Questions to be answered Essay Example | Topics and Well Written Essays - 1000 words

Questions to be answered - Essay Example If this freezer breaks down due to poor maintenance it will cost them money to repair or replace the broken freezer. Either way, the restaurant needs to have the freezer fixed or replaced in order to keep the products from spoilage and to let the restaurant fully operate. That is why it will cause the restaurant expense if proper maintenance isn’t observed. Second is wastage of resources, for example, ice creams in the restaurant needs to be stored in the freezer to prevent it from melting, if the freezer is broken due to damage or improper maintenance, it will cause the ice cream to melt, and once the ice cream has melted it cannot be served to the guest during the restaurant’s operation, thus causing the restaurant wastage of resources. Third is disruption and inconvenience, for example, if the guest in the restaurant orders an ice cream and the freezer is broken due to damage and improper maintenance as stated above, it will cause disruption and inconvenience to both the guest and restaurant because the order of the guest will be delayed and the restaurant might need to order the ice cream from another outlet causing disruption and inconvenience because of poor maintenance of the equipment. Fourth is erosion of image and reputation, for example, if the restaurant has poor maintenance in their building causing water leaks from the roof and cracks from the wall and allowing termites to crawl out of it, it will give the guest a very bad dining experience and they could also share their unpleasant experience with their friends who are potential customers, thus causing the restaurant’s erosion of image and reputation. Therefore, proper maintenance should always be observed to prevent these consequences from happening. Life cycle costing determines the present value of an asset during its operating life and its end life from initial capital cost, occupation costs and operating costs. It is beneficial to take this approach when managing maintenance because

What People feel when they see Advertisements on Television and Social Essay

What People feel when they see Advertisements on Television and Social Media - Essay Example Advertising industries across the world, however, see social media advertising and television advertising as two different platforms. However, social media and television have a connection when it comes to advertising. Social media influences television into the kind of advertising they have and the time for every advertisement (Campbell et al., 2011). Consumer behavior is the primary purpose of the differences in social media advertising and television advertising. Social media is a community, in general, and the people in social media should feel the presence of any company, organization or product that surrounds them outside social media. It is the same for television as people also surround their lives on TV when they are not working. These people that use television and social media have a particular kind of feeling towards social media and television advertising (Louis, Kerr, & Drennan, 2010). The research proposal is going to focus on the feeling of these people and how they r eact to social media and television advertising. Today’s society has people on social media and television thus advertising for products and services should be on social media. Chi (2011, p.46) describes social media as an association in the middle of brands and shoppers, [while] offering an individual channel and coin for client-focused systems administration and social interactions. The tools that businesses use to communicate with customers have significantly changed, and it is easier for the companies to reach now their customers.

Powers of Prime Minister in Canada Essay Example | Topics and Well Written Essays - 1750 words

Powers of Prime Minister in Canada - Essay Example Besides the traditional executive powers that have always been associated with the Prime Ministers of Canada, the same Prime Ministers exert a lot of control over the political party which elects him//her and although the Prime Minister is not necessarily the chairperson of his/her party, there is clear evidence that the Prime Ministers of Canada have always controlled their political parties in a number of ways. For example Right Honourable Stephen Harper, the current Prime Minister is widely respected and feared in his conservative party where he exercises a lot of political influence and is the central force behind all the policies and position adapted by the conservative in regard to all major issues. The Prime Minister of Canada is tasked with very crucial roles something which has led to the current debate on whether the Prime Minister's power are not "too much". As a matter of fact the Prime Minister is the leader of the party with majority of members in House of Commons. This mandates the Prime Minister to form the government, which is responsible for running the government affairs. The fact that the Prime Minister of Canada somehow influences the actions of the governor especially with regard to when elections can be called implies that the Prime Minister is more likely to take decisions, which favors his/her own political party. This has been seen by critics as potential source of abuse of power by the Prime Minister considering the fact that a Prime Minister who desires to extend the term in office may influence election time to his/her advantage. That the Prime Minister can also influence elections although the Prime Minister does not constitutionally have the powers to d o so is evidenced by the fact that the Prime Minister's requests for elections are rarely rejected by the Governor General. The constitutional provision for a Prime Minister to remain in office for as long as the Prime Minister's party has won the elections gives the Prime Minister an easy avenue for remaining at power for unusually longer periods. This is really disadvantageous to the country especially when the Prime Minister's policies and leadership is harming the citizens in any way whether socially or economically but somehow there is nothing, which can be done to do away with the unpopular Prime Minister. Continued stay in power for longer periods pose a threat to the impartiality of the Prime Minister's office in that a Prime Minister who has been in office for a very long time is very likely to abuse office. The other issue facing the Prime Minister's office is the fact that in cases where the Prime Minister has been implicated or accused of gross mismanagement or office abuse, he/she is required to step aside through resignation. Sadly, there are not checks and balances to warrant that the Prime Minister will step aside. Usually most Prime Ministers as history clearly indicates have been unwilling to resign even when conventional wisdom dictates that they resign. This is linked to the lucrativeness of the Prime Minister's office and the considerable powers which the Prime Ministe

Myself the Writer Essay Example for Free

Myself the Writer Essay One of the reasons why I love writing is because it is my desire to progress in writing through setting more achievable objectives, building on novel ideas, in addition to developing new skills. Through writing I am able to advance my knowledge on a variety of subjects. Every time I write I am able to learn something new. I take writing as a way through which I can express my feeling. However, writing is a challenging task due to the fact that it calls for extra caution. There are many rules and regulations that surround writing. Some of these rules limit the extent to which one can express himself in writing (Elbow p, 12). There are various challenges that I come across in the process of writing that tend to slow me down. Finding the right words is the hardest of these challenges. Sometimes it is very hard to find the most appropriate words to make my writing sound the way I would like. Writing can also be a boring as well as demoralizing task when a writer fails to get the necessary information (Elbow p, 26). Trying to figure out the words that will follow the work I have already completed is the other challenge that I face as a writer. Lack of knowledge concerning a particular topic is the other challenge I face as a writer. Along with lack of knowledge, lack of information from various sources is the other factor that negatively impacts on my writing. Writer’s block is the other challenge that I face in writing. However, I have learned that in order to overcome writer’s block I need to put down what is in my head. Work Cited: Elbow P. , (edn 2), (1998). Writing with power: techniques for mastering the writing process, ISBN 0195120175: Oxford University Press US

Ports Of Coromandel Coast History Essay

Ports Of Coromandel Coast History Essay When we talk about the term Coromandel, we see that it is generally believed to have hand and very early historical past and the term Coromandel, widely held to be derived from the classical Tamil regional name Colamandalam, when applied to the eastern coast of India has come to embrace a wider geographic area than that for which it was originally used. The visitor of the 19th century would be struck by the description given to Coromandel by the 17th-century writers. What exactly distinguishes both these sets of observations is that the 17th-century idea of Coromandel is too vast and wide than that of the 19th century and secondly it divides the Coromandel into two neat parts with the Godavari river as the dividing point. For contemporary visitors of the seventeenth century to the area, the Coromandel Coast was the wide expanse of Indias eastern coast from point Calimere, where the coastline takes a sharp northerly drift, to near the 200 N latitude or the port of Ganjam. It was divid ed into two parts, the north and the south, with the Godavari point being the dividing the between the two. In later times the Coromandel Coast proper was held to be to the south of this Godavari point and the north was known as the Gingelly coast or Golconda coast. By the seventeenth century usage, the term embraced the coastlines of the modern states of Tamil Nadu, Andhra Pradesh (Telugu Desam) and the southern tip of Orissa  [1]  . Contemporary visitors to the area looked upon the entire coast as forming one trading region, with common patterns of trade, common characteristics of seafaring and a broadly similar hinterland. The extent to which they were justified in this will become clear in the succeeding pages, where the trade of the region is considered  [2]  . This justice is the whole point that the geographical regions do not have an inherent constitution and are not defined merely by physical phenomena like rocks Rivers, mountains and many other such naturally occur ring features. On the contrary, the human interaction with the region produces the region and thus we see that during the pre-modern period the Coromandel was region whose prime importance to outsiders was trade, whereas in the centuries preceding the mediaeval period no such large-scale trading activity was found. Therefore the constitution of the region of Coromandel by the Europeans was based on trade that took place during the height period of capitalism in Europe. Another striking feature of the Coromandel cost and in general the western coast of India was the absence of natural harbours and also naturally occurring features conducive for shipping. This is one of the reasons that for trade to take place in the Western coastline of India was easy though the continental shelf was very deep. In the eastern coast, the low continental shelf and lack of deep harbours hindered the moment of big vessels from the reverse to the ocean. In the whole Coromandel coast, there were only very few points that are very favourable for shipping and it is only logical that, these points have become the major ports. A brief description of the ports would help us in understanding the nature of the moment of vessels and consequently the trade patterns. The western shores of the Bay of Bengal were generally inhospitable for shipping. There were no naturally endowed havens on the coast comparable to the Trincomalee Bay in eastern Ceylon. Kakinada, the place that came n earest to such a natural harbour, did not have other favourable characteristics as a trade outlet and was not one of the major ports of the area in the seventeenth and eighteenth centuries. Most of the ports of outlet were either exposed to the full force of the elements of the ocean or were sheltered behind mouths of rivers and creeks with problems of entry and exit created by shifting channels and sand bars. The coastline was generally flat and sandy with the exception of its northernmost parts, where it is somewhat undulating and less sandy. There were no soundings to help incoming ships outside half a degree from the coastline, a situation that contrasts with the eastern shores of the Bay of Bengal which had soundings 4 degrees from the coast. The northernmost port of Coromandel with some significance in coastal and oceanic trade in our period is Ganjam, situated at latitude. 190 22 N, longitude 850 3, at the mouth of river Rushikulya. It is better known in the records in the eighteenth century than it is in the seventeenth, but this may be because of increasing European interest in it. Ganjam was typical of the river mouth ports of Coromandel, with shifting sand banks and narrow channels. The banks were of sufficient depth to allow country vessels through and the river was navigable for some distance inland, being of considerable size. The surf was heavy and large vessels anchored on the roadstead. They were reached by the many local boats that operated from the river. The port derived its strength from the fertile Rushikulya valley, from where and from neighbouring Orissa rice was transported there for export. It was an important port in the coastal trade southwards to Madras, Paleacat and other places where rice was in demand. In the eighteenth century, as the south became an area deficit in food grains, Ganjam became the starting point of a provisions lifeline to these places. Ganjam was also proximate to textile producing centres. There is no evidence that it was prominent in the oceanic trade in our period, but appears rather to have been a feeder port to some of the neighbouring export centres of Golconda.  [3]   About twelve miles south of Ganjam is the port of Gopalpur, a port not of any great significance in our period, though it grew in importance in the nineteenth century. It does not find a mention in the contemporary travellers accounts, nor does it feature in the trade of the companies. In the nineteenth century it seems to have been looked upon as the principal port of the Ganjam district and to have become prominent in the export trade in rice, probably drawing trade away from Ganjam port. About twelve miles south of Gopalpur is the port of Sonapur, about which little is known, though there are enough hints of its undoubted commercial activities. There was a tradition related by merchants of Sonapur late in the eighteenth century that, because of a caste disputes among merchants at Ganjam, komatties decided to leave that port and settle in Sonapur. The shift seems also to have been caused by the need to escape oppressive taxation at Ganjam. Near it inland was the important market to wn of Berhampur. It appears that there were some major suppliers of textiles among these merchants, from which it could be inferred that the port was a fedder of export piece goods to other larger ports in the area  [4]  . The next port in the south of any significance was Kalingapatnam at the entrance to the Vamsadhara river, known to contemporaries as the Kalingapatnam river. It was an open roadstead, protected on the south by a sandy point and some rocks, and provided safe anchorage. It is referred to occasionally in contemporary records, but little is known of its trade except that it drew on the rich rice growing and textile producing hinterland. About fourteen miles south of Kalingapatnam, on the Langulya river, is the town of Srikakulam known among the contemporary Europeans as Chicacole. It was situated about four miles upstream on its northern bank. Its port of outlet was Mufaz Bandar at the mouth of the river. Srikakulam was a district administrative capital under the Golconda kingdom and later under the Mughal empire. It was an important market for the supply of textiles from several weaving villages all around. Over time, however, the entrance to the river Langulya got choked and the port w as not functional any more. There is evidence that this was happening in our period, since much of the cloth of Srikakulam was being transported by land northwards to Kalingapatnam or southwards to Bimilipatnam. A prosperous hinterland based on a surplus of rice cultivation and craft production with the primary emphasis on textiles mark to some of the ports like Kalinga Putnam. The rich land was very conducive for rice cultivation and the prosperity of this agricultural base led to diversification into production of cotton and textile production. With the increase of time, many of the weavers who worked part-time due to the uncertain nature of demand became full-time weavers and and did not participate in agriculture. This shift in patterns of production was mainly due to the development of the port over the centuries. Bimilipatnam, situated on latitude 170 53 N, longitude 830 27 E, was an important trading port in our period. It was more important than the major modern port of Visakhapatnam, which lies about fifteen miles to its south. The coastline between Bimilipatnam and Kalingapatnam is dangerous and inhospitable, with a submerged ledge of rocks within six miles of the shore. Nor did the hinterland provide opportunities for trade. Bimilipatnam, port, though an open roadstead was reasonably well protected by headlands and provided safe anchorage in both south-west and north-east monsoons, being thus one of the well weather ports of this coast. It was therefore the resort of a large native shipping fleet, both the small coasting vessels and the large ships that sailed to Bengal and across the Bay of South East Asia. It was above all the chief rice exporting port of this coast, the main supplier by sea to South Coromandel, Ceylon and the Malabar Coast. The Dutch physician, Daniel Havart, who live d for many years in Paleacat, called it a rice bowl for Ceylon and other ports. The large East Indiamen of the European Companies would resort here to pick up food supplies before sailing on long journeys. Dutch ships sailing from Masulipatnam to Malacca and Batavia called here on the way to stock up rice, meat and other foodstuffs for the journey. It was also a port for the export of textiles to South East Asia  [5]  . Among the small ports listed on the eastern coast was Visakhapatnam as it was only rudimentary stages of development, though it had very good natural harbour that was only waiting to be developed. To the south of Bililipatnam was Visakhapatnam, which as noted above, had not yet achieved its subsequent importance. Situated on latitude 170 42 N, longitude 830 17 E, it was recognized as a port with natural advantages. It lay on a river which was barred at the entrance but, with eight to ten feet at the shallowest, was capable of admitting boats and ships of some size. There were a number of recognizable landmarks in approaching this port. While considerable interest has been paid to trade, not much focus has been levied on shipbuilding and by extension the repairs of ships in the eastern coast of India, whereas the western coast traditionally hand been engaged in shipbuilding activities to cater to the Arabian African demand. It is in this respect that we see the race of Visakhapatnam a s a new port endowed with facility for both trade and shipbuilding. The convenience of the river le to the construction here of some dockyards, even in our period, for repairing ships, though the port was not yet the major centre of ship building on the coast. These facilities attracted European shipping increasingly to this port in the eighteenth century, when it began to grow in importance. Proceeding southwards from Visakhapatnam, the next point of interest on the coast is Coringa Bay and a number of points in it within close proximity to each other: Coringa, Kakinada, Ingeram, Bandarmalanka, Yanam, and Jagannathpuram. There is evidence of all these ports being in the use in varying degrees at various times. Yanam, Ingeram and Jagannathpuram are on branches of the Godavari river in its delta area and were approachable in small boats and country vessels which good brought goods through to ships anchored in the Bay. At the bar of these rivers the water was shallow and no vessels of any substantial size could get through. These ports do not feature prominently in the seventeenth century, though it is possible they were mainly places of indigenous trade. In the eighteenth century they were frequented by Europeans looking for supplies of textiles in the region. The English shipped goods from Ingeram, the French from Yanam and the Dutch from Jagannathpuram. The Dutch were qu ite enthusiastic about Jagannathpuram later in the eighteenth century, referring to it as a good port and convenient place to ships goods. In fact by the end of the eighteenth century, when Dutch fortunes on the Coromandel Coast had sunk low in the face of English expansion, this was one of two places they were keen to retain for their trade  [6]  . The rise of Jagannathpuram is an instance of the constant dynamism in the status and activities of ports along the coast caused by a variety of internal and external factors. To the south of this cluster of ports of the Godavari delta, on the west branch of this river, the Vasishta Godavari, also called Narsapore river, is the town of Narsapore with its port and docks. On the bar of this river was eight to nine feet of water at low tide, and inside the river, in the passage to the town, was three to five fathoms of water. The town is about six miles from the river mouth and could be entered by every type of vessel that was then in use. Adjoining Narsapore is the town of Madapollam, almost a suburb of Narsapore. Both these places, especially Nasarpore, were ship building centres, with excellently appointed dockyards for building, sheathing and caulking ships. Ships were built here for the Golconda royal merchant fleet, for native merchants and even for the companies and European free merchants. Bowery refers to a ship built in his time in Narsapore for the king of Golconda of 1000 tuns. European ships made use of these facilities in the seventeenth and ear ly eighteenth centuries and had vessels for their Asian trade built here. Ship building timber was shipped down river from the upper reaches of the Godavari river. The iron and steel foundries of the upper Godavari provided the raw materials for nails, couplings and anchors. Ropers and cordage were made there from coir imported from Ceylon, Malabar and the Maldives. The English and Dutch set up their own dockyards, employing their own personnel after some years . The Dutch, in particular, set about it with their customary thoroughness, bringing master carpenters, shipwrights and iron founders from the Netherlands and employing a large Indian skilled and unskilled labour force  [7]  . All the places did not develop based only on purely commercial considerations like trade, as we see that there are also many other considerations like good weather and fresh and clean air that captivated the British. This is more important for them when they needed to take a rest from places nearby. The two places were therefore not so significant as ports of trade, though there was some export of textiles from the neighbouring weaving villages, as for their ship building and repairing docks. They also had a reputation among Europeans for their clear fresh air, and company servants living in Masulipatnam (which was notoriously unhealthy) used to treat them as health resorts and have country residences there to which they would often retire. By the beginning of the eighteenth century the decline of these two river ports as centres of commerce and ship building had started. Madapollam was abandoned earlier because of the encroachment of the Godavari. The decline of Narsapore was more gradual, partly caused by the disturbed hinterland in which the raw materials for ship building were derived and partly by the rise of European controlled ports where dockyards and repair facilities were established. Masulipatna, situated on latitude 160 9 N, longitude 810 10 E, was the port with the great publicity on the Coromandel coast in the seventeenth country, largely because of its high visibility to those who have left behind contemporary records, though Orme refers to a tradition that this town was founded by a colony of Arabs in the 14th century.  [8]  Fernandez Naverett who visited Masulipatam in 1670, describes it as a populous place of great trade, and John Fryer estimates the population of Masulipatam at the close of the 17th century at two lakhs.  [9]  Besides natives it was also attracted a large numbers of foreign traders from different parts of the world. The city developed separate localities of different ethnic groups such as the French Peta, the English Palem and Holland Palem. By the end of the 17th century the port and city of Masulipatam had developed considerably on account of their flourishing textile industries and growing inland maritime trade.  [10]  The port had links with the ocean trade of Gujrat and the Persian Gulf and also with the South-East Asian countries. A large number of merchants who came from different parts of Golconda were a great market for the goods imported through Masulipatam. In the constant battle between man and nature and the role of man to master nature always leads to suppresses and in the case of instance of Masulipatam we see that the destruction that took place in the aftermath of the great cyclone would however be rectified by human effort. Many ports and declined or were totally neglected. However, the enterprise of the British and the resettlement of the traders saw the revival of Masulipatam. The port city of Masulipatam continued to grow and expand till it witnessed a devasting cyclone on 13 October 1779, which destroyed and damaged a great part of the citys houses, bridges and other buildings, besides the Dutch and English settlements. In addition to the loss of human life on the shore, several ships and boats sank during this cyclone. It was estimated that in Masulipatam and in the villages in its hinterland about 20, 000 people perished. However, soon afterwards, the wealthy merchants as well as the European factors reconstructed their establishments, and the inland and overseas trade of the port city revived.  [11]   About twelve miles to the south of Masulipatnam is Point Devy, and further to the south the Krishna flows into the ocean in many branches forming a promontory, crisscrossed by streams, rivulets and flood channels. Because this promontory was cut off from the mainland for most of the year by these rivulets, it was known to contemporaries as Devy Island. It was not a suitable place for a harbour or any form of outlet of trade, but it was extremely fertile on account of the alluvial deposits of the Krishna. The land there was well cultivated as well densely wooded, abounding in wild buffaloes and game. These features made it a great attraction to the larger European Companies facing provisioning problems. The Dutch first saw the potential of this place and made several attempts to get a grant of the island, first from the ruler of Golconda and then from the Mughals. They were more than once at the point of success but the cession was not confirmed because of the lucrative revenues the l and produced to local lessees. The Dutch had grand plants to shift their trade from Masulipatnam to Devy, where they were going to construct port facilities, deepen the channel to take vessels of some size and attempt to develop inland navigation to the weaving villages. The place had the advantage of being defensible from attacks from the mainland, and would have made them independent of the hinterland power. With the decline of the port of Masulipatnam the English also had the same idea, and when Sir William Norris went on his embassy to the Mughal court in 1699 one of his requests was for a cession of Devy to the English. The concession was not given and the English sought to achieve it later in the eighteenth century, always without success. If Devy had been conceded, either to the Dutch, or to the English, there is no doubt that an effective port of outlet could have been established there, a feature that would have been consistent with the dynamics of growth and development of ports and commercial centres in Coromandel. South of Devy Point is the port and town of Petapuli, lying on the estuary of a river. It was quite a substantial place of trade and traffic, situated close to a cluster of weaving villages. From the end of the seventeenth century the port was called Nizampatnam, a name it has retained since. The port was by all accounts good by contemporary standards, the river providing entry for vessels of up to 100 tons. Streynsham Master, when he visited this area in 1766, observed several vessels of 50 to 100 tons in the river. It was a port with a considerable country trade, besides providing goods for export for the oceanic trade. It was the home of a number of wealthy Telugu Hindu merchants). South of Nizampatnam, for some considerable distance, there are no major ports. There are some minor ports such as Motupally, Cottapatnam and Ramapatnam, which were shipping piece goods in small vessels to the larger ports of the north and the south. There is a suggestion that Cottapatnam, lying on the estuary of a river, was at one time a port of some importance. There was a tradition there, that after a quarrel between balijas and komatties in an adjoining port, the komatties migrated in a body to Cottapatnam and established their trade there. Likewise an early seventieth century European account talks of Motupally as formerly a famous mart and seat of extensive trade. So there seems to have been some shifting around of trade outlets in this area. The mouth of the Gundlakamma river, lying at latitude 150 27 N, is generally held to mark the northern boundary of the Coromandel Coast proper  [12]  . On the border between the district of Ongole and Nellore, at the mouth of the Menneru, on its right bank, is a port referred to in contemporary records as Karedu. This port appears to have been of some importance in the seventieth century, being linked directly by road to the capital city of Golconda. The bar of the river was always open to let in vessels of medium size. Customs duties were considerably lower here than in Masulipatnam, and merchants were importing and exporting goods here in some quantity. It must have been a port of some importance at one time and it is possible that it was one of the ancient ports of trade in Andhra. In Masters time it had already declined to it significance. South of Cottapatnam up to Palecacat, the only ports of any description are Kistnapatnam and Arumugam, the latter known to contemporary Europeans as Armagaon. This port is located on the eastern coast in the taluk of Gudur of Andhra Pradesh. Once, itwas a flourishing port centre stated by the Chola and Telugu Chola inscriptions. The port was referred to in the inscriptions as Kollitturai alias Kanda GopalaPattinam. Probably it could be named after the Telugu Chola king ViraRajendran dated in 1256-57 A.D. this port was engaged by the foreigners of various countries (pandine} bhumisamashaparadesigal and merchants. It also records that various types of vessels and boats were anchored in this port.They were referred to in the inscriptions as kalam, tonuru, tuli, kalavam, vidavu etc. Kalam is identical with kalam (small boat) mentioned in the Tamil literature and to}Uru probably identical with Tamil Toni. It has two words Toni+ Uru which ultimately became Tonuru. Uru is also a small vesse l used both for inland and coastal navigation for boarding a ship, loading a ship and fishing in the coastal areas in addition to their use in the rivers as ferry boats. It is not clear to give the meaning of tuli, kalavam and vidavu.During Irumadi Tirukkalattudevar (1279 A.D.) time, the merchants of various countries residing in this port donatedone fourth percent on the appraised cost of all he goods exported and imported at this port. During Vijayanagara period the port was renamed as Rajavibhadan Pattinam. About thirty-five miles south of Arumugam was the port of Paleacat on latitude 130 26N, longitude 800 20 E. In common with many other ports of the region it had no natural merit as a port, though contemporaries considered it better than Madras. The coast was shallow and there was a dangerous reef offshore, which larger ships of a later period were instructed to avoid. The main port was on the southern end of an island formed by the sea, and a lagoon or backwater called Paleacat Lake. A river flowed into the sear by the side of it but the bar was not deep enough to admit vessels of more than 50 tons. The island was called Sriharikota and a spit of sand separated it from the mainland. Ships anchored about a mile from the shore and had to be loaded and unloaded in small boats of the masoola type which were beached on the shore. Paleacat was an important port of Indian shipping dating back well before the seventeenth century, featuring prominently in the trade to South East Asia. Its hin terland, Poneritaluq, had several villages engaged in handloom manufacture, and Paleacat was the port of outlet for these goods. When the Dutch secured considerable rights and privileges here, they began to dominate the trade. They erected a fort, Fort Geldria, at the point where the river flowed into the sea, and dredged some of the sandbanks to enable the use of the river and the backwaters for transport in small boats. There were villages all round the port, some of which were ceded to the Dutch. They brought all these villages into the service of the port and developed the complex, by the end of the seventeenth century, into a substantial port town. The shifting of the river estuary, the sandbanks and coastal erosion appear to have made Paleacat less functional as a port in the eighteenth century. Outside the Dutch fort was a section of the port where Indian owned ships plied their trade. But they had to submit themselves to Dutch restrictive controls and appear to have moved ou t of Paleacat to other Coromandel ports. Under the Dutch, Paleacat was drawn in to the Dutch-Asian trading system and established close shipping links with important Dutch centres of trade such as Malacca, Colombo and Batavia. In the eighteenth century, in addition to climatic factors, political and economic events led to the decline of the port. In the nineteenth century Paleacat disappeared as a trading port and was not in use even in the coastal trade  [13]  . About twenty-five miles south of Paleacat is Fort St. George or Madras (originally Chennapatanam, situated on latitude 130 5 N, longitude 800 18 E. Generally recognized as among the worst harbours of the region in terms of physical situation, it has futures that were positively dangerous to shipping. It was not a place to which local shipping had restored before the foundation of the English settlement. Its precise origins are not clear but it appears that a town had been founded there a few years prior to its cession to the English. Whatever the origins, it is clear that the place was no more than a few fishing settlements when the English arrived there. The ruler though this a means to achieve his ambition of developing a commercial centre in his dominions. This proved eminently successful, though not in the way conceived by the ruler. Madras grew as yet another port along the coast with an open roadstead. In the beginning it was primarily used by English shipping. It later attract ed indigenous Indian shipping, though Madras in our period never became the home of a large Indian merchant fleet. Four miles south of Fort St. George is the port of San Thome, built by the Portuguese as a fort and town near the older Tamil port of Mylapore. Mylapore occurs as a port of significance in the trade to South East Asia, long before the Portuguese came to San Thome. After they settled there and built the fort, the better to control the trade and derive some tribute from it. Mylapore and San Thome seem to have functioned as an extended port, inland market and manufacturing town. Mylapore had settlements of weavers producing for an export market. The port was an open roadstead, much the same as Madras, though the rivulet of Adayar and the backwaters may have provided some facility for small boat traffic. The St. Thomas Mount rising just behind the port was visible from out at sea and was a good sounding point of sailors. Despite Portuguese presence, possibly because of it, Indian shipping continued unaffected by the English settlement of Madras. Like Madras, it drew from the Chingleput h interland for its textile exports and imported goods for that market. About seventeen miles to the south of Madras was Kovalam, which appears to have been use as a port of outlet at certain times. It never really grew to any importance, despite efforts by the rulers of the hinterland to achieve this in the eighteenth century. The obvious attractions of revenue from customs due on imports and exports persuaded the regional officers of the nawab of Arcot to foster the growth of this port and to initiate the construction of a town ship called Sadat Bandar. There is evidence that shipping was attracted to the port in the first decades of the eighteenth century. The Ostend East India Company was given permission by the nawab to establish a factory there with trading concessions. The company folded up and Kovalam never developed a trade of any consequence  [14]  . South of Kovalam, past Mahabalipuram and the so called Seven Pagodas, was the port of Sadurangapatnam, lying at latitude 120 32 N, longitude 800 10 E. It was an important port of oceanic trade in the seventeenth century, known to the Europeans as Sadraspatnam or Sadras. Though without a river, there was an outstretched headland that provided some protection to ships which could lie close to the coast. The temples Mahabalipuram just seven miles to the north were a good sounding point for ships sailing into this port. The port derived its strength from a well populated hinterland, with numerous weavers villages and with good access to internal markets by road. Indian shippers carried on an import and export trade from here across the Bay of Bengal. Its importance persuaded the Dutch to take the port and neighbouring village in lease in 1705, after which native shipping seemed to have moved elsewhere. The coastline south of Sadraspatnam was in our period a busy area of trade and traffic. It was littered with a number of ports situated within a few miles of each o

segmental reporting :: essays research papers

1.  Ã‚  Ã‚  Ã‚  Ã‚  Review and approval of the previous meeting’s minutes. 2.  Ã‚  Ã‚  Ã‚  Ã‚  Financial overview from Rosaline, on Jim’s behalf. She shared the annual budget of Hope House (see page 7 of Hope House project proposal, Appendix A, attached). Rosaline then explained how money is obtained to meet expenses. There was a long list of either annual, monthly, or semi-regular donors. From month to month, however, there is no guarantee that money sufficient to cover expenses will come in. Rent is paid regularly, but other expenses are not. The people who usually suffer end up being the support staff, and the home is currently behind on their salaries. The home also has a large outstanding debt with Gertrude’s Garden Hospital. 3.  Ã‚  Ã‚  Ã‚  Ã‚  Rosaline then provided an overview of some of the Home’s key needs. These included: -  Ã‚  Ã‚  Ã‚  Ã‚  staff salaries -  Ã‚  Ã‚  Ã‚  Ã‚  a vehicle -  Ã‚  Ã‚  Ã‚  Ã‚  a generator -  Ã‚  Ã‚  Ã‚  Ã‚  heaters -  Ã‚  Ã‚  Ã‚  Ã‚  baby care items food and nutritional formula -  Ã‚  Ã‚  Ã‚  Ã‚  medical care -  Ã‚  Ã‚  Ã‚  Ã‚  pharmaceuticals   Ã‚  Ã‚  Ã‚  Ã‚  among others. 4.  Ã‚  Ã‚  Ã‚  Ã‚  Katherine then provided her overview of the research she carried out on fundraising (see Appendix B, attached). Basically there are 3 ways to make money: a solicitation campaign, selling a product, or hosting an event. There is no one-size-fits all perfect fundraising solution. Katherine emphasized the importance of having quality campaign materials (perhaps we could find a business willing to print these for us free of charge) and good publicity. The general wisdom is that no more than 2-3 initiatives should be undertaken each year so as not to exhaust either volunteers or donors. We also need to determine who our audience is: who would want to give to babies? Roz mentioned that here in Kenya it is generally best not to focus on using the money raised for wages, though Katherine K. said that this would not be a problem abroad. 5.  Ã‚  Ã‚  Ã‚  Ã‚  This led quite naturally to a productive brainstorming session on ways to fundraise. The ideas generated are listed below: -  Ã‚  Ã‚  Ã‚  Ã‚  Java House pancake breakfasts -  Ã‚  Ã‚  Ã‚  Ã‚  Leo Club at ISK -  Ã‚  Ã‚  Ã‚  Ã‚  Concert at ISK of local musicians, e.g. Eric Wainaina -  Ã‚  Ã‚  Ã‚  Ã‚  Model United Nations dance -  Ã‚  Ã‚  Ã‚  Ã‚  Golf tournament -  Ã‚  Ã‚  Ã‚  Ã‚  Art exhibition -  Ã‚  Ã‚  Ã‚  Ã‚  Auction -  Ã‚  Ã‚  Ã‚  Ã‚  Develop list of prospective donors and send out solicitation letters (e.g. General Motors, Toyota, Brookside, baby food companies, baby care items companies, etc.) -  Ã‚  Ã‚  Ã‚  Ã‚  Newsletter for donors -  Ã‚  Ã‚  Ã‚  Ã‚  Ã¢â‚¬Å"shopping list†? -  Ã‚  Ã‚  Ã‚  Ã‚  food drives (already being done occasionally) -  Ã‚  Ã‚  Ã‚  Ã‚  cans for collecting coins in businesses (already being done to some extent) -  Ã‚  Ã‚  Ã‚  Ã‚  Ã¢â‚¬Å"Friends of Hope House† program -  Ã‚  Ã‚  Ã‚  Ã‚  Adopt a Cot program (already being done to some extent) -  Ã‚  Ã‚  Ã‚  Ã‚  British Army – shipment -  Ã‚  Ã‚  Ã‚  Ã‚  Ten pin bowling/mini golf -  Ã‚  Ã‚  Ã‚  Ã‚  Working with one of the theatres for an opening night event on a new film -  Ã‚  Ã‚  Ã‚  Ã‚  Dinner/dance at a major hotel or a BBQ around the pool with some entertainment

Criminal Justice Essay -- Crime Criminal Justice Police Essays

Criminal Justice This paper will describe my understanding of the text and of the lectures provided in the class. Unlike most classes, where I understood only my view of the text, this class was geared so each student would understand each other’s view. 3 An organization is a collective that has some boundary and internal structure that engages in activities related to some complex set of goals. Members of organizations attempt to meet their psychological, ego and emotional needs within the organization. Criminal justice organizations are particularly unique compared to other public or private sector organizations because of the governmental granted authority. Management within these organizations can be defined as the process by which the elements of a group are integrated, coordinated and/or utilized so as to efficiently achieve the organization’s objectives. In Law enforcement and correctional organizations, the front line officers manage people. This is especially true in the contro l of inmates. In these organizations, we must consider the hierarchy to be inverted. The front line officers, not limited to sergeants and lieutenants, influence the direction of the organization. Leaders in criminal justice establish direction by developing a vision of the future, align people through shared values and vision, and motivate and inspire people to move them toward the shared vision. Leaders will challenge existing processes and systems, focus on the future of the basic assumptions, values, and beliefs and create the basis for structural or programmatic change. 4 Conversely, leadership in corrections is often more complex. Prison and jail overcrowding, along with the increasing number of geriatric, mentally ill and an influx of younger and more violent inmates requires the managers of the organization to increase the training and motivation of line officers in order to deal with problems. In law enforcement agencies, leaderships must recognize the need for more communi ty policing programs. These criminal justice organizations must look inside themselves and adapt change in order to meet their goals and objectives. The goals of organizations not only provide direction but also serve as constraints or limits. An example in the criminal justice model would be for an agency to make more arrests to meet the public outcry, but also to insure the judicial and corr... ...ders within the organization must utilize all their skills to ensure agency goals and objectives are met, especially in the criminal justice system. The organization culture is very complex in nature within the criminal justice system. The law enforcement, judicial and correctional systems, even though essentially in the same business, are different. Each level of the justice system belongs to it’s own subculture. Each also, has subcultures within it. They act on individual socialization within themselves. A great example would be life within a prison institution. The warden, of course, is in charge of the institution but when off, the ranking correctional officer is in charge when he/she is with the inmates. The individual group leader of the inmates (according to the â€Å"pecking order†) is in charge when the correctional officer is not around. The examples given are of formal and informal socialization. Before taking this course and thoroughly reading the text, I was only exposed to law enforcement organizations. Most of the professors were either lawyers or law professionals. It was enlightening to read the text and to hear a different perspective from a corrections professional.