Following Conditional Construction Following Conditional Construction

ZERO CONDITIONAL A. Sample sentences If interest rates fall, company profits rise. If prices don't go up, people buy more. B. Form (condition)(result) If sales increase,we make more profit. ZERO CONDITIONAL C. Uses The sentences of Zero conditional are general facts or things that are always true, i. e. the consequence always follows the event. Statements in this form commonly appear in factual discussions or scientific and technical material. In the condition clause there can be a variety of present forms. †¢When you fly business class, you get much more legroom. present simple)   Ã¢â‚¬ ¢If interest rates are rising, bank loans become more expensive. (present continuous) †¢When you’ve finished the course, you get a certificate. (present perfect). ZERO CONDITIONAL In the result clause there can be a present simple (last examples) or an imperative. †¢When you fly business class, don’t drink too much of the free alcohol. Notice that we can use either if o r when(ever) where the meaning is every time. CONDITIONAL   I A. Sample sentences †¢If I do an MBA, I’ll improve my job prospects. †¢If our main competitor goes bankrupt, we’ll increase our market share.B. Form (condition) (result) †¢If you increase your order,we’ll give you a bigger discount. †¢If anyone from Head Officesay I’m in a meeting. calls, CONDITIONAL   I C. Uses 1. In Conditional I the speaker sees the event as a real possibility, i. e. , if-clause is used to talk about future events that are reasonably likely and their results. The if-clause states the condition, and the other clause states the result: †¢If sales don't go well this year (condition), we won't increase our profits. (result) With all types of conditionals the if-clause can come second. We’ll make more profit if sales increase. CONDITIONAL   I 2. if and unless Unless often replaces if †¦+ negative expression:†¢If you don’t wea r a suit and tie, you won’t be allowed into the club. †¢You won’t be allowed into the club unless you wear a suit and tie. Conditional statements can function as either promises, warnings or threats. But note that unless cannot be used to make a promise. †¢If you order now, you’ll get a free gift. (promise) †¢We won’t be able to do business with you unless you comply with our ethical policy. warning) †¢Unless we receive payment by the end of the week we will be forced to consider legal action. (threat) CONDITIONAL   I 3. In Conditional I, the imperative, or modal verbs can be used in the main clause, e. g. may, can or must, instead of will + infinitive: †¢If you hear from Anne today, tell her to give me a call. †¢If the traffic is bad, I may miss the appointment with our supplier. †¢If we sign the contract today, we can start production at the end of next week. †¢If Mr. Porter rings, you must ask him to leave his number.CONDITIONAL   I 4. We do not use will in the if part of the sentence even when the meaning is future: †¢If the goods will arrive tomorrow, I will collect it. (? ) †¢If the goods arrive tomorrow, I will collect it. (? ) Will is only possible in such cases if it is used to express not future time but willingness or invitations (the style is formal), e. g. †¢If you will sign this agreement, I will let you have the money at once. †¢If you will come this way, Mr. Jones will see you now.CONDITIONAL   I 5. In formal written documents, e. g. egal contracts or agreements, one may find the following conditional construction in Conditional I: †¢Should the agent default on the contract, we will take legal action. †¢Should the unions accept new productivity agreements, the employers will meet their wage demands. †¢Should + infinitive is an inverted construction in place of â€Å"If the agent defaults†¦Ã¢â‚¬  or, â€Å"If the unions acceptâ₠¬ ¦Ã¢â‚¬ . †¢!!! Note that only should, never would, is used in this way. CONDITIONAL   II †¢Sample sentences †¢If trains were more reliable, more people would use them. †¢If I had as much money as Bill Gates, I would retire.B. Form †¢If you wanted a quantity    you would have to order discount,    at least 1,000 units. †¢If I knew her number,      I would send her a fax. CONDITIONAL   II C. Uses 1. We use the Conditional II to refer to an action or state we imagine, i. e. , the speaker sees the event as a remote possibility: †¢If these machines were not so expensive, we would buy them. (But they are expensive, and we are not going to buy them. ) †¢If he lost his job tomorrow, he would move to London to find another one. (He doesn't think he will lose his job, but he understands the possible consequences.CONDITIONAL   II 2. It is also possible to use could or might instead of would: †¢If we hired a factoring agency, we coul d recover our debts more easily. †¢If every piece of mail was personalised with your company logo or message, your customers might be very impressed. CONDITIONAL   II 3. We do not use would in the if part of the sentence: †¢If trains would be more reliable, more people would use them. (? ) †¢If trains were more reliable, more people would use them. (? ) But, in the sentences †¢We would be very grateful if you would send us the information as soon as possible. I would be very grateful if you would put your address on the back of the cheque. would is not part of a conditional tense here. It is a modal verb, and represents a more polite form of will as used in conditional clauses in Conditional I. It introduces the idea of â€Å"yourâ€Å" agreeing, or being willing, to do what is suggested.CONDITIONAL   II 4. In formal written documents, e. g. legal contracts or agreements, one may find the following conditional construction in Conditional II: †¢Were the agent to default on the contract, we would take legal action. Were Alice to apply for the post, she would get it. †¢Inverted constructions are in place of â€Å"If the agent defaulted†¦ † and â€Å"If Alice applied for†¦Ã¢â‚¬ . Conditional II ?What would you say to a friend who asked you which faculty to go to? ?What would you do if you were ?the Prime Minister ?the Dean of the Faculty of Economics? CONDITIONAL   III †¢Sample sentences †¢If I had done an MBA, I would have had more opportunities. †¢If we had anticipated the crash, we wouldn’t have lost so much money. B. Form If the price had been lower,sales would have been higher.If we had made a better offer,we would have won that contract.CONDITIONAL   III C. Uses †¢We use Conditional III to imagine the opposite situation. If what actually happened was negative, we use a positive form, and vice versa. If what actually happened was positive, we use a negative form: ?We didn't put up our prices (-), so we kept our market share (+). ?If we had put up our prices (+), we would not have kept our market share (-). ?We promoted him (+) and he didn't give his notice (-). ?If we hadn't promoted him (-), he would have given his notice (+).CONDITIONAL   III . In Conditional III the speaker recognizes that the event is an impossibility, i. e. cannot be fulfilled: †¢If we had waited a few more months, we would have saved a great deal of money on the new faxes. (But we didn't wait a few more months; so, we didn't save money on the faxes). †¢If you had sent the letter by airmail, it wouldn't have been delayed. (But, you didn't send the letter by airmail, so it was delayed). CONDITIONAL   III 3. We can use could or might instead of would: †¢The merger could have succeeded if the management styles hadn’t been so different. The presentation might have been better if she had felt more confident.CONDITIONAL   III 4. You may find the following con ditional construction in Conditional III: †¢Had we made a better offer, we would have won that contract. †¢Had the shop packed the goods properly, they wouldn't have got damaged. Inverted past perfect is in place of â€Å"If we had made †¦Ã¢â‚¬  and â€Å"If the shop had packed †¦Ã¢â‚¬ . !!! We do not use would in the if-clause. †¢If the interview wouldn't have been a success, they would not have given me the job. (? ) †¢If the interview had not been a success, they would not have given me the job. (? )

Patton-Fuller Hospital Essay

Patton-Fuller Hospital is a community hospital that has remained aiding the community since the year 1975. Yearly examinations have been conducted by self-governing audits to review this year’s financial performance in comparison to preceding years. The financial statement review highpoints the alteration between the audited and unaudited reports classifies the association amongst revenue resources and expenses, despite the fact defining the assets of revenue sources on recording. Financial statement assessments subsidize an excessive level accounting of the statistics controlled in the audit. Financial statements of audited and unaudited statements contain the same type of statistics. Patton-Fuller Community hospital conducts audits agreement with auditing ethics in the United States. Self-governing Auditors ensure audited the balance sheet of Patton-Fuller Community Hospital as of December 31 of 2009 and 2008. The audited balance sheet reports the assets for 2009 which a sum of $587,767. The audited balance sheet reports the whole assets for 2008 of a total $548,535. The upsurge from 2008 to 2009 is 39,232. Liability total for 2009 is $ 462,153. The liability volume for the year 2008 is $213,450. This was a rise from 2008 to 2009 and the amount of the growth is $248,703. The entire equity and liabilities for 2009 is $587,767 and 2008 $548,535. This is an upturn from 2008 to 2009 with $ 39,232. In 2009 the total revenues show for $ 462,982 and then for 2008 $ 42,314. This total increase from 20o8 and 2009 is $41,668 according to the audited revenue and expenses annual report. The increase of $25,869 from 2008 to 2009 is shown from the audited revenue and expenses annual report. The year 2009 had $463,293 and 2008 had $437,424. The effects of revenue can be seen on the financial reporting by the fluctuations versus the expenses. From year to year you can see the fluctuation in revenue for the hospital. The revenues and expenses are grouped together by total revenues, total expenses, and net income. The total revenues include net patient revenues and other revenues. The total expenses include salaries and benefits, supplies, utilities, and depreciation. The net income shows the non-operating income (loss) as well as the investment income. By grouping the revenues and expenses it will help with separation and looking at the reports. The Patton – Fuller Community Hospital’s revenue comes from a  variety of sources, this includes net patient revenue and other different types of revenue. The revenue has definitely increased from 2008. When comparing the revenue received by the hospital to its operating expenses the difference lies in what revenue items are included in each ratio formula. In 2008 the total operating revenue is less than the total operating expenses therefore; the hospital operated at a loss and gave them a negative operating margin. In 2009 the total operating revenue exceeds the total operating expenses therefore; the hospital had a profit that year. As a result there was a positive operating margin. The way in which a hospital’s revenues and expenses are grouped for planning and control varies from hospital to hospital. At Patton-Fuller Community Hospital, the expenses are grouped by salaries and benefits, supplies, interest, and a lot more. During salaries, the staff of the hospital must be paid for the work they do. Members of the staff (therapist or surgeons) have a highly qualified job in which they have spent more time in education which causes them to have higher wages. During benefits, there are hospitals who offer benefits for the employee and their family with a discount. This can be very expensive for the hospital. The hospital needs supplies in order to fulfill their duty and many of the supplies are expensive as well as cheap. Because the hospital has to order the supplies in large quantities, it becomes very expensive. Interest is another expensive thing that the owners of the hospital have to deal with. With the hospital building costing so much, it leads to the owners taking a big mortgage out to pay for the building. When a mortgage is being taking out, interest develops. Another reason for an interest to develop is a loan to buy high price technology or machinery. There are many ways that Patton- Fuller Community Hospital grouped for planning and control for revenues and expenses. Inclusive the analysis of the financial statement originate many constructive results and the audited information and unaudited information enclosed the equivalent data. The revenue sources ensured a confident influence on the hospital and will lead to forthcoming development. Patton-Fuller Hospital Revenue review did not disclose any concealed problems. Financial managers need to carry on making assessments of the daily actions. Reference Patton-Fuller Community Hospital. Retrieved July 14, 2014 from https://ecampus.phoenix.edu/secure/aapd/cist/vop/Healthcare/PFCH/isoverview.asp?subgroup=hr

Harley Davidson marketing plan Essay Example | Topics and Well Written Essays - 6000 words

Harley Davidson marketing plan - Essay Example This study aims to provide a complete marketing plan and strategy for bringing Harley on the UK market segment. The plan is to include marketing principles, tools and models to bring effective outcomes for the future market growth and valuation. The study will analyze the segments of environment, market structure, competition and organizations key functions to comprise a deliberate market plan for the respective three years period. The study will include two parts, the first will have a market analysis and the second will have the actual plan to get applied on the market circumstances (Grant, 2004). Company Profile and Background Harley-Davidson mostly symbolized by H-D is an American based company, heading forward since the start of 20th century with Harley Classic Motorbikes. With a strong market share of 10.77 Billion, the brand is on its march in the United States market, a market where the brand took its origin and got recognized from the very first Harley lovers (Leffingwell, 2 003). The specialty lies in the Harley heavy-bikes and Harley classic models which are on an esteem of Harley patrons. It is one of the brands that survived the period of low quality control and competition from the Japanese rivalries, which shows corporation’s diversified approach to deal with market challenges (Grant, 2004). A distinctive class like a class of luxury stands out for the upcoming models of Harley motorbikes. This shows that there is a strong commitment which Harley customers show to Harley products and services (Grant, 2004). According to Jim Ziemer (Former President at Harley Davidson Inc), â€Å"It is a unique brand that is built on personal relationship and deep connections with customers, unmatched riding experiences, and proud history† (Qumer & Purkayastha, 2012). It is in the trend and culture of Harley Davidson that they have been producing designer based luxury bikes. In Harley’s models there is an exclusivity of heavyweight, cruiser, to uring and custom motorbikes, which are always overwhelming and astonishing for the luxury bike lovers. With heavy design attribute, Harley has been able to inspire the motorbike brand industry, as the designs are enough to amaze and surprise the motorbike branders (Leffingwell, 2003). The design includes heavy customization, which has become Harley’s attraction point for selling its new brand models. No matter where Harley has been intruding like in Argentina, Aruba, Germany, Australia, Chile, China or Costa rice, there heavyweight design attribute has been the trade mark to lead out the brand on diversified markets (Walker & Broughton, 2010). It is one culture that started from classic Harleys (early 20th century) and then transferred to second and third generations of Harley Davidson motorbikes (Scott, 2008). With the rise there has been falls too which Harley experienced in its business journey. It was the year 2009, when reports indicated a loss of US$ 55.1 million in Har ley Davidson m

CLOUD COMPUTING Research Paper Example | Topics and Well Written Essays - 1750 words

CLOUD COMPUTING - Research Paper Example Mork et al. (2011:13) say that â€Å"cloud computing should be distributed and interactively accessible as it provides interoperability between the new and legacy technologies† Cloud computing is technollogy that utilizes the central remote servers and the internet to mantain applications and data. Cloud computing makes it possible for businesses and consumers to use aplications without the accesss and installation of their files using any computer that is connected to the internet. Therefore, it this technology permits for a more efficient computing by centralizing, data storage, and bandwidth. As the potential benefits of cloud computing are many, they are faced with numerous legal, proffesional, and ethical issues. The paper will discuss how cloud computing has impacted on the legal, social and proffesional spheres with regard to storage and transformation of data and inforrmation. The main objective of cloud computing has been to apply the high performance computimg power mostly used in research, health and military facilities to perform trillions of computations in a second, in consumer oriented apllications, and to deliver personalised information. This infrastructure of shared IT consists of a large pool of sytems that are interlinked. This creates legal and ethical isssues within the cloud (Buyya, Broberg, & Goscinski, 2010:23-26). Discussion As highlighted earlier, cloud computing is a type of technology that utilizes the internet and one remote server so as mantain data and different applications. This makes it a very young concept that is yet to be embraced by the global workforce. Cloud computing provides a cost effective IT resource as the cost on demand IT based on the actual customer’s usage. As a result of the rapid growth, numerous companies have been unable to handle their IT requirement even after having a data center that was inhouse. The usage of cloud services helps to enhance the IT capabilities without investing huge amount s in the new datacenters. As a consequence, this tpye of technology aids companies with an efficient way of computing by centralizing processing, memory, bandwidth, and storage. To show that cloud computing has began having mass appeal in the corporate data centers, it has enabled the data centers to operate on a similar internet through the process of enabling the computing process of computing resources to be shared and accessed as virtual resources in scalable and secure manner. Unlike showing proffesionalism, this virtualization is a compromise to security and ethical issues. Ethical issues are not separable with cloud computing. The major areas of concern are resource/stoarage virtualization, scalability and elasticity, usage optimization, ease of usage, fast information sharing delivery, and control, accessibility, and anonymity. The first ethical issue is privacy. The concern with regard to privacy is that the service providers of cloud have total control over the data and co mmunication stored between user and the host company (Racoma, 2012). This is attributed to the fact that service providers have complete over the data the are storing, and as a conseqence, they are responsible for a lot of private information and data. Once this is out of reach of the users, the fear is that it can be utilised for purposes the user doess not desire. As such, of late there have a push by the privacy advocates for a higher level of transparency from the

E-business models Essay Example | Topics and Well Written Essays - 3500 words

E-business models - Essay Example HTML code is the underpinning of every button that one clicks, every link one sees, how every link works, how every link leads to other pages, and how graphics and text are displayed on a page. Using a complex structure based upon how a page is organized and read, HTML code basically has several different elements which make it a valuable and widely-read and widely-accessible computer language, even for people who are not advanced coders by any means. HTML helps one distinguish where the header of a page is, where the footer of a page is, and other elements such as where paragraphs, graphics, and any buttons should be put on the page. Any kind of features that would be displayed on a website’s pages must be written into the HTML code, otherwise they won’t show up on the pages themselves. HTML code, therefore, is the bread and butter with which the Internet is composed. For, if we didn’t have HTML, there would be no ways to code in and allow for certain new elemen ts to be present on the web pages. Now, what if certain things had to be added onto the web page that had never been added before? In this case, we would have to build in some type of elements into the code that would allow for new features to be added onto the web pages. ... E-Payment ? -Online Credit Card Hosts Online credit card hosts basically take credit card numbers for clients or customers that are utilizing their services. â€Å"In general there is no obligation on hosts to take formal identification of their subscribers. Where the host charges for Internet access, it is probable that credit card details will have been taken and checked† (Reed, 2004, pp. 142). Basically, online credit card hosts have to have a number of detailed security checks that ensure that the people who are accessing these hosts are legitimate individuals and not people who have some type of skullduggery up their sleeves. Identity thieves will stop at nothing in order to fleece people of their hard-earned money, and, in short—separate them from it, ultimately. So, what online credit card hosts have to do is ensure that there are multiple security checks and code words entered—in some cases—in order to verify the identity of the person who is tryi ng to access the account. Of course, it only makes sense that online credit card hosts with more prestige probably have access to more online resources in order to make their systems safer. Therefore, the highest-quality card will probably offer the best protection, without a doubt. - Debit Card Consumer Protection ? Debit card consumer protection—in the past—has not been very good, but it is slowly improving. â€Å"In spite of the fact that there are difficulties involved in the use of debit cards, it is heartening to note that two big institutions in the USA have voluntarily extended some amount of credit card protection to [debit card owners]† (Gurusamy, 2009, pp. 58). In fact, debit card fraud is prosecuted more harshly even than credit card debt that is accrued fraudulently. This

Strategic Change Management (Ansewr 6 questions) Assignment - 1

Strategic Change Management (Ansewr 6 questions) - Assignment Example High attrition rate and staff downsizing strategy of Airline company’s crates impact on defence mechanism of Airline staff. Southwest Airlines has applied clarity system as a part of Kurt Lewins Change Management Model to decrease resistance about newly implemented software system. The company has changed existing Microsoft Excel reporting pattern by implementing Hyperion Essbase model of financial budgeting. The company did the change in order to decrease overall reporting cost. The logic model of synergy theory describes sustainable change as participation multi level actors (local and global, top level, mid level and ground level management). This model not only increases communication scope but decreases change resistance also. British Airways used Kurt Lewin’s change management model in order to create positive impact on their business policy. In the unfreeze stage they downsized the workforce in order to decrease hierarchical levels. In the change phase British Airways altered internal system and provided incentives to absorb the shock effect. In the refreeze stage BA integrated customer satisfaction with individual objective of key members of organizational hierarchy. They refurbished uniform of staff and aircraft design as a part of change management process. The market demand for Airline industry has been dented due to sovereign debt crisis and economic recession. Airline industry has lost more than $25bn (Â £16bn) in last ten years (Milmo, Topham, and Roberts, 2012). Companies are competing with each other in order to achieve competitive edge such as low cost service delivery, fast service delivery, expanded destination service, fleet size and many others. For example, Southwest Airlines has achieved the competitive edge of lowest fare in comparison to other players in the market. The new airline group formed by the merger is the sixth largest airline service in the world in terms of

What is Happiness Essay Example | Topics and Well Written Essays - 1000 words

What is Happiness - Essay Example These were declared to be unrelated to true happiness (Schervish and Whitaker 16). In his monumental Nicomachean Ethics, he pointed out that the majority of the people believed true happiness to be derived from material things. Nevertheless, people express dissatisfaction with fleeting pleasure and Aristotle rightly points out the futility of expecting honor, possessions, and pleasures to provide true happiness. The latter is based on a principle that these cannot create. (Schervish and Whitaker 16). There is some ambiguity associated with the term happiness, which has come to denote an emotion that is the opposite of sadness. Happiness, per se, lacks permanency and determining whether a person is happy is the province of the person experiencing that emotion. Moreover, the attitude of a person towards this emotion determines whether that person is happy or not. Furthermore, the same stimulus or events may fail to produce happiness in an individual, on each and every occasion. Such is the subjective nature of this emotion (Miller). Thus, happiness is chiefly psychological. On the other hand, there are some scholars, who believe that happiness is not merely a subjective phenomenon. It is their contention that happiness is the outcome of enjoying a trouble-free life. This state of being has been held to be continuous by these scholars. As the underlying elements of such happiness are general in nature, there is no subjectivity involved(Miller). Consequently, any individual under the same circumstances as a happy person should also be happy. Aristotle was of the firm conviction that happiness was understood differently by the elite of society and the common man. Nevertheless, within a specific class of society, there was the consensus regarding what constituted happiness. Thus, it was presumed that the proletariat would equate happiness with some obvious condition like pleasure, wealth or honor. On the other hand, the elite could be expected to relate happiness to critical reflection and excellence (Miller). With regard to happiness being the result of the possession of money and health, the elite would attach minimal importance. Ancient ethics promoted the idea that the manner in which people derived satisfaction in their life was the subject matter of ethics. Thus, the good life had to perforce dwell upon issues, such as the manner of life that a person wanted to lead, performing acts that would promote the good of others, and actions that would benefit the individual (White 3). Aristotle had been seized with engendering an environment, wherein good human functioning and prosperity could develop apace. He was of the opinion that the utmost happiness was to be aimed for, both at the individual as well as the societal level. Physical existence and moral and intellectual qualities were the distinguishing features of a life that was prosperous and good(Ormeci). The human soul, according to Aristotle, is very precious. As a result, it is of far greater importance to fulfill moral qualities, in comparison to other elements. He firmly believed that the best possible life that a man could lead was one whose virtue was adequately supported by material resources (Ormeci).  

Conference and Events Management Reflective report on log book entries Essay

Conference and Events Management Reflective report on log book entries - Essay Example Customer satisfaction is the key element in terms of event or conference management organizations. Restaurants and hotels can achieve huge success by satisfying the customers need with quality customer services. The organization has successfully implemented the customer relationship management process in the organization. After evaluating and analyzing all the issues and actions, it can state that effective customer satisfaction and high organizational ethics can make an organization successful within a hospitality industry. Introduction A logbook is a kind of book that helps to record the readings of an event. This is a reflective report of the conference and event management logbook entries. The logbook contains the records of several conferences and events in an event management organization. There are several elements those need to implement in order to make the conference or event successful. A logbook is necessary in event management activities. By the help of logbook, an emplo yee or a manger in an event management company can understand the significance of the procedures or strategies in previous events. Moreover, it helps to evaluate and analyze the action plans of several events. This evaluation and analysis help the managers or the employees to undertake better strategies for the future events and conferences. ... Moreover, the manager was informed about this booking in order to do the double check with the guests. After this, the booking of those persons got confirmed. On 3rd September, a guest from the office came to see the arrangement for the official party. He was shown and explained about the sections of the restaurant. After observing every section of the restaurant, the guest has decided that, they will sit in the section number 3 for the 5th September’s party. Finally the day comes. The employee has the shift till 3 pm. Therefore, the manager had asked the employee to make required arrangement and set up tables for 24 people before 3 pm. The employee has arranged another birthday party on 10th September. It was all about arranging a buffet for 35 guests. The employee had monitored and controlled every single aspect acting as the host of the party. The party has got a successful outcome. The guests had given positive feedback in terms of services and arrangements. The guests wer e satisfied by the customer service. The employee had arranged another birthday party on 19th October. It was a party of 28 people. A lady was celebrating her husband’s 30th birthday. Two other employees had co-operated him to arrange and monitor the party. The employee had to take care of the birthday cake. The lady wanted to serve it before the desert round. On the same day, the manager had asked the employee to check each and every aspect of the restaurant. The health officer had wanted to check the facilities of the restaurants on the health related issues. However, the employee had received a feedback on 20th October about the service and arrangement of the previous night’s birthday party. Analysis of the Results After evaluating

Law of International Trade Essay Example for Free

Law of International Trade Essay Introduction Coffee Beans that were bought in Sao Paulo, Brazil are to be transported to a depot based in Durham, England. The total weight of the Coffee Beans to be shipped is 1500 tonnes. At first, this may seem to be an ordinary shipment on the surface. However, when putting into perspective the amount of legalities to be fulfilled and the massive quantity of beans involved, the daunting nature of the task becomes evident. Every country has its own set of peculiar trade laws. These laws become more complex and stringent when it comes to International trade. However, while trading across boundaries, the local domestic law needs to be respected at any cost. An International trade law is a combination of the law of the land and international laws governing the transactions of goods or services across borders (Cornell, 2005). Multilateral treaties are also signed between countries to resolve disputes and effectively enforce mutually consented terms and conditions. This is done to standardize the entire process and prevent conflicts. For instance, the Convention on contracts for the International Sales of Goods  (CISG) is one such international trade agreement put forth by the UN to govern International trade operations. The different modes of transportation available for transportation need to be considered, keeping in mind a host of factors. This includes ensuring the safe transit of the beans at each and every point, right from the spot of purchase to the destination depot. Efforts also need to be made to make the process as economical as possible. The reduction in transportation charges would translate to higher levels of profit. The sharing of the costs involved in shipping the beans should be properly worked out and the decisions should be incorporated into the agreement. The point at which the seller’s liability ends also needs to be appropriately documented.   It is usually indicated by the INCO terms. Although economy in transportation is essential, it should not come at the cost of invaluable time. The goods also need to be transported within a reasonable timeframe. The laws regulating trade in the departure as well as destination points need to be properly interpreted, in order to avoid confusion at a later point of time. This calls for relevant paperwork which would certify the legitimacy of the whole process. To start with, the whole process needs to be broken down into different steps. The purchase of coffee beans can either be from a manufacturer or a wholesaler. Relevant proof of purchase provided should be provided by the seller, after receiving the agreed price. Other export licences should be purchased, in order to ship them to the depot in Durham. Then, the purchased beans are moved to a warehouse. Since the purchased goods are quite voluminous and bulky, transporting the goods through best the most cost-effective solution. However, the goods from the seller’s premises have to be transported to a warehouse. A warehouse is usually an empty storage with adequate facilities for moving goods. It is used by manufacturers, businesses, importers, wholesalers, exporters and customs agency to intermediately store goods. The seller would have to notify the buyer about the estimated time of arrival. The seller would also have to provide necessary proof documents of each stage involved in the carriage of the goods. A host of expenses are usually incurred during the carriage of goods from one country to another. This includes expenses incurred in Warehouse storage and labour, export packing, loading charges, inland freight, terminal charges, forwarder’s fee, vessel loading charges, charges upon arrival, ocean/ air freight, excise duty, taxes, customs and charges upon delivery at the destination. While carrying out International trade, the main concern is the surety of obtaining payments within an acceptable period of time. This concern is addressed by the concept of Documentary Credits. Documentary Credit is a system by which the buyer instructs his bank to pay the seller. On the basis of customer trust, the bank transfers the funds to the seller’s bank account on the behalf of the buyer. However, adequate documents in support of the concerned transaction will have sent from the ship to the seller’s bank. After verifying these documents, they are sent to the buyer’s bank for further processing (Fraud Aid, 2005). In this arrangement, the bank becomes the primary obligator, thereby promoting healthy International trade by eliminating doubts and concerns about payment. The written instruction given by the buyer to his bank is also commonly known as letter of credit (L/C). The International Chamber of Commerce has defined some internationally recognised trading terms. These terms are otherwise referred to as INCO terms 2000. These trading terms are commonly used during the overseas transportation of goods. They are used to indicate whether it is the seller or buyer that has to produce the required documents essential for carrying out trade on a global scale. The INCO terms should be followed by the named place mentioned in the contract (International Business Institute, 2000). The named place in this case is Durham, England. These terms are capable of designating the liabilities as well as rights of each party involved. Incoterms 2000 ‘Ex Works’ refers to type of delivery where the entire cost and risk of transporting the goods from seller’s premises to the final destination is borne by the buyer. This model is highly beneficial to the seller, since there is no risk involved. The seller does not even have to take up the responsibility of loading the goods from his premises, as the only obligation will be to make goods available. The relevant invoice and testimonials mentioned in the contract will also have to be provided by the seller. The short term for Ex Works is EXW. ‘Free Alongside Ship’ transfers the risk and cost of transportation when the seller transports the goods to the quay, alongside the ship. The abbreviation for Free Alongside Ship is FAS. In ‘Free Carrier’, the responsibility of ensuring the safety of the goods ends for the seller when the goods are handed over to the Carrier’s custody at a mutually agreed location. This location is referred to as the named point. In Free On Board, the seller bears the liability until the goods are put on board the ship at the Port of shipment. The port of shipment is mentioned in the contract. From this point, the risk transfers to the Buyer. This is commonly known as FOB. In Cost Freight (CFR), the seller ships the goods to the named Port of destination mentioned in the contract, by paying the freight charges. The buyer then takes up complete responsibility when the goods pass over the ships rail at the Port. The conditions of Cost Insurance Freight are similar to the previous one. However, the Seller has to take the additional responsibility of paying the insurance premium on the buyer’s behalf. This is denoted by CIF. The seller has to also incur expenses in insuring all the risks until the named destination, in the case of Carriage Insurance Paid (CIP). When the seller bears the freight charges of the goods until they reach the mutually agreed location, it is mentioned as Carriage Paid (APT). As soon as the goods reach the first carrier, it becomes a liability of the buyer. In Delivery at Frontier (DAB), the seller bears the charges and liabilities until the goods enter the Frontier.   When the goods reach the Customs process, it risk transfers to the buyer. Delivered Duty Paid (ADP) is most favorable to the buyer, since the seller will bear all charges incurred in delivering the goods to the buyer. Delivered Duty Unpaid is similar to ADP, with the exception of import duty and other official import charges that are borne by the buyer. In Delivered Ex Ship (DES), the responsibility and cost of transferring the goods passes from the seller to the buyer when the ship carrying the goods reaches the destination port. It will be the buyer’s responsibility to discharge the goods.   Delivered Ex Quay (DEQ) is of two types; Duty Paid and Duty on Buyers Account. The seller has the obligation to deliver the goods in the quay of the destination port. Either the buyer or the sealer takes up the responsibility of the paying the duty, according to the initial agreement. Farther considerations Many factors have to be considered when it comes to structuring a carriage contract agreement. There are three forms of carriage; common carriage, contract carriage and private carriage. Common carriage is a type of carrier service catering to the general public to perform common transportation services. These services have to be authorized by various government regulatory agencies. The tariffs that are charged for the service lawfully demanded locations are held by these agencies. Contract carriage involves transportation services to an unlimited number of posts. These agencies also have to get necessary authorization from the same agencies. Relevant contracts consisting of details about the minimum rates and charges are filed at different granting agencies and. Copies of this contract are also retained at the facilities of the shippers as well as the carriers.  Private carriage offers transportation services to business enterprises.   This service is for meant for manufacturers and distributors that transport their goods in their private vehicles driven by their own employees. It is also commonly known as shipper-carrier. The ‘distinct needs’ provision takes care of distinguishing the different carriage types. It is very essential to distinguish between a normal contract and a carriage contract; failure to accomplish this could result in several liability issues on both sides. This distinct needs provision helps to distinguish a carriage contract from a regular one. This provision incorporates certain unique terms and conditions including specific requirements of a shipper and the obligations that need to be satisfied by the contract carrier. Some of the commonly mention distinct needs in a carriage contract agreement are price adjustment clauses, terms of credit, incidental transportation charges, cargo transfer charges and specific delivery schedules. However, the shipper should truly comprise these unique services if they are mentioned. A certain degree of reasonableness should be allowed while dealing with carriage contracts. First of all, one has to understand various shipping term in order to comprehend the shipping rules better. ‘Carrier’ is a term used to refer to the person who signs the contract of carriage with a shipper. It is usually the owner or charterer who hires a ship to carry their cargo, passengers or other goods. ‘Shipper’ refers to the person who pays money to the carrier to transport his goods (Arnold, 2003). Hence, the term ‘shipper’ may either refer to the buyer or the seller of the beans, depending upon the INCO term in use. Carrier is the company or agency which undertakes to ship the beans from Brazil to England. The Contract of carriage will apply to agreements mentioned in the bill of lading or any similar document that concerns the carriage of goods by sea.   The term ‘goods’ is used to refer to wares, merchandise and other articles. However, live animals are not included in the goods category. Goods such as brandy and gun powder were classified as dangerous goods. The validity period of the Contract of carriage starts from the time of goods being loaded until they are unloaded from the ship. Hague Hague Visby Rules Hague rules were framed by the International Convention for the Unification of Certain Rules of Law relating to Bills of Lading and Protocol of Signature. It came into effect on 25 August 1924 in Brussels. It was an effort to constitute a minimum mandatory liability for carriers, since most of them were evading the liability due to loss or damage of cargo. According to the Organisation for Economic Co-operation and Development   (OECD), this was a move by the International community to fabricate a fair system for the shipper as well as the carrier. Even today, these rules act as the foundation for framing marine trading laws for a majority of the nations around the world. According to Hague Rules, the carrier will be liable to bear the cost of damaged or lost goods only if the shipper is able to prove that the shipper’s lack or absence of diligence. However, the carrier would not be held liable if the ship was unseaworthy. The carrier will also lose the liability to compensate for the goods, when the damage is caused by a natural calamity termed as ‘Act of God’ or a fire accident which is caused to due to any reason other than a fault in the carrier vessel. The carrier will also not be liable for damages caused due to the act of terrorists, war or and other anti-social elements like pirates. The carrier would not be responsible for a delay in the delivery of goods, if the delay was caused due to an emergency situation like lockouts, quarantine operations or public strikes. The shipper would not be able to claim damages from the carrier, even in the event of neglect of the duty by the employees of the ship.    Hence, this enabled the carrier to get away with liabilities arising as a result of errors made by the people working on board such as mariners and the carrier’s working staff, if the carrier was in a position to prove that the ship was seaworthy and adequately and appropriately manned (Admiralty Law Guide, 2006). Since this provision lets carriers to get away scot-free, it has posed a serious conflict in balancing liabilities between the carrier and shipper. Transportation of goods involves two main types of contracts. They are Carriage Contract Agreement and Bill of Lading Contract. Carriage Contract Agreements are usually signed when long shipments are involved. It serves as a continuing contract that stands for the safe delivery of goods to promised destination. It usually covers multiple shipments that are necessary to carry out a long shipment process. The complete shipment process may involve other modes of transportation such as ground and air shipment.   However, carriage contract can not serve as a receipt of merchandise. The Bill of Lading is issued by the carrier as a proof of receiving the goods and serves as receipt of merchandise. A Bill of Lading is an agreement for a single shipment process which may be a part of a long process. In the practical sense, it is a list of expenditures incurred towards loading goods into a vessel. It is governed by all the terms and conditions mentioned in the Carriage Contract. It also acts as certificate that verifies the authenticity of the loaded goods. Further, it indicates whether the received goods were in good condition or not. Depending upon condition of the goods and packaging, the Bill of Lading is classified as Clean or Foul Bill of Lading. It also is further proof of the existence of a Carriage Contract (Wikipedia, 2006). However, the Bill of lading and Carriage Contract are completely different entities and they serve different purposes. Hence, the Bill of Lading can not be used as a Contract Carriage and vice versa. There are three types of bill of lading; straight bill of lading, order bill of lading and bearer bill of lading. In straight bill of lading, the consignee can claim damages from the consigner when the goods are not delivered on time due to defaulting or negligence of the consigner. This bill of lading is non-negotiable. In order bill of lading, the consignee can obtain delivery of goods if the consignee provides a bill and evidence showing the consigner’s interest to transfer. This bill of lading is negotiable. In bearer bill of lading, any person holding the bill of landing is entitled to receive the goods. When the consigner does not mention the consignee’s name, it becomes a bearer bill and can be negotiated. Goods that are issued with a negotiable bill of lading can be received only if the original documents are presented at the time of delivery. However, the speeding of trade and transit operations has given way to the issue of non-negotiable documents for goods, which enables the consigner to receive the goods by just presenting the non-negotiable bill of lading (Forwarder Law, 2005). Some of the standard obligations that have to be fulfilled by the consigner include providing the carrier with consignees name and address and destination of the carriage. The nature, weight, volume and the quantity of the goods to be shipped are also to be clearly stated. Even the packing and wrapping style, number of packages and any other details needed to identify the goods need to be provided by the consigner. The consignor would be held be responsible for any damages, in the event of false or insufficient details being provided. According to Article 283 of the Carriage of Goods by Sea Act (CGSA) (1924), the Bill of Lading can be issued either in the name of a particular person or the bearer.   It usually consists of the following details, 1) Date of issuing the bill. 2) Venue where the bill was signed and brought to effect. 3) Place of departure and destination. 4) Names and addresses of the consignor, consignee, carrier and the carriage commission agent. 5) The value and identification details of the shipped items. 6) Date of shipping. 7) Freight and other expenses with an indication of whether they are payable by the consignor or the consignee. 8) The conditions pertaining to the loading and unloading, type of transport means required to be used for carriage, the route to be followed, a determination of the responsibility and any other special conditions which may be included in a carriage contract. In addition to the bill of lading, the carrier also issues a non-negotiable receipt called waybill which proves to be useful in a situation when the goods arrive before the transaction documents. It is also issued when the consignee and the consigner is the same person (Evans, 2001). This option can be chosen when the consigner decides to reduce paperwork. A ships delivery order is another document that undertakes to carry goods by sea. The provisions for this document are provided by the CGSA (1992). However, this document can neither substitute a waybill nor a bill of lading. According to Article 284 of the CGSA (1924), the carrier would be required to issue a bill of lading to the consigner. Alternatively, the carrier can also give a receipt mentioning the details of the goods carried and date of consignment to the consigner. The consigner would be required to deliver the goods to be shipped at the carrier’s premises. The consigner should also produce relevant document deemed necessary for shipping. The consigner will be held responsible for any liability arising as a result of inaccurate or incomplete information in the documents provided. According to Article 288 of the CGSA (1924), Since the carrier possesses the right to examine the packaged goods and the standard of packing before the carriage, the damage of goods arising due to improper packaging is not entirely borne by the consigner; the liability is shared with the carrier. According to Article 289 of the same Act, the initial examination of the goods would require the presence of the consigner, if opening of packaging is involved. If the consigner is absent during the inspection process, the examination would progress and examination costs would be levied from the consigner. If the carrier finds the goods to be unsuitable for transit, the consigner would be informed about the same. Such goods would be shipped by the carrier only if the consigner bears the liability of damage of goods and the consigner’s consent about the same is incorporated into the Bill of Lading. Cargo Insurance compensates the shipper with losses caused due to fire, loss of cargo and damage. However, losses that can be recovered from the carrier will not be compensated by Insurance Company. It is also popularly known as Marine insurance. It is further classified into Inland and Ocean Marine Insurance. Inland Marine Insurance is issued for goods that are transported without the involving any form sea transport and Ocean Marine Insurance is meant for goods that are shipped through waterways. The three pillars of Marine Insurance are insurable interest, utmost good faith, and indemnity (Export 911). Marine Insurance is not mandatory, unless it is mentioned so in the agreement. The proof of Insurance is provided by the Insurance policy duly signed by the authority of the Insurance Company.   Generally, the insurance would cover the loss or damage of coffee beans under normal circumstances. However, the insurance would become void when the shipper tries to or succeeds in causing intentional damage. When the loss of coffee beans is meagre or caused as a result of improper packaging, the insurance would not cover the loss. According to Article 292 of the CGSA (1924), the carrier is obliged to travel in the mutually agreed upon route mentioned in the agreement. However, the carrier is expected to take the shortest route if a route is not mentioned in the agreement. However, the carrier can change course if any unavoidable situation arises and the carrier would not be held liable for any loss caused to the consigner due to the late delivery of goods, provided a genuine reason is established. The goods being transported by the carrier should be properly safeguarded. The costs incurred in achieving this objective, such as repackaging charges are solely borne by the carrier. However, this does not imply taking additional care of the goods being transported. For instance, when animals are being shipped, the carrier will not be responsible for maintaining the health of the animal by providing food and water. The same condition will stand good while transporting plants as well. However, the carrier would have to take up such responsibilities, if such conditions governing the well-being of plants and animal are incorporated in the agreement Generally, the carrier will have the obligation to discharge the goods from the ship and bear the charges incurred towards it. In the event of the agreement not requiring the delivery of the shipped item to the consignee’s facility, then the consignee would have to receive the same on a particular date fixed by the carrier. If the consignee fails to do so, then s/he would have to bear the charges incurred by the carrier for storing the shipped item. However, the consignee has the right to examine the contents before acknowledging the receipt and refuse the same, if the carrier is not co-operating. The next protocol towards the emancipation of the shippers came in the form of the Brussels protocol in 1968. It was responsible for infusing an important clause called the container clause. It enabled shippers to claim the compensation for each container specified in the Bill of Lading (Admiralty Law, 2005). As a result, this liability system came to be known as the Hague-Visby Rules. An additional protocol was added in 1979 to enhance and revise the rules. However, neither of two supplementary protocols of the Hague rules was able to effectively modify the basic liability provisions. Hamburg Rules The Hamburg rules were enforced at the United Nations Convention on the Carriage of Goods by Sea held in Hamburg on 30 March 1978. The chief objective was to enforce a system that would share the liabilities and obligations between shipper and carrier in fairer manner. However, it was only able to mildly move the liabilities to the carrier.   In addition to the terms carrier, shipper, goods and ship, a term called ‘Actual carrier’ is defined by the Hamburg rules. It refers to a person or an agency to which the carrier hands over the complete or partial responsibility of carrying the goods. The time period for claiming the liabilities caused by the carrier is also specified by the Hamburg rules. The shipper can sue the carrier for any liabilities with a two year time period from the date of delivery of the goods. This period can be extended by issuing appropriate legal declarations. However, this time period gets reduced to 90 days, in the case of a second claim after the verdict is reached for the first claim. First of all, a written complaint has to be instituted to the carrier within the next working day, in the case of apparent damage or loss. However, in the case of damage or loss not being evident, the shipper would have to file a written complaint to the carrier within 15 days of receiving the goods. In order to be in a position to claim damages due to delay, the carrier would have to give a compliant to the shipper within 60 days of the delivery. The complaint can be sent to the carrier in writing or via telegraph. Adequate facilities will also have provided by both parties to inspect and clarify these claims. If the shipper fails to satisfy any of the aforementioned conditions, he or she will not be able to claim damages from the carrier. The Hamburg rules also specify the limits for liability compensation. The compensation for the liabilities arising as a result of damage or loss can not exceed an amount more than 2.5 units of account per kilogram or 835 units of account per package. This unit is quantified by the International Monetary Fund as a result of a Special Drawing Right. If the shipper’s State is a member of the International Monetary Fund, then the units would be changed into the State’s currency on the judgment day. If the shipper’s State is not a member of the International Monetary Fund, the units would be converted according to the State’s local laws. The liabilities for delay in the delivery of goods should not be more than the total freight payable; it can be up to two and a half times the freight payable for the goods that are delayed, under the contract of carriage. Arbitrations Disputes The arbitration of these claims and general disputes would normally take place in a venue of the claimer’s preference. However, the place should be with in accordance to the stipulations mentioned. It should not be a place outside the State where the defendant’s business or residence is located. It can also take place in a State where the contract was signed or at the place of loading or unloading the goods. Judicial action may also be taken against the carrier in the same places mentioned above. It is better to insure the coffee beans before they are to be shipped onboard a vessel, due to the risks involved in transportation. Since the carriers have only restricted limitations, it does make sense to obtain insurance. Most carriers shipping from Sao Paulo to Durham, for instance ‘Xiameter’ (2006) follows Carriage and Insurance Paid (CIP) delivery. Therefore, it is better to ship the coffee beans through a reputed carrier, in order to minimise risks and complete the shipping within a desired period of time. Bibliographies ACE- Baracuda, Guide to Incoterms, http://www.ace-baracuda.com/template7.asp?pageid=26 (accessed at: 23 April 2006) Admiralty and Maritime Law Guide, International Convention for the Unification of Certain Rules of Law relating to Bills of Lading (Hague Rules), and Protocol of Signature: http://www.admiraltylawguide.com/conven/haguerules1924.html (accessed at: 23 April 2006) Briel, E. (1947) International Straits: A treatise on International law, Nyt Nordisk Forlag, Copenhagen. Brooks, M, (2000) Sea Change in Liner Shipping: Regulation and Managerial Decision-Making in Global Industry, Pergamon press, Amsterdam. Brown, E.D. (1997) Law of Sea History. Bernhardt, R. (Ed), Encyclopaedia of Public International Law, Amsterdam, Northern Holland. Brugmann, G. (2003) Access to Maritime ports, Master of Laws (LLM), Books on Demand GmbH, Noderstedt, Germany. Caron, D. (1989) Ships, Nationality and Status. Bernhardt, R (Ed) Encyclopaedia of Public International law, Vol. 11, Amsterdam, Northern Holland. Lex Mercatoria: Information on United Nations Commission on International Trade Law (UNCITRAL), UN Convention on the Carriage of Goods by Sea 1978: http://www.jus.uio.no/lm/un.sea.carriage.hamburg.rules.1978/doc (accessed at: 23 April 2006) References Admiralty Law (2005) Hague-Visby Rules. Available from: http://www.admiraltylaw.com/statutes/hague.html (accessed at: 29 April 2006). Admiralty Law Guide (2006) Hague Rules. Available from: http://www.admiraltylawguide.com/conven/haguerules1924.html (accessed at: 28 April 2006). Arnold, A (2003) Relocation Terminology. Available from: http://www.aarnold.net/terminology.htm (accessed at: 28 April 2006). Evans, J (2001) Law of International Trade, 3rd Edition, Old Bailey Press, London. Cornell Law School. (2005) International Trade. Available from: http://www.law.cornell.edu/wex/index.php/International_trade (accessed at: 29 April 2006). Export 911. Principles of Cargo Insurance. Available from: http://www.export911.com/e911/ship/principl.htm#xInstitute (accessed at: 30 April 2006). Forwarder Law. Status of Seaway Bills. Available from: http://www.forwarderlaw.com/library/view.php?article_id=237 (accessed at: 30 April 2006). Fraud Aid. (2005) Documentary Credit. Available from: http://www.fraudaid.com/Dictionary-of-Financial-Scam-Terms/documentary_credit.htm (accessed at: 28 April 2006). International Business Institute. (2000) Incoterms 2000. Available from: http://www.i-b-t.net/incoterms.html (accessed at: 29 April 2006). Organisation for Economic Co-operation and Development (OECD). Hague Rules of 1924. Available from: http://www.oecd.org/document/41/0,2340,en_2649_34367_2086825_1_1_1_1,00.html (accessed at: 29 April 2006) (2006) Bill of Lading. Available from: http://en.wikipedia.org/wiki/Bill_of_lading (accessed at: 28 April 2006). Xiameter (2006) Incoterms 2000 Descriptions. Available from: xiameter.com/content/bxrules/incoterms.pdf (accessed at: 24 April 2006).

The current and also the future patterns in the UK Essay Example for Free

The current and also the future patterns in the UK Essay For this criterion I will discuss the current and also the future patterns in the UK.I will also discuss who is going to be affected by the new changes and will provide statistics to support my answer which is also going to discuss the inequalities of health. There are many factors which affect the health of the public who are in the United Kingdom. However the UK has become a better place to live in compared to living here in the 19 or 2oth century. The main disadvantage is always due to social class. This is because if a person is in a higher class they are able to have the best things and highest quality of care in order to make sure they have the best health. However if someone is from a lower social class they are more likely to spend wisely and think about what they are spending their money and how they are spending money. Usually people in lower class donà ¢t always live in the best areas and they live in overcrowded, polluted areas which can also affect their There are many factors that are likely to influence current health and could carry on influencing patterns of health in the UK. Some of the factors that could this are: * Socio-economic  * Environmental * Genetic * Lifestyle Socio-economic Factors There are many socio-economic factors that are likely to influence current health. If people are living in poor housing conditions which could mean that their health might not be so good, they could be given housing benefits to improve the conditions. If the area where you are living, the environment might not be very good, like the waste management could be bad. To stop this from happening, all the waste management could be recycled. In the urban areas, there will be easy access to health services; although this is a good thing, there can be a lot of pollution as there will be a lot of transport in the area. Whereas in rural areas, the area would be quite but you will not have easy access to health services. This would mean that if you are not well or needed to see a doctor, then you would have to go to a town to the doctors which would far away and expensive. To make it easier for people not to travel all the way to town to go to the doctors, they could provide doctors surgery in the rural area or could have a doctor that would be around the area all the time, like the district nurse.