commission and The Council .

In 1974 in maritime and air transport sector two important events took place for development of Common Transport Policy : the Court gave judgment in the French Seamen case and under the auspices of the United Nations, the United Nations Conference on Trade and Development Code of Conduct for Liner Conference was adopted. [19]

Third phase started from 1983, when the various proposals for structured development of the Common Transport Policy , in several memoranda concerning the inland ( 1983), air (1984) and maritime ( 1985) sectors.[20]

Speaking about Transport policy it is important to mention the main factors, which influence , such as: geography, technology, wealth.

The oldest influence probably lies in the physical features of European geographical environment, which can encourage or discourage travel. It is relatively easy to travel up and down a river valley such as the Rhine and Danube , much harder to cross major physical barriers such as the Alps or the Pyrenees other then by air. Most traffic crossing the English Channel or the Baltic has to go by the sea, though there is now a Channel Tunnel Between England and France, opened in 1994 and the Oresund bridge between Denmark and Sweden, opened in 2000. There are four rail tunnels through the Alps and seven road crossings, but some of these are open in summer only, and the two road tunnels between France and Italy, opened in 1965 and 1980, are single-bore with just one line of traffic in each direction. Heavy-goods traffic is heavily dependent on these two narrow tunnels, another under the Gotthard Pass in Switzerland and the one major four-lane highway which crosses the Brenner Pass at 1, 372 meters. The only significant rail and road crossings of the Pyrenees follow the Atlantic and Mediterranean coasts. Since these mountain chance and sea crossing generally coincide with national frontiers, which indeed they have often determined, they also contribute to keeping national transport policies separate. [21]Sometimes the national frontiers doesn’t coincide the physical barriers.

People always thought about travel and trading goods in places ,where they can use their own language , were their rights are respected and they have easier access to the education and medical system. It is very interesting in this case to mention the situation in German after the Second World War .When Germany was divided into two parts its system of roads and railways , built to facilitate military and civilian communications on East and West axis, had to be reconfigured to strengthen North-South communications on either side of the Iron Curtain.[22]

After the reunification European Union is reducing the importance of national frontiers, for example with the creation of single currency of Europe-Euro, but for some people it is difficult to cross the borders and go to study or work , for few of the it is unbelievable to cross national borders, even where are no the physical barriers , who can avoid them. Even with the single European market, the volume of international trade in 1994 was only about 7% of the tonnage mowed within national frontiers.[23]

Second important influencing on transport policy is technology. As we already mentioned, when we discussed the history of transportation , transport sector developed many times, during many years, first the feet presented the main transport for people, then transports developed by wheel , sail ant etc and over the past 250 years the steam engine, internal combustion engine, the jet engine , and electric traction have each facilitated a step-change in technology [24] the main objective of such as technological revolutions are to make transportation more comfortable, easier, cheaper and safer.

The third factor which has the major influence on transport policy is wealth. There is very strong correlation between economic performance as measured by gross domestic product and the growth of goods and passenger transport. It seems that the more we earn , the more we spend on travel and on the consumption of goods which themselves have to be transported over long distances to reach our homes .And there is no sign as yet that these trends will not continue to generate a steadily increasing demand for transport. In 2001 Transport White Paper, the commission estimated that GDP growth of 43% between 1998 and 2010 will generate increases in the movement of passengers and goods of 24% and 38% receptivity. [25]

Transport policy as we already mentioned above is very important issue for European Union , because it is important policy for economic sector of the Union, for Environment, for Labor Market and also for competition. And European Union always tries to implement different strategies to improve and reconstructure this policy for the weal-being of the citizens.

Modes of Transport

Transport sector covers different modes such as: road transport, railway, waterway and air transport.

Development of all these modes is different by times and by structures. In this part we will discuss recent developments in European different modes of transport sector.

Personal mobility has more then doubled from 17km a day in 1970 to 38km in the late 1990s.Road transport is Europe’s dominant transport mode and its dominance continues to grow. Private car ownership in the EU -15 increased from 232 per thousand in 1975 to 469per thousand in 2000 and continues to grow .[26] Road transport at the end of 1990s represented 44% of the goods transport market compared with 44% for short sea shipping, 8% for rail and 4% for inland waterways. In passenger transport it represented 79% of the market, 5 % of air and also 6% of railways.

Development of road transport is very important and interesting case , because during last years the volume of road freight grew by 3.5% a year and 7% in the case of cross-border freight. The roads now take about 75% of freight traffic within the EU , compared with less than 50% in 1970. As regards road transport, the key mode is the private car and growth in car use. During last 30 years the number of cars tripled, at an increase of 3 million cars each year. For 1975 there were 232 cars per 1000 people and now there are 444 cars per 1000 persons.[27]

For promotion of more safety transport , European Union introduced some legislations on the driver qualifications, inspection of cars

Transportation of Hazardous Material Strategies

When it comes to the transportation of hazardous material by plane normal procedures of safety do not apply. There are very specific sets of rules and regulations that must be adhered to in order to be licensed to transport by an airliner any material that is classified as hazardous. Why do we need regulations? After all, aren’t regulations always a source of headache for most ethically ran properly maintained businesses? One would like to believe this, however, as planes come crashing down investigations can often times reveal negligence in the handling and transport of materials that cause cataclysmic devastation. In this paper we will explore what is classified as a hazardous material and then we will slide right into who regulates transportation and how transportation of these materials is regulated.

What is classified as a hazardous material? Any material that can be labeled radioactive, allergenic, poisonous, a biohazard, corrosive, toxic, asphyxiating (lack of oxygen to the brain), explosive, oxidizing, flammable, pathogenic (dangerous living organism usually a virus), or magnetic can be classified as a hazardous material and requires a highly trained professional to handle and transport for the safety of all those in close proximity to the material. Wait? Did I say magnetic? Yes. Magnetism inside an aircraft other than normal currents can adversely influence an aircrafts sensitive computer systems, gauges, and mechanical systems. This could cause the plane to fly in circles or, worst case scenario, cause a serious malfunction that would ultimately conclude with a fiery ball of flames and the demise of the flight crew and, quite possibly, other fatalities and casualties. Many materials fall into more than one of these categories. Poisonous and asphyxiation for example could be listed on a material that poisons the body and as a result asphyxiates the poor soul. But who has the authority to classify materials as such listed here?

The Department of Transportation was established by an act of Congress on October 15, 1966. It began operations on April 1, 1967. It is the purpose of the DOT to guarantee “a fast, safe, efficient, accessible and convenient transportation system that meets our vital interests and enhances the quality of life of the American people, today and into the future (DOT 1966).”A Inside the borders of the USA it is the DOT who regulate and enforce all laws that govern transportation in even its simplest form, walking. In respect to air transport of hazardous material they have a strict set of guidelines that must be adhered to that ensures they meet their motto. In later paragraphs in this essay we will examine a few of those guidelines. The Department of Transportation mandates that all employees who handle hazardous material will be required to participate in a training class that will entitle them at the end to receive a license to handle hazardous material. Outside the borders of the USA each country has its own department that regulates transport but each country has to adhere to the guidelines of both International Civil Aviation Organization (ICAO) and International Air Transport Association (IATA). If a country utilizes air transportation to deliver any hazardous chemical or material to another country then it has to abide by a strict set of guidelines set forth by ICAO and IATA. However, if an American business wants to move materials considered hazardous as described above then it will adhere to the guidelines of the DOT.

As stated by DOT 49 “Sec. 175.79 Orientation of cargo. (a) A package containing hazardous materials marked “THIS SIDE UP” or “THIS END UP”, or with arrows to indicate the proper orientation of the package, must be stored and loaded aboard an aircraft in accordance with such markings. (b) A package containing liquid hazardous materials not marked as indicated in paragraph (a) of this section, must be stored and loaded with closures up (other than side closures in addition to top closures).” This means that if a box or container arrow pointing in any direction – up, down left or right – the container must be stood up or laid down according to the arrows. This is called material orientation. If the box says this end up then that end must be at the top. If a box is laid on its side when it should be standing up as indicated by the arrows and a hazardous material is contained inside the consequences of this error could be devastating. An example of a devastating consequence can be identified by the wreck of cargo jet shortly after taking off, killing three crew members and disintegrating the aircraft. The accident was due in part by a leaking container in the aft cargo hold. Zimbabwe is not governed by the Dept of Transportation so their rules and regulations for cargo transportation are slightly different from the United States. Apparently, a chemical leaked onto some of the important electrical wiring and sent the plane hurtling into the ground due to electrical failure. The rules and regulations set forth by the Dept of Transportation are designed to keep pilots, co-pilots, all personnel, whether they are on land or in the air, and innocent civilians safe from tragedies such as this. In the United States it is estimated that one cargo plane carrying a hazardous material will either be forced to land or will crash due to deviation from the rules and regulations set forth by the Dept of Transportation. Material orientation is easy compared to securing hazardous material.

Looking at a container and identifying its orientation is the easy part. When securing hazardous material it must be secured properly as to make no forward, backward, or sideways movements. If the hazardous material moves even in an inch it is no longer in compliance with is Title 49 Section 175.81 which states, “packages containing hazardous material must be secured in an aircraft in a manner that will prevent any movement in flight which would result in damage two or change in the orientation of the packages.” If a transportation agency is found to be in noncompliance the Dept of Transportation can fine the agency or can temporarily suspend or permanently revoke the agency’s license to haul hazardous material. If the noncompliance resulted in damage to hazardous material containers the hazardous material will be thoroughly inspected for damage and or leaks after being unloaded from the aircraft.

According to Title 49 Section 175.90 part B in the case of a package which is leaking the employee must ensure that the remaining packages in the delivery do not have leaks or contamination. According to part C of the same title the package identified as being damaged or contaminated will not be placed aboard an aircraft for further transport. Hypothetically, you are carrying a material that has a label saying, “dangerous when wet,” and the plane is also carrying barrels of water to the same destination you do not want the material marked “dangerous when wet” to come into contact with the barrels of water. Most likely, they plane will not be carrying both materials as a precaution however not all countries abide by American regulations and common sense. When the pilot performs an inspection of his cargo and finds a damaged container he will immediately remove the container according to regulations for the removal of hazardous material and he will ensure the rest of the shipment is unharmed. He will not risk the safety of his passengers and personnel by placing the damaged container back on board the aircraft. If the Dept of Transportation receives evidence that he has done so the pilot will have his license revoked and his wings stripped. He may even be slapped with a fine as determined by the offense. The rules and regulations set forth by the Dept of Transportation for the transportation of hazardous material are designed with safety in mind.

Many organizations believe that these rules and regulations are way too restrictive. Even so, many companies may actually lose money while trying to adhere to these rules and regulations. The necessity of rules and regulations such as these were designed to protect society from plane wrecks, explosions, system disorientation, birth defects caused by radiation, fatalities and casualties, chemical spills, radiation poisoning, poisonous gas plants causing asphyxiation, etc. The Dept of Transportation is not sympathetic to a company losing money trying to adhere to these regulations. The Dept of Transportation is a committee designed to protect society from the mission Giddings of bad business in transportation. It is their sole duty to uphold safety, efficiency, speed, reliability, convenience, and accessibility of all transportation. Any organization found to be in noncompliance with the rules and regulations of the Dept of Transportation can be fined or terminated by the department for noncompliance. There are many rules and regulations set forth by the Dept of Transportation for the transportation of hazardous materials that I have not covered but these are the basics. It is, in the United States, the Dept of Transportation and regulates all transportation. Internationally, it is ICAO and IATA.

Good Driving Habits

Introduction:

The paper is aimed at forming a backing about the good habits of a driver. It explains the combination of driving practices and actions of which a driver is conscious of, for forming good driving habits. People have always a difference of opinion on what is good or bad. This applies at the driving habits too, perception about good and bad of a driver and his habits may differ, yet a common approach is generally under study in the following report. The report includes the background of the topic, explaining its virtues and driving habits in detail. It will then include the concluding comments and recommendations based on the discussed topic.

The topic is important as driving is the serious matter and people need to develop proper skills of driving before they turn their vehicles on the road. Proper driving skills are mandatory in case of saving oneself and others from the minor to major road accidents. Thus, a driver needs to follow the rules and regulations to keep him, and others save from any kind of injury and trouble.

Background

Good driving abilities, like all other aptitudes and skills, can fade or weaken without practice. Therefore there are specific propensities that can make the whole process much smoother over the long haul. Taking after certain driving consideration instructions may very well improve a driver and enhance his security on the open street.

Numerous drivers fall into the propensity for doing whatever feels most good concerning controlling. Some like to control their autos with single hand, while others want to place both hands at the “steering” wheel. It’s amazingly vital to have both active; the hands on “steering”, and in the best possible position, at all times so as to get ready for a minute ago moves. (Molla, 2015)

Vehicles experience a gigantic measure of troubles with starting and breaks consistently, so it’s no big surprise that mechanical issues can now and then leave the woodwork. It’s generally a decent propensity to tap the brakes much sooner than the ceasing point as opposed to hammering on the brakes finally, which can deliver a great deal of superfluous wear and tear. Falling into these great propensities can make driving more secure, more pleasant and less upsetting. (Good driving habits. (n.d.), 2015)

For developing safe driving habits and being a good driver, one needs to follow the below points;

Learn Defensive Driving
Watch out for other awful drivers
Stay away from in auto diversions
Don’t drive when tired
Utilize your turn signals
Keep a separation between the autos before you and yourself.
Lessen your rate of speed when passing close street perils or in terrible climate.
Keep your auto tuned up and kept up.
Check your blind sides.
Verify your safety features. (Top 10 Habits of Safe Drivers | Alternative, 2014)
Driving issues related to UAE:

The most recent measurements reported by traffic control administration in UAE, has claimed a noteworthy change in movement security in the course of recent years. As per the reports, it is noted that because of this noteworthy decrease, fatalities created by run-over mishaps dropped by 54%, auto collisions by 40%, fatalities brought about by car crashes by 35%, and genuine wounds diminished by half. Likewise, movement related fatalities diminished by 59% every 100,000 occupants, notwithstanding the expanded number of enlisted vehicles by 12% over the period.

There is a consistent change in the levels of activity security as indicated by the directorate’s constant and thorough endeavors in executing the complete arrangement, which was produced and sanction in 2010.

As a main driving concerning activity, awareness messages are telecasted through different radio stations over the UAE in three separate dialects (Arabic, English and Urdu). The “Awareness messages” will be conveyed by students of both genders (male and female) around 11-14 years of age and were prerecorded at “Security Media Department” radio. In conclusion, the activity goes for upgrading and advancing the movement security society among folks and additionally the different fragments of street clients. (SOCIAL DEVELOPMENT – TRAFFIC AND LICENSING, 2015)

Issues and Problem:

Speeding is a major issue in the UAE, and especially so in Dubai. The city’s transient populace and a regularly changing gathering of drivers mean the way of life of Dubai driving is deficient with regards to development.

Dubai has a general more youthful driver demographic than numerous different nations, and more youthful individuals are clearly less experienced than more seasoned individuals, and mentally more obligated to make misguided thinking calls while driving. The UAE has a much higher extent of new drivers over a wide age range, and the probability of new drivers having a mischance amid their initial year and a half of driving is high,’ he clarifies.

At that point there are the issues under focus:

A few drivers don’t understand motoring is a genuine hobby that obliges 100 percent fixation.
Decreased “visibility” because of tints, shades, roller-screen blinds and a mixture of different dangers is an alternate reason for concern.
A few drivers can barely see out of their vehicles in sunlight, not to mention nightfall or night.

Nobody less than 25 years old ought to be permitted in the driver’s seat of such an effective vehicle, and particularly not without extra preparing to handle a high-fueled auto. A few merchants offer supplementary preparing to drive execution autos securely, however in this district individuals don’t take up the offer of such offer assistance. (AroundTown, 2015)

Comments:
What are general precautions and measures taken by the UAE government to take control on youth behavior?
What has caused to decrease the rate of accidents and roadside mishaps in the region?
Why is there a need for broadcasting the awareness message and to what extent the message has been made viral so that it influences the people?
What will lead to the future of driving?

My research at college will help answering these questions by providing a brief note on the overall statistics about UAE policing of traffic control. Speeding is becoming a major concern among youth who likes to drive fast as an adventure. My study highlights the dangers and threats along with the precautions to drive safe.

Bibliography

Top 10 Habits of Safe Drivers | Alternative. (2014, July 11). Retrieved Feb 25, 2015, from http://beforeitsnews.com/alternative/2012/07/top-10-habits-of-safe-drivers-2373393.html

Good driving habits. (n.d.). (2015). Retrieved Feb 25, 2015, from https://www.keys2drive.com.au/learning/driving_skills__tips/forming_good_driving_habits/a_list_of_good_driving_habits.aspx

SOCIAL DEVELOPMENT – TRAFFIC AND LICENSING. (2015, Mar 3). Retrieved Mar 15, 2015, from UAE- Interact: http://www.uaeinteract.com/german/news/?ID=295

AroundTown. (2015). What causes accidents on Dubai’s roads. Retrieved Mar 15, 2015, from http://www.timeoutdubai.com/aroundtown/features/45764-what-causes-accidents-on-dubais-roads

Molla, T. (. (2015). Better Driving Habits Help Family Finances and the Environment. Retrieved Feb 25, 2015, from http://www.ase.com/News-Events/Publications/Glove-Box-Tips/Better-Driving-Habits-Help-Family-Finances-and-the.aspx

Development of Translation Studies and Approaches

Introduction

The present monograph is an attempt to demonstrate the fact that Translation Studies is not a mere branch of linguistics but an extensive discipline with many branches and very significant results. In the next pages, there will be four main parts: the first part will focus on the development of translation studies from writings on translation to translation studies as an academic discipline. The second part will deal mainly with the Islamic culture and its principles, and will try to give an answer to the question “Is the Islamic culture translatable?” The third part will be an introduction to the different types of culture and will show their different levels of untranslatability. The same part will also focus on the translator’s skills introducing them as major factors leading to a better target text. As a final step, the fourth and last part will link translation to the Islamic culture, in an attempt to highlight the untranslatability of the Islamic culture in the Qur’anic discourse, especially the material side of it, and also to state the comments of Muslim scholars on the translations of the holy Qur’an.

Translation is a process based on the theory that it is possible to abstract the meaning of a text from its forms and reproduce that meaning with the very different forms of a second language.

“Translation, then, consists of studying the lexicon, grammatical structure, communication situation, and cultural context of the source language text, analyzing it in order to determine its meaning, and then reconstructing this same meaning using the lexicon and grammatical structure which are appropriate in the receptor language and its cultural context.” (Larson l998, p. 3)

In practice, there is considerable variation in the types of translations produced by translators. Some translators work only in two languages and are competent in both, while others work from their first language to their second language, and still others from their second language to their first language. Depending on these matters of language proficiency, the procedures used will vary from project to project.

On the development of translation studies

“I see translation as an attempt to produce a text so transparent that it does not seem to be translated. A good translation is like a pane of glass, you only notice that it’s there when there are little imperfections- scratches, bubbles. Ideally, there shouldn’t be any. It should never call attention to itself.”

Introduction

First, it has to be clearly asserted that there exist many traditions concerning the first writings on translation, and as it is impossible to mention all of them, the focus will be about Europe and the Arab world. This chapter deals with the emergence of the earliest writings on translation and also the birth of the new discipline “translation studies” in the last few decades.

Writings on Translation Europe

Among the first writings on translation were Cicero’s[1] Libellus de optimo genere oratorun, Horace’s[2] Ars poetica of circa and the translation of the Bible as a practical side. For this reason, Europeans believe that translation started with the Romans and the Greeks, but it is very important to bear in mind that translation might have started so long before. And there are proofs for that in many parts of the world. Hung and Pollard (1998:366) claim that there were government officials with responsibility for translation in China 9th century BC. But Cicero and Horace gave much importance to the problems of translation, produced different theories and highly influenced the next generation of translators. “It is they who initiated the distinction between ‘word to word’ and ‘sense for sense’ translation, which retains its significance till now”[3]. It is a fact today that India, china, Iraq and Spain have in many ways shaped the European culture. In the ninth and tenth century in Baghdad the scientific and philosophical works of ancient Greece were translated into Arabic, with the emergence of the famous library called “beitu al hikma” established by the Abbasside khalifa “Al Ma’moon”. Those translated into Arabic books which transmit the Greek Culture, including religions, mythology and philosophy, spread to Europe through Spain which was at that time under Muslim governance. Later on, with the school of Toledo, translations were made from Arabic to Latin and helped in the European Renaissance.

Another important tradition that was influential in Europe is Bible translation. It is believed that with the translation of Bible started the first thoughts about translation theory. It was very important, for Bible translators, at that time, to respect the sacred scripts, and at the same time to guarantee that the target text would be understandable after translation. The first translator to complete the translation of the Bible into English is John Wycliffite who believed that everyone in the world should have access to the word of God in one’s language. After that came the translation made by forty-seven scholars and translators, eight years after the accession of King James to the English throne[4], which is the principle version adopted in many Christian countries.

The “modern period” of Bible translation started by the revisions of the Bible, and new translations have been made. Nida (1998:27-28) says that Bible translators (in the modern period) often work in teams of three to five full time translators.

One notices that Bible translators in the modern period made great efforts to make the target text as clear and understandable as possible, without neglecting the addition of the necessary background information using the footnote system and other techniques in order to respect the original text.

The Arab World

The early translations in the Arab world date back to the period of Syrians. They translated into Arabic a large heritage. Syrians were highly influenced by the Greek translations. Syrian’s translations were more literal and faithful to the original claims Ayad (1993:168, qtd by Addidaoui, 2000)[5]. According to Addidaoui, Jarjas was one of the best Syrian translators; his famous Syrian translation of Aristotle’s book In The World was very faithful and close to the original.

In addition to that, the coming of Islam was very significant to the development of translation in the Arab world; Prophet Mohammed peace be upon him tried to spread Islam through different means. One of those means was communication; he communicated with Jews, Romans and others, and that is what pushed him to encourage the learning of others’ languages and to look for translators to help in communication. At that period of time, Prophet Mohammed exchanged letters with kings of Persia, Syria, Jews and Rome, and Zaid Ibn Tabet was the Prophet’s translator.

The history of translation in the Arab world highlighted also the name of Al Jahid; one of the important theorists in translation. The theories of Al Jahid are still used today by many professional Arab translators. Al Jahid (1969:75) says: “the translator should know the structure of the speech, habits of the people and their ways of understanding each other.”[6] In addition to the structure and the habits, Al Jahid talked also about the significance of re-translating and put a wide range of theories in his two books Al-Hayawan (1969) and Al-Bayan WA Attabyyin (1968).

In short, the history of translation in the Arab world knew many changes, and became very rich in theories. New theorists appeared in each era with new perceptions and new ways of analyzing. Translation in the Arab world, today, started to develop, and new fields of research in translation appear each year, especially with the efforts of the Arabic Academia in Translation studies.

Translation Studies: An academic Discipline

“Translation studies” is an academic discipline which concerns itself with the study of translation[7]; the term today is understood to refer to the study of the academic discipline at large, including non literary translation, interpretation, pedagogy and other issues.

As an academic discipline, ‘translation studies’ is just a few decades old. Starting from 1950, scholars and experts were interested in forming coherent theories and conducting research on translation, but it is also true that not so much had been done within the framework of this new discipline, and there are still issues to be analyzed and discussed. That is because scholars went deeply in relating “translation studies” to other disciplines such as psychology, anthropology and, very recently, cultural studies.

One has now to acknowledge the fact that translation studies as a discipline found its place among other academic disciplines and has become independent.

Thanks to the Dutch scholar James S. Holmes, translation studies is defined as a discipline being concerned with “the complex problems clustered round the phenomenon of translating and translations” (Holmes 1988b/2000: 173)

Mona baker, in 1997, stated that the new discipline is very rich and it brings together scholars from a variety of more traditional disciplines.[8]

The Islamic culture

“If everybody is looking for it, then nobody is finding it. If we were cultured, we would not be conscious of lacking culture. We would regard it as something natural and would not make so much fuss about it. And if we knew the real value of this word we would be cultured enough not to give it so much importance.”

Introduction

In the present chapter, several points are to be accentuated. First, the notion of culture; what is meant by the word ‘culture’ from different points of view. Second, I will try to relate culture to Islam; I will define the Islamic culture and discuss its levels and I will mention some principles of the Islamic culture and hopefully clarify them. The last point to be dealt with is the translatability of the Islamic culture; to what extent is the Islamic culture translatable?

The notion of culture

Culture is the customs, ideas, civilization, etc. of a particular society or a group of people[9]. It is a set of ideas, beliefs and ways of behaving of an organization or a group of people[10].

The notion of culture is quite very hard to define. The two meanings stated above are the most widespread; they define culture as “a summary of human gaining in its interaction with its physical and social environment and religious sources”[11].

It is extremely necessary to keep in mind that there are some dominant cultures, may be for the reason that they are powerful, and as a result influential.

Translation, involving the transposition of thoughts expressed in one language by one social group into the appropriate expression of another group, entails a process of cultural de-coding, re-coding and en-coding. As cultures are increasingly brought into greater contact with one another, multicultural considerations are brought to bear to an ever-increasing degree. One is not just dealing with words written in a certain time, space and sociopolitical situation; most importantly it is the “cultural” aspect of the text that should be taken into account. The process of transfer, i.e., re-coding across cultures, should consequently allocate corresponding attributes vis-a-vis the target culture to ensure credibility in the eyes of the target reader.

Indeed, correct translation is not word for word substitution from one language into another, but it requires some understanding of the way people live and think. The meaning of a word in a language is derived from its culture and represents the main connection between language and culture.

Religion and culture

It is universally acknowledged that religion represents the very first element in a group of people’s culture which noticeably influences their way of living. For this reason, peoples’ cultures differ as the religions differ.

It is a fact that most of the expressions used, by a group of people, in the language of everyday life is generally based on religious vocabulary. One may discover the culture of the others only through their speeches, especially those people who keep on being faithful to the religious language. Muslims, for instance represent the most noticeable case for there are many Qur’anic expressions in Muslims’ daily life; in Moroccan Arabic it is common to say: “?? ?? ??? ?????”. This expression is derived from the Qur’an “they said “pray to your Lord for us, that He may make clear to us what kind it should be.”” “They said “pray to your Lord for us, that He may make clear to us what its color should be.”[12] This expression is used in the Moroccan Arabic to express how difficult it is to do or possess something.

The principles of Islamic culture

One of the dominant cultures today in the whole world is the Islamic culture. This culture has two main aspects: the first is stable (Sacred Sources) and the second is changing (the interaction with environment).[13]

The Islamic culture, as all other cultures, has principles most of which are shared with other human communities:

Respect of the other.
Co-operation with others.
Reliance on science and knowledge.
Mutual help and support.
Disapproval of wrong deeds.

These are considered the most important principles of the Islamic culture.

The Islamic culture: Translatable?

The question that can be raised, in this part, is: to what extent is the Islamic Culture Translatable?

It is a fact that the Islamic culture shares a lot in common with other cultures with different religions. E.g. the word “????” exists in some other languages, the speakers of which also believe that there is one «God». As a result, the word “Allah” is translatable. But there are words and senses which are specific to the Islamic culture, and which will be dealt with in the last part of this paper.

This highlights the fact that the terms dealing with the religious aspects of a culture are the most difficult, both in understanding the SLT and providing the best equivalence in the TLT, Larson (1984:180). The second point which is important as well is that “sameness cannot exist between two languages”, Bassnett (1991:30), for the reason that the TL reader is not aware of the different aspects of meaning involved.

Cultural untranslatability “A translation is no translation, he said, unless it will give you the music of a poem along with the words of it.” Introduction

Modern linguistic studies showed that language is not a mere physiological, but also a cultural phenomenon, and translation is by nature a very important aspect in cross-cultural communication. The role of translation, therefore, is to introduce one culture to another by means of translating. But very often cultural factors become the barrier in translation and result in untranslatability.

Types of cultural untranslatability

According to some translation scholars, such as Nida, there exist five distinct types of culture: historical culture, geographical and psychological culture, material culture, customs and traditions as well as religious culture.

Historical Culture

It refers to the culture settled and formed during a nation’s development. The historical culture differs from one society to another because the historical development differs as well. This kind of difference impedes intercultural communication. To best illustrate this impediment, “Adam’s apple”, which refers to the lump on the front of a man’s throat, can never be translated into Chinese except by its literal meaning because this term is originated from a Biblical story.

Geographical and psychological culture

Different nations’ geographical and psychological culture is also a main barrier in translation. Because of the different geographical environments and different nations’ mentalities, the same word will have totally different meanings in two different cultures. “East wind” in Japan and English is a vivid example. Japanese people favor the east wind, for it is always a symbol of “spring” and “warmness” while people in Britain dislike the east wind, because the east wind is from the northern part of the European continent, so it always symbolizes “coldness” and “sadness”. In Britain the favorite wind is the west wind. That is the reason why word for word translation never works.

Also meanings of some “colors” are different. In English, “green” is always connected with “envy” and “blue” with “moon”, so there are such expressions “green with envy” and “once in a blue moon”. Those expressions cannot be translated into Arabic using the words “green” and “blue”. Thus, they are translated as ????- ??? ?? ????? instead.

Material culture

One should pay much more attention when translating words which reflect the material culture. For example, the word “cricket” is an important word in the English language, for it is a popular outdoor game in Britain, and plays an important role in people’s daily life. The following saying “It is as significant as a game of cricket.” best illustrates this point. If we want to translate this sentence, we should add some background information for the TL reader considering that playing cricket is not widely spread in other countries.

Another example is the term “meat technologist”. Moroccan readers may feel confused if the term is translated as “???? ????”. While according to its cultural background, this term simply means the “butcher”, because “meat technologist” is a euphemism for the “butcher” in western countries. By using this term, butchers may think highly of their profession.

“Food is for many the most sensitive and important expression of national culture; food terms are subject to the widest variety of translation procedures” (Newmark, 1988:97). The terms coming under this category are further complicated due to the “foreign” elements present. One such case is the reference to the brightly colored patisseries tunisiennes. Translating according to the French idea of patisseries would imply using the English “cakes” or “pastries” yet in the context of Tunisian culture this hardly seems appropriate, bearing in mind the difference in form of the TL reference. This illustrates the theory developed by Mounin (1963) who underlines the importance of the signification of a lexical item claiming that only if this notion is considered will the translated item fulfill its function correctly. In this case the translation as “sweets” seems to correspond to the idea of the original signification, even if it is a more abstract translation of the French original, and is therefore more appropriate concerning its function in the TT than a translation of formal equivalence.

Another example of material culture includes an eponym, namely bouteilles de Sidi Brahim. In France this low-quality, Algerian wine is widely known and is the traditional drink with North African dishes, therefore widely sold in supermarkets as well as this type of small shop. This example can be seen as corresponding to the new ideal reader as described by Coulthard, having different cultural knowledge (Coulthard, 1992:12) as an English-speaking reader would not necessarily know the name of this wine and even less its associations. By using strictly formal equivalence, all meaning would be lost. It would however be possible to neutralize the original term Sidi Brahim by translating as “wine” or else to introduce a form of componential analysis, translating as “cheap, Algerian wine.” Sidi Brahim being the area where the wine is produced, it seems appropriate to keep the original term in the TT but it is necessary to add a qualifier, here “wine.” In this way, although the cultural implications are not as strong as for an “initiated” French reader, the information is passed on and elucidated by a qualifier. The cultural implications automatically understood by the ST reader, namely the notion of cheap, low-quality wine, are not however conveyed, the emphasis in this context being on the exotic nature of the product as conveyed by Sidi Brahim and not on the low cost.

Customs and traditions

The different customs and traditions in the daily activities around the world reflect the different cultural mentalities. For instance, In China, when people meet each other in the street, they always greet like this “where will you go” or “what will you do”. In fact, this kind of greetings is very rude and impolite in western countries, for it is an interference with privacy. Instead, they are translated as “hello” “good morning” or “how are you”.

Religious culture

Religious culture means the culture formed by a nation’s religious beliefs and common sense. This type of culture usually impedes the transfer of meaning to a TL since different peoples have different religions. The phrase (?? ??? ????) is an Arabic term “God willing” or “If it is God’s will” is a good example. It derives from Islamic scripture, Surat Al Kahf (18):24:

“But only If God wills!’ And remember your Lord when you forget”

This phrase is now used excessively in Moroccan Arabic. Unfortunately, it is often used to delay events or to avoid giving a definite answer.

Levels of Cultural untranslatability

Catford states that Cultural untranslatability takes place when a relevant situational feature in the SL is absent in the TL. This cultural untranslatability has different levels. The level changes for the reason that some words are completely untranslatable whereas other words are very hard to find equivalence to in the TL. For this specific reason, the translator has to be skillful and experienced. The translator has to be bilingual as well as bicultural in order to have a better TLT.

The translator’s skills: an important factor

It is now a common belief that the translator’s skills play a major role in delivering a good translation. A good translation is one that carries all the ideas of the original as well as its structural and cultural features. Massoud (1988)[14] sets criteria for a good translation as follows:

A good translation is easily understood.
A good translation is fluent and smooth.
A good translation is idiomatic.
A good translation conveys, to some extent, the literary subtleties of the original.
A good translation distinguishes between the metaphorical and the literal.
A good translation reconstructs the cultural/historical context of the original.
A good translation makes explicit what is implicit in abbreviations, and in allusions to sayings, songs, and nursery rhymes.
A good translation will convey, as much as possible, the meaning of the original text.

Enani (1994:5)[15] defines the translator as “a writer who formulates ideas in words addressed to readers. The only difference between him and the original writer is that these ideas are the latter’s”. Another difference is that the work of the translator is even more difficult than that of the artist. The artist is supposed to produce directly his/her ideas and emotions in his/her own language however intricate and complicated his/her thoughts are. The translator’s responsibility is much greater, for s/he has to relive the experiences of a different person, states Antar S. Abdullah[16].

To conclude, the above analysis shows that “translating is an activity which inevitably involves at least two languages and two cultural traditions” (Toury, 1978: 200)[17]. As this statement implies, translators are permanently faced with the problems of how to treat the cultural aspects in a source text (ST) and of finding the most appropriate technique to successfully convey these aspects in the target language.

Translation and the Islamic culture

“Indeed, there has come to you light and a clear book from Allah; with it (the Qur’an) Allah guide him who seeks His pleasure into the ways of safety and brings them out of utter darkness into light by his will and guides them to the right path.”

(Almaidah V: 15-16)

Introduction

The Qur’an, for the Muslim, comprehends the complete code for all human beings to live a good, chaste, abundant and rewarding life in obedience to the commandments of Allah. It is the “chart of life” for every human being, and it is the “constitution” of the Kingdom of Heaven on Earth. The Qur’an was an oral text throughout the lifetime of Muhammad. It was also a fluid text. The complete text resided only in the memories of Muhammad and his followers. As he added verses and reorganized the text, his followers would rememorize the text in the light of the additions or edits. This means that the Qur’an was a living text during the lifetime of Muhammad. Certain verses revealed to Muhammad were later repudiated by him as “satanic” verses revealed not by Gabriel but by Satan. These verses were expunged from the text that so many had memorized.

The untranslatability of the Qur’an

Because the Qur’an is for every human being, it transcends the boundaries of the Arab world and goes beyond it. The Qur’an is addressed to all peoples without exception. It carries a universal message to all human beings regardless of their race or color.

It is true in our days that the translation of the Qur’an represents one of the most important elements in the Qur’anic studies, mainly, because it is the first book non-Muslims encounter when attempting to well understand Islam.

The Qur’an exists in its original language, i.e., Arabic. Some Muslim scholars agree that the true Qur’an is in Arabic, in its original wording as revealed to the Prophet Muhammad (peace be upon him); therefore, it should only be recited in the Arabic language. The translations however are the work of humans. And since these translations subtly change the meaning, they are often called “interpretations.” For instance, Pickthall (1930) called his translation The Meaning of the Glorious Koran rather than simply The Koran.

Part of the miracles of the Qur’an is said to be based on I’jaz ????? , or Inimitability. Even for native Arabic speakers, the Qur’an is a difficult document. Its archaic language and verse structure are difficult hurdles to cross. People always admitted their inability to produce something similar to the Qur’an. And the translations of the Qur’an are considered, by some scholars, to be one form of trying to produce a similar Book.

Translators of the Qur’an, it is important to note, encounter many difficulties in the process of translation. Those difficulties encountered are due to different reasons.

First, some verses in the Qur’an complement each other, for that reason the translator of the Qur’an has to go back to the related verses in order to translate one verse; this stresses the idea that word for word translation is not to be used, especially in this context. The verse ???? ???? ????? ???? ????? best illustrates this difficulty. This verse has two meanings: an internal meaning which is, trading is licit while usury is illicit, and it has also an external meaning: the two terms are different; they are not the same. This second meaning is not included in the text, but understood when one goes back to the previous verse:

The external meaning, it has to be clear, is necessary in order to understand and translate a verse of the Qur’an. And that is the reason why some of the early translators of the Qur’an fell in ambiguities.

The second problem that impedes the translation of the Qur’an is that some verses may be general; the form used in those verses includes everything, but the meaning of the verse is related to another verse which is specific. The verse: ??? ???? is considered a vivid example in this case. The reader cannot know the religion of the slave to free. But, if the translator goes back to the verse 92 of Surat Anissa’:

The question of whether or not one should attempt to translate the Qur’an should be seen, mainly, in the context of translatability in general, instead of always relating it to the Arabic language.

The Material Culture of the Qur’an

Material culture includes all of the physical objects that people create and give meaning to. Clothing, architectural elements, and handmade carpets would be examples. An object only becomes part of culture after meaning has been given to it. Human beings perceive and understand the material things around them as they have learned to from their culture.

In Arabic, there exist many terms that, even if they have their equivalence in other languages, they cannot be easily translated because they have a particular connotative meaning. Larson (1984: 132) warns the translator of the problems of the SL connotative meaning. In some verses of the Qur’an, there is reference to the donkey and the dog. Those two words have a negative connotation in Arabic, but they are neutral when translated into English for instance.

The two words, in English, have a different connotative meaning. For example, the word “dog” is a symbol of loyalty (the dog is the man’s best friend), whereas the donkey is considered, in the Islamic culture, a symbol of utter stupidity.

Translation of the Qur’an and the Muslim scholars

Because the Qur’an stresses its Arabic nature, some Muslim scholars believe that any translation cannot be more than an approximate interpretation, intended only as a tool for the study and understanding of the original Arabic text. They argue that the Qur’anic text cannot be reproduced in another language or form. Furthermore, an Arabic word may have a range of meanings depending on the context, making an accurate translation even more difficult. This factor is made more complex by the fact that the usage of words has changed a great deal between classical and modern Arabic. They argue also that the task of translation is not an easy one; some native Arab-speakers will confirm that some Qur’anic passages are difficult to understand even in the original Arabic. As a result, even Qur’anic verses which seem perfectly clear to native speakers accustomed to modern vocabulary and usage may not represent the original meaning of the verse.

The original meaning of a Qur’anic passage will also be dependent on the historical circumstances of the Prophet Muhammad’s life and early community in which it originated. For this reason, one finds a detailed historical background in the introduction of any interpretation of the Qur’an.

Conclusion

The four parts discussed in this research project are not to be viewed as complete products, but they need to be polished and enriched further with other examples.

The four main parts of this monograph seem to be very distinct, but, at near scrutiny, these parts are so closely linked because they share the same aim which is to highlight the fact that translation, as a field of knowledge, is very rich, and may be related to many other fields.

As an interdisciplinary discipline, translation studies borrows much from the different fields of study that support translation. These include comparative literature, computer science, history, linguistics, philology, philosophy, semiotics, terminology, and so forth.

The present monograph, being an attempt to relate translation to other fields, tries to bring together translation and Islam in an attempt to show the untranslatable side of the Islamic culture, starting with a definition an

Impact of Globalization on Translation

Introduction

Under the circumstances of globalization, the demand for high-quality and high- speed translations has been increasing worldwide. Satisfying these demands may result of the increasing of time and cost for translators and translation companies. Thus how enhance the quality and productivity with low cost is one of the problems. In order to achieve the time and cost saving, the computer assisted translation (CAT) tools is playing an important role in translation industry. The CAT tools enabling to cover the whole translation process at a time has been created and commercialized by the language industry in recent decades (Austermuhl, 2001). Amongst translation tools, translation memory (TM) systems are considered as the effective tools due to increasing translation productivity by offering previous translation automatically (Austermuhl, 2001). However, there are various TM systems worldwide and which is the most effective may vary depends on individual requirements such as language system or text types. This essay will attempt to assess two TM systems, SDL Trados Studio and Wordfast classic, by comparing each feature of operational functions. To compare and assess two TM systems, the concept of TM systems, features of respective TM systems first will be explained as background knowledge of the discussion in this essay.

The outline of TM systems

Translation memory is a database of multilingual texts which allow to storage both the source and target text segments in parallel and retrieved accordance with the set criteria (Austermuhl 2001 cites Expert Advisory Group on Language Engineering Standards, EAGLES ). Namely, the target text is first divided into segment units and stored in TM through translation process. These stored segments are available to be reused for the new translation project. If the segments stored in TM are perfectly matched or similar to the new source text, TM offers the previous translations automatically to a translator. The translator can decide whether these offered translations should be accepted or not. Also it is possible to revise the previous translations in TM through and after translation.

Esselink (2000) points out some disadvantage of TM as follows:

The Final layout of translated text is not displayed until finishing the translation. In this case, proofreading after the translation is required.
Some problems may occur in TM management, especially in the case of multilingual project.
Revising TM after re-converted into the original style is not available, namely, in order to update TM, the translated file is required to be converted into TM’s acceptable format again.
Time consuming due to the requirement of converting the source text into the appropriate format for translation.
TM filter is not updated when the source text is a new file format. As a result, some arrangement is required in order to be accepted.
Changing the structure of the text is not available within paragraph.
It is necessary to create the file filter depend on the file format if it is different from the default.

Considering above mentions, he (2000) suggests that the material text should be examined before translation, and translators should decide whether to use TM, because in some cases, translating without TM is more effective than using TM system.

Meanwhile, TM has recognized as effective and time-saving technology for massive translations, especially technical or manual text which include some repetitive use of technical terminology (Mitkov 2007). This is mostly due to the effectiveness against reducing duplicative work and to enhance the uniformity of terms. For example, in the case of the continuous translation project of the specific field, the TM is offered to the translator and the technical terms will be transferred from TM precisely to the new source text. By this means, TM allows translators to share the unique terminology used in the specific field and contributes to maintain the translation quality.

The specific features of Wordfast Classic TM operational functions

Wordfast Classic is defined as “a CAT tool designed as a Microsoft Word™ add-on. Its lightweight, flexible structure makes it easy to install and use (Wordfast 2010)”. This CAT tool comprises some useful operational functions, such as terminology management, importing exporting glossary and TM, document conversion, analysis and alignment (Wordfast 2010).

Amongst the operational functions, some beneficial features of Wordfast Classic will be explained here.

ITI Bulletin (2006) points out that Wordfast Classic is simple to use, which can not only apply to Word but also to Power Point, Access and Excel files by connecting directly with Word application interface. It is also compatible with other machine translation programs such as PowerTranslator™ and other CAT tools such as Trados, by converting TM into another format which is appropriate for respective program and exporting it (ITI Bulletin 2006). Importing other TM to Wordfast is also available (ITI Bulletin 2006). In addition, alignment function allows editing the translation stored in TM after translation.

Since this CAT tool is available of free download to own computer with some limitations, those who are considering to use this tool can try and examine how useful or not for them before paid registration(ITI Bulletin 2006). If download PlusTools™ and add-in to the source document, Wordfast Classic is available for a variety of file format from HTML/ XLM to other tagged files (Miller 2002).

However, there are some important reminders for using Wordfast Classic. One of them is that it is necessary to do clean-up TM after translation for updating the TM database (Miller 2002). Since database is stored as txt. format, revising the translated text is possible without Wordfast (Miller 2002). Thus translators tend to forget to update TM and glossary. As a result, the accuracy of TM will be lost and TM can not apply to other new translation project.

The specific features of Trados TM operational functions

Trados TM which comprising the source and target segments, is created in the Translation Memories view (Trados 2010). Respective segment pair of the source and target is called a translation unit and it is possible to add some information for each translation unit such as when it was created and updated, and who created it (Trados 2010). Thus it might be useful to manage the translation history. The translation unit is displayed in parallel, which is conducive to comparison of the source and target segment when editing.

There are three types of matching function: fuzzy, context and 100% match (Trados 2010). Although the default of Fuzzy matching rate is set at 70% or over, this rate is able to be changed (Trados 2010). Context match is applied when the source text and TM segment match perfectly and have the same context (Trados 2010). 100%match means the source text segment match exactly with the TM segment (Trados 2010).

In terms of the segmentation, Trados can customise the segmentation rules depend on respective languages; Chinese, French, English, German, Spanish and Japanese, which are supported by Trados (Trados 2010). Therefore, there is not required to adjust the segmentation each time.

As mentioned above, fuzzy match is applied when the matching rate is 70% or over (Trados 2010). This indicates that if the matching rate between the source and the TM segment is less than 70%, TM will not return any translation (Trados 2010). Therefore, if preferring more or less than 70% matching customise of the fuzzy matching rate should be required.

Comparison of feature between Wordfast and Trados TM

With the avobe description as background, the feature of Wordfast and Trados TM will be compared and assessed.

First of all, in terms of using TM in othe tranlation tools, both Wordfast and Trados can import/ export TM database by converting the file type into the acceptable format for respective TM. For example, Wordfast TM is stored in txt. format, while Trados TM is stored in sdltm. format. If converting Trados TM to Wardfast, it is necessary to export to a tmx.file. Then open it with MS Word and open Wordfast, then select it as TM. Likewise, Wordfast also can export its TM by converting TM into tmx.format, open Trados, creating new empty TM and import the txt.file.

Secondly, although creating or opening Wordfast TM is almost as simple as that of Trados, Trados TM is enriched with various optional functions, such as Enable character-based concordance search and fuzzy match threshold, compared with Wordfast.

However, when compareing the source segment with target segment for translaiton, Wordfast seems to be more useful than Trados. In wordfast, the segment is highlighted with gray color and it is not allowed to jump sentences till click the icon which represent to confirmation each time. By contrast, Trados does not have any specific functions which privent from moving to the next segment. As a result, skipping segment sometimes occur in Trados. Since generally translation project have a tendency to demand for high-speed and quality, translators are often forced to work long hours a day. This will result in a higher rate of translation leakage.

Finally, while Wordfast can not allow a user to confirm the translated text layout during translation, Trados can display the finished translation within the edditing window. Therefore, the TM user can available to confirm the translated text layout even during translation. This display function of Trados might be effective to time saving, because the mistranslations or text layout and presentation can be recognized easily and translating and modifying can be available simultaneously in the editing window.

Conclusion

Although Wordfast and Trados share certain simiralities in those operational functions such as the availability of importing/ exporting TM, some merit and demerit of respective TM were also recognized. It is difficult to recommend which is more excellent CAT tool, bacause the detarmination of merit and demerit is affected by the situation. In the case of the massive translation team project, Trados may be more effective than Wordfast due to a variety of optional function. On the contrary, if translating relatively simple and short text, Wordfast may be convenience due to its simplicity of program configuration process. Therfore, it might be significant to examine which CAT tool is suitable for the translation text or project.