text:
Koninklijke Nedschroef Holding BV ( Ned für Nederland/"Niederlande" und schroef/"Schraube") ist ein Hersteller von Befestigungstechnik mit Sitz in Helmond, Niederlande.
Die Nedschroef Gruppe besteht aus 26 Unternehmen mit Niederlassungen in 14 Ländern. Die Kernaktivitäten sind Entwicklung, Herstellung, Kauf und Verkauf von Verbindungselementen für die Automobilindustrie und deren Zulieferer und Maschinen und Maschinenwerkzeuge für Heiß- und Kaltumformung von Stahl, hauptsächlich für Zulieferer der Automobilindustrie.

Nedschroef beschäftigt sich seit der Gründung 1894 mit der Herstellung von Verbindungselementen. Das erste Werk in Helmond produzierte Nieten für die Schiffbauindustrie. Nedschroef Holding wurde für das hundertjährige Bestehen das königliche Zertifikat gewährt.

Deutsche Werke
 Nedschroef Altena GmbH (Vizepräsident & Geschäftsführer: Thorsten Niggemann)
 Nedschroef Plettenberg GmbH (Geschäftsführer: Jürgen Staritz)
 Nedschroef Fraulautern GmbH mit Produktionsstandort Berlin sowie Nedschroef Beckingen GmbH (Geschäftsführer: Stefan Tils)( Standort Berlin seit 30. September 2020 geschlossen)
 Nedschroef Fasteners GmbH (Geschäftsführer: Robert Zinsser)
 Nedschroef Schrozberg GmbH (Geschäftsführer: Christian Theiss, Paul Raedts)
 CP Tech GmbH (Geschäftsführer: Thomas Casey, Rolf Tijsma)

Weblinks
 Webpräsenz (englisch)

Unternehmen (Noord-Brabant)
Helmond

redpajama_set_name: RedPajamaWikipedia


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Overdetermined outcomes in social science
One of the reasons why it's important to think about explicitly about downward causation in society is how it interacts with considerations of social and economic justice.
Purely bottom-up effects can seem to have a different social valence than top-down effects.
One example, as noted by David Massad, has to do with segregation in housing. Famously, the Schelling segregation model shows how segregation in housing could be the result of autonomous individual decisions by people with a small preference for being with others like themselves (homophily). But historically in the United States, one factor influencing segregation was redlining, a top-down legal process.
Today, there is no question that there is great inequality in society. But the mechanism behind that inequality is unknown (at least to me, in my current informal investigation of the topic). One explanation, no doubt overly simplified, would be to say that wealth distribution is just a disorganized heavy tail distribution. A more specific account from Piketty would frame the problem as an organized heavy tail distribution based on the feedback effect of the relative difference in rate of return on capital versus labor. Naidu would argue that this difference in the rate of return is due to political agency on the part of capitalists, which would imply a downward causation mechanism from capitalist class interest to individual wealth distributions.
The key thing to note here is that the mere fact of inequality does not give us a lot to distinguish empirically between these competing hypotheses.
It is possible that the specific distribution (i.e cumulative density function) of inequality can shed light on which, if any, of these hypotheses hold. To work this out, we would need to come up with a likelihood function for the probability of the wealth distributions occurring under each hypothesis. Likely the result would be subtle: the difference in the likelihood functions would be about not that but how much inequality results, and whether and in what ways the wealth distribution is stratified.
Of course, another approach would be to collect other data besides the wealth distribution that bears on the problem. But what would that be? The legal record of the tax code, perhaps. But this does not straightforwardly solve our problem. Whatever the laws are and however they have changed, we cannot be sure of their effect on economic outcomes without testing them somehow against the empirical distribution again.
Another challenge to teasing these hypotheses apart is that they are not entirely distinct from each other. A disorganized heavy tail distribution posits a large number of contributing factors. Difference in rate of return on capital may be one important factor. But is it everything? Need it be everything to be an important social scientific theory?
A principled way of going about the problem would be to regress the total distribution against a number of potential factors, including capital returns and income and whatever other factors come to mind. This is the approach naturally taken in data science and machine learning. The result would be the identification of a vector of coefficients that would indicate the relative importance of different factors on total wealth.
Suppose there are 20 such factors, any one of which can be removed with minimal impact on the overall outcome. What then?
Filed Under: computational social science, economics
Tags: heavy tail distribution : inequality : suresh naidu : thomas piketty

redpajama_set_name: RedPajamaCommonCrawl


AVG Technologies are world-known for their AVG Antivirus that millions of users have installed on their computers. AVG Technologies, once known as Grisoft, was founded in 1992 and has since then been developing software within the security business. The most popular programmes in the AVG series are AVG Antivirus, AVG Internet Security and AVG PC TuneUp as well as the AVG Ultimate. AVG was bought by Avast in 2016.


Hello there, my name is Juba Polati and I am the animator who created "Cursed" – that short film where a bunch of stuff happens in Maya, yes the one with the T-Rex. If by any chance you haven't seen it, I would love for you to watch it, it will make things a lot easier to understand from now on.
Before we begin, I want to clarify that there are many ways to create a project, here I will briefly talk about how I tackled my Short film, just bear in mind it isn't the only way. Also, I will be using a lot of terms and words that are part of the CG and Animation world, I will try to explain as much as possible, but if you don't know a specific word, then it's a great way to familiarize yourself, look it up online and find out what it means.
My process is a lot like what DJ teaches here at Animation Salvation, but still, a little different, here I'll explain. These are what I would call my steps in regard to DJ's.
With that being said let's begin, but first Research!
After I came up with the idea, which is the easy part by the way, I went and did some research! What I mean by that is, I thought about what I wanted the film to be, so I went online to find images that had the same look, and same style I was going for. I tried to find things that would help define what I wanted to create, so the transition of what's going on inside my head to reality was as close as possible.
I "faked" the scene by creating a plane in the scene and projecting the texture of the UI onto it.
On the other hand I also needed to find out how I was going to make it. My first major road block was figuring out a way to have everything inside a Maya scene. I started experimenting with screen capturing & practicing the mouse movements to fit the action of the character; but I soon realized that would take more time than I had. So I figured out another way to approach it, I would "fake" the scene, by measuring the width and height of the Maya UI (User Interface) and creating a 1:1 plane in the scene I was able to project the texture of the UI onto it. I then created a simple rig to control the interaction with the mouse and there it was, the basis of the project. I maintained the same idea for everything else, creating other planes with projected textures for the file menu and Import screens, and a simple 3D rig for the Cursor.
That let me have absolute control over the timing and interactions, which in the end saved me a lot of time. After figuring that out, I could actually start planning the film, and move on to the animatic.
For those of you who don't know what an animatic is; it is the simplest form of showing your animation or movie. You make storyboards and compile them to show the pacing and timing of your shots. Create an animatic! It becomes incredibly easy to tell what works and what doesn't in your film, and so, easy to fix at this stage. Watch these clips, they will explain it a lot better than I can.
I can definitely say this was the hardest part for me, since the idea I had let me explore several different situations, and it was hard to pin down the story and interactions to fit the short time frame I had. But with this process I was able to figure out what story I was telling and how I would tell it.
For me it was easier to go straight into a 3D animatic since my staging was incredibly simple and I didn't have any complex compositions. So I shot some live reference of me playing out what I imagined the interactions would be like, cut and edit my footage to play like the film and added most of my golden poses to the scene, and there it was, I had my 3D animatic. I make it sound simple but this stage took weeks of work and planning, and the contents of the film changed several times.
Show your stuff to other people and ask them what they think. It really helps to have that different perspective.
and knew I was changing it for the better. I have to say I had a lot of support from my animation teachers and friends, and without them, the film wouldn't be half what it is. So in this stage, show your stuff to other people and ask them what they think. It really helps to have that different perspective.
At this stage it's all about experimenting, creating, showing, reiterating… Rinse and repeat. And after you have something that works and that you like, well then my friend, it's time to get your hands dirty!
Animate, animate and ANIMATE! That is all.
Well there is a bit more to it than just saying animate… In my case I had a huge scene (time wise, not in actual file size) that held all my golden poses, but if I started animating within that scene, for one it would become really heavy and give me immense heartache at the end of production, and lastly I would never feel like I was accomplishing anything, since the shot would never be done until the last moment. So I got some great advice from my mentor to break the movie down into separate shots, that way it would become a lot more manageable, and by separating them into difficulty, from easy to hard, it became easier to judge how much work I had to do.
I started with the easiest shot I had, to get the animation juices pumping to my brain, and immediately jumped to one of the hardest, I made it my priority to finish the hardest ones first, because leaving them to last was too much of a risk. I would always go from a hard shot to a medium, back to a hard and then maybe an easy one to regain my spirits.
But you must be asking: how do you take on a shot?
Where to start? A lot of places, first and foremost, on your computer desk. Sitting with the correct posture, and also taking breaks every hour to stretch, because kids, maintaining your physical health also keeps your animation "alive", see what I did there? I mostly start on paper, writing down my character motivations and actions I imagine would happen in the shot, and with that in mind I move on to shooting live reference.
Reference is incredibly important to your shot and Animation in general, so I focused on learning a lot of the process and how to make it work for me. I would get a camera that shot in 24fps, go inside a room and stay there for hours at a time, thinking of silhouette and staging, character reactions and motivations. I had a lot of help from my friends, but if you're not comfortable with shooting in front of other people, that's totally fine. Find what works for you.
After I got my reference, I would cut and edit the shots I thought worked best, and mash them together into a single clip. That made analyzing and studying my body acting a lot easier. I analyzed the clip to understand what was moving when, and where the center of gravity was; all that good stuff.
After I had my Golden Poses, I would block in the key poses to tell the timing, extremes and movement in the shot. Keep in mind in this phase I'm still in stepped mode, working to find the right timing and spacing in my action.
After I was happy with my blocking, I would start adding breakdown poses, to help define my arcs, overlapping actions and follow through. This helps to read the action better and get a better sense of the movement.
This is the part where you take your animation from Stepped mode, into the smooth Linear, or Auto mode. I experimented a lot in this phase, changing the modes to see what I preferred for the shot. This is also the part where I started to clean up my Graph Editor.
This is the last 10% of your animation, the cherry on top! I spent a lot of time in this part, just adding detail and texture to the animation, but one thing I always kept in mind is knowing when to be done with a shot and move on, since I had another fourteen to work on. It is hard, and a lot of times I left a shot with the feeling of it not being done, but that let me touch every shot then go back, polish and fix what I already had.
What did I do after I finished animating? Ha! Surely you jest my friend! I was never done animating! I had a deadline, and so couldn't animate anymore =D. But either way, what about rendering?
Rendering is for FOOLS! No, I joke. Rendering is awesome! But I had a choice: spend time rendering or animating? I chose the latter and playblasted my film. I just found a way to get a decent quality out of the playblast and since I was doing that anyway to check my animation, I had all my shots getting updated every time I polished something.
All I had to do was some editing, titles and picking my soundtrack, which I did from 5 Alarm. The Sound Design was done by Matt Thomas from VFS. Thank you to him!
Well this was mostly my process, and there were times where a lot of these overlapped each other in production time, I was editing and doing titles, while I animated, I was blocking a shot and polishing another. Also what I describe was a process taught to me by incredible artists (aka animation Teachers and friends) that supported and helped me through making the film, so for that I'm always grateful. If you made it this far I congratulate you on the conviction and thank you for reading! Now, all I can say is, go animate!


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2 more arrested for allegedly performing female genital mutilation on minors in Michigan
By Anna Swartz
The U.S. Department of Justice announced Friday that two people have been arrested and charged by criminal complaint for "alleged participation in a conspiracy that involved performing female genital mutilations on minors."
Fakhruddin Attar, 53, and his wife Farida Attar, 50, reportedly worked with Jumana Nagarwala, a Detroit physician who was arrested April 12 and charged with illegally performing FGM on minors, including girls as young as 6 years old.
Authorities believe Nagarwala and the couple arrested Friday carried out the procedures at Fakhruddin Attar's clinic in Livonia, Michigan. Some of the girls may have traveled to Livonia from out of state.
FGM — which involves the partial or complete removal of external female genitalia — has no medical benefit and is not associated with any religious texts, according to the World Health Organization. It's widely recognized as a human rights violation against girls and women, and human rights advocates have long advocated against the practice.
The procedure is commonly seen in several regions of Africa, along with Asia and the Middle East. It can leave survivors with lasting damage, including urinary problems, pain during intercourse and increased risk of complications during childbirth, according to the WHO.
Fakhruddin and Farida Attar are scheduled to appear in a Detroit federal court on Friday.


Unmotivated: I can't call into work today and say, 'Sorry – I won't be in this morning, I'm feeling a bit… unmotivated.' It's true though. I am. If – when – I do go to work today, I won't be motivated to send that email, finish that project, or read Barbara's fifth attempt at the story for page eight. She's sending in awful drafts. "No, Barb, character vulnerability does not mean they need to be crying the whole time." But we need to work with her because her husband prints the magazine.
If – when – I go to work today, I will read the new protocol twice, maybe more, because each time I get to the end of the last page I'll realise I have no idea what I just read.
I'll keep walking back and forth from my desk to the kettle.
I'll offer to sharpen everyone's pencils to look like I'm keeping busy.
I'll lengthen my conversations with the janitor on the way back from the toilet just to waste time.
And if I do phone up and say I'm feeling unmotivated, they might ask me why. And then I'll have to tell them.
I couldn't say that. They would whisper about me in the office all day and then the Ellen the Evil Editor would find out and call me back, getting my name wrong over the phone, to tell me maybe I should take some 'personal time off'. We all know what that means – unpaid leave until I'm invited back. Which is likely to be never.
My dad says to stick it out for a few more years. But by then, I'll have grey hair and wrinkles – maybe a bigger vocabulary – but I won't be happy. And Jonathon will still not have proposed and Ellen will still not have noticed that not only do I work 40 hours a week at the office but I come home and read a couple hours every evening so I am at the same pace as everyone else.
So instead, I push the duvet off me, stretch until the bones crack, stand under a cold shower, have a strong coffee and get on the train.
I haven't brushed my hair, I'm carrying bags under my eyes, I'm pretty sure I'm wearing the same thing as yesterday, I wander aimlessly about the office for an hour and nobody asks if I'm feeling okay.
All artwork from http://www.ordinaryyoungman.com/ whose aim it is to capture the every day feelings happening inside young people.


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package org.eclipse.cft.server.core.internal.client;

import org.eclipse.wst.server.core.IModule;

/**
 * An operation performed in a {@link CloudFoundryServerBehaviour} target Cloud
 * space on a target IModule
 */
public abstract class BehaviourOperation implements ICloudFoundryOperation {

	private final CloudFoundryServerBehaviour behaviour;

	private final IModule module;

	public BehaviourOperation(CloudFoundryServerBehaviour behaviour, IModule module) {
		this.behaviour = behaviour;
		this.module = module;
	}

	public CloudFoundryServerBehaviour getBehaviour() {
		return behaviour;
	}

	public IModule getModule() {
		return module;
	}
}

redpajama_set_name: RedPajamaGithub


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13+ Fabulous Facts About | Where Did Hamlet Go To School | Latest Ideas 2022
July 14, 2022 July 14, 2022 Gaurav
You may hear about what is a play? An act performed to show some lesson or tell some tragedies that happened in the past and is mostly adopted from novels, myths, or short stories. One of the most popular fictional plays was Hamlet by William Shakespeare.
If you are looking for every basic information about the play like who was Hamlet, where did Hamlet go to school, where was it established and many other queries then this article is for you. We are sure your journey to search for Hamlet will end up here.
1 Who Was Hamlet?
2 When was Hamlet born?
3 Where Does Hamlet Take Place?
4 When Was Hamlet Written?
5 Where Did Hamlet Go To School?
6 What Did Hamlet Do In Wittenberg?
7 FAQs:-
Who Was Hamlet?
Hamlet was the protagonist, also known as the Prince of Denmark. The son of Queen Gertrude and the late Monarch Hamlet and the nephew of the reigning king, Claudius, Hamlet is about thirty years old at the beginning of the play. Hamlet is depressed, resentful, and cynical. He is filled with rage at his uncle's cunning plans and revulsion over his mother's sexuality.
Hamlet is a contemplative and intelligent young man who attended the University of Wittenberg. He is occasionally prone to reckless and impetuous actions.
He wrestles with his sanity early on in the play as he decides whether and how to get revenge for his father's death. By the end of the tragedy, Hamlet has been responsible for the deaths of Polonius, Laertes, Claudius, and boyhood friends Rosencrantz and Guildenstern.
When was Hamlet born?
Around 1348, King Hamlet and Queen Gertrude, who ruled Denmark until they died in 1367, welcomed their son into the world. Many claim that the first four acts of the play provide the sense that Hamlet is a young guy, a student and that his friends are similarly young people.
While Act V gives the impression that Hamlet is 30 years old based on the observations of the gravedigger Clown. Shakespeare may have found it more effective to make Hamlet 30 years old for dramatic reasons, or perhaps he simply forgot or didn't care.
Where Does Hamlet Take Place?
Elsinore, a secluded royal castle in Denmark where Shakespeare put Hamlet, provides the setting for several action scenes. Another scenario takes place on "a plain in Denmark," distant from the castle. Shakespeare borrows both the setting and the mythology of a Danish prince named Amleth, who is said to have lived in the eleventh century.
The castle is a locked-off area where schemes and intrigues thrive and where there is a lot of murder, incest, and treachery. It is dishonest on many fronts. Spies hide among the various pillars, drapes, and alcoves that are there. Hamlet enters these surroundings like a light, seeking retribution for the killing of his father. It's not at all an easy situation. He exacts retribution and purges the corruption, but at the price of his own life.
When Was Hamlet Written?
Hamlet was presumably first performed in July 1602, during the first half of the seventeenth century, when it was written (perhaps around 1600 or 1601). It was initially printed in 1603 and released in 1604 in an expanded edition. Shakespeare took themes and plots from previous literary works for his plays, as was customary in the sixteenth and seventeenth centuries.
A note on "A book called The Revenge of Hamlet Prince of Denmark as it was recently played by the Lord Chamberlain and his Servants" was recorded in the Stationers' Register in 1602. Only Stationers' Company members were allowed to publish books at this period; members who wanted to print a book and had to submit its title in advance in the Register.
Where Did Hamlet Go To School?
Many individuals refer to Hamlet as "Young", he has physical characteristics and a manner of speech with Fortinbras, Rosencrantz, and Guildenstern, his college schedule indicates that he is a student, and he appears to be a little younger.
Hamlet goes to the University of Wittenberg in Germany. Hamlet was completely embraced within the academic community. Berlin and the surrounding area are located on the Elbe River, which flows from east to west and connects to the North Sea.
Where Does Laertes Go To School?
Laertes, a young Danish nobleman, is Ophelia's brother and Polonius' son. Like many college students, he spends most of his free time at school, yet he still manages to cram a lot of activity into the short hours he is home. The new Danish king's coronation is being attended by Laertes, a student who is now enrolled in France.
Where did Hamlet go to school before his father's death?
Hamlet had asked Claudius to forbid him from fulfilling his dream of returning to Wittenberg University, where he had been attending before the death of his father.
She concurs with her husband when he expresses his desire for Hamlet to continue to be close to her. Many people were having this query where Hamlet went to school before his father's death, and what was the reason.
How Old Was Hamlet When His Father Died?
As mentioned above Hamlet was thirty years old when his father died. This is also compatible with his being described as a scholar, a courtier, and a soldier. Like everyone else in Denmark, Hamlet thinks that his father's passing was not tragic. According to folklore, a deadly snake struck Hamlet's father one day while he slept off on the balcony in the garden.
What did Hamlet Study at University?
By speculating that Hamlet may have attended a former Catholic institution at Wittenberg to study philosophy, THE WESTERN HUMANITIES REVIEW. But before the establishment of the university in 1502, there is no mention of a school or academy there that would have drawn students from outside.
What Did Hamlet Do In Wittenberg?
Hamlet was studying in Wittenberg. A critique of "Wittenberg," a bloated farce by the Seattle Shakespeare Company about Hamlet's college years, in which he toils on the tennis court and engages in philosophical disputes with Martin Luther and John Faustus.
To save being executed, Hamlet will eventually have to command the English to execute Rosencrantz and Guildenstern for serving as spies for the king. Hamlet became a loner, an idealist, and a scholar thanks to Wittenberg.
Does Hamlet Truly Love Ophelia?
In actual life, individuals may depict events differently than they truly intend. Sometimes individuals are cruel to the ones they genuinely love. Similar to how Hamlet acts as though he does not truly love Ophelia in the play Hamlet. But in the tragic tale of Hamlet, the main the character, Hamlet, truly loved Ophelia.
This may be observed in his behavior toward her before learning that his father was murdered, in the way he pretended to be insane to convince the king and Polonius, as well as in his conduct following Ophelia's death. One reason why it is clear that Hamlet sincerely loves Ophelia because of his behavior toward Ophelia at the play's very start.
Act One of the play contains several instances of this. Hamlet's invitation of Ophelia to the play he is performing for the king and serves as an illustration of this in the play. He tells her to join a nunnery and never get married in a cruel and impersonal manner.
What Is The Setting for Hamlet?
Helsingor, a city on Denmark's east coast, is spelled "Elsinore" in English. Helsingor was a significant military bastion where the King of Denmark ruled over a small area of water during the time of Shakespeare.
The town has had a fortification there since the Middle Ages, and Frederick II of Denmark reconstructed it as a beautiful castle between 1574 and 1585. Shakespeare was certainly aware of the town and its castle since Will Kemp, a member of Shakespeare's playing troupe, most likely went to the castle at Helsingor to perform for Frederick, who was a fervent theatre aficionado.
The storyline of Hamlet, which culminates in the Norwegian prince Fortinbras attacking the castle, depends on the danger of invasion from other nations. The invasion's potential menace also adds to Hamlet's sense of unease and dread. The fortress built by Frederick II was the biggest of its sort in Renaissance Europe. Helsingor became well-known as a cultural hub thanks to the castle, and Hamlet's Elsinore is also one.
Actors on the road come to see Claudius, just like they did for Frederick. Horatio, a friend of Hamlet had traveled from Wittenberg, the top university in Europe, to Elsinore. Lamord, Another Frenchman, has lately visited Elsinore, and Laertes is also from France.
Claudius delivers diplomatic communications with the King of Norway and gets tribute from the monarch of England. Except for Act Five scene 1, which takes place nearby or perhaps on the castle grounds, the whole play takes place inside Elsinore's castle.
This cramped environment represents Hamlet's predicament. His tale is constrained inside the battlements of the Danish royal stronghold because he feels bound by his obligations to both his father and to the Danish royal family.
Why Does Claudius Send Hamlet To England?
King Claudius, who no longer thinks Hamlet is only lovesick, chooses to send Hamlet to England out of concern for his safety. The King agrees to Polonius' proposal to listen in on Hamlet's post-play talk with his mother to get additional insight from Hamlet.
In the hopes that a change of scenery may enable him to overcome his problems, he proclaims that he will send Hamlet to England. This is a fine concept, and Polonius concurs, but he continues to think that Hamlet's agitation stems from his love for Ophelia.
Where Is The Ghost First Spotted In Hamlet?
In Hamlet In the play, the Ghost makes an appearance in Act I, Scene 1, the Act I continuity, Scenes iv and v, and Act III, Scene iv. In at least two of the scenes, the Ghost shows up just after midnight, whereas in the other scenes, only the fact that it is night is mentioned.
Horatio, a friend of Hamlet, Bernardo, and Marcellus are the first people to see the Ghost outside the castle. The men demand that Horatio, a learned man, confront the Ghost as they draw their swords and cower in horror. Horatio requests that the Ghost talk and divulge its mystery.
Is Hamlet set in Denmark?
Yes, as mentioned above also, Hamlet was settled up in Denmark. The English spelling ofvHelsingor, a city on the east coast of Denmark, that is "Elsinore" was the exact place. King of Denmark controlled a small region of water from Helsingor, an important military stronghold, during Shakespeare's time.
Why Is Hamlet Set In Denmark?
The environment shapes the characters and their perspectives on the play. In particular, Elsinore Castle gives the play's protagonists like Hamlet, Ophelia, Claudius, and others a sense of confinement. The many sorts of locations provide tension and evoke strong feelings in both the audience and the performance.
Shakespeare picked Denmark for the site of Hamlet because he was probably familiar with the castle in Helsingor, which is spelled Elsinore in English. Numerous details about this environment are important to the conflicts and mood Hamlet establishes.
Why Does Hamlet Act Like A Moody Teen If He Is Supposed To Be 30?
His nature changed after his father's death. This is because of an incident that happened to him. Some are like his father died and he was in deep mourning, just one month after her mother remarried and the person she married was the killer of his father. Then his girlfriend betrays him.
Then his two closest buddies from childhood desert him. He was expected to succeed to the Danish crown, but his uncle(the murderer who was wed to his mother) now occupies the position. He mistakenly murders the wrong man while attempting to assassinate his uncle. These situations made Hamlet a moody personality.
What Makes Hamlet Such A Compelling Character?
One of Shakespeare's most interesting characters is Hamlet, who serves as the adversary. Shakespeare succeeds in achieving Hamlet's heart desires, including retribution, through the use of his emotions, problems, and inconsistent behavior. The play does a fantastic job of grabbing attention with Hamlet's shaky sanity and compelling personality.
What dozen or sixteen lines does Hamlet add to the mousetrap(The Murder of Ganzago)?
We have no way of knowing without The Mousetrap/Murder of Gonzago. Also, Hamlet was a fiction, not a history so it is difficult to know about the lines. Shakespeare instructed Hamlet to inform the lead actor that he would be contributing a dozen to sixteen lines to THE MURDER OF GONZAGA.
Shakespeare did this to convey to the audience that Hamlet was personalizing the play for Claudius to recognize it as an account of what he accomplished. Shakespeare very likely never decided exactly which lines were written by Hamlet.
Is Hamlet's Madness real? Why does he start acting insane?
It is possible that by playing insane, Hamlet has brought about his mental collapse since he appears to believe that acting may be as genuine, or perhaps more real, than true feeling. There is a real response to the question "Why does he start behaving insanely?" and it's rather straightforward: so that Claudius won't murder him.
Hope so this article would have cleared all your doubts related to Hamlet-like where did Hamlet go to school and many more queries were answered above. Hamlet was a great fictional play. We recommend you to read about this beautiful play.
You will learn two important lessons from Hamlet, the first is that people can harm themselves if they allow their rage and need for retribution to rule them. The second is that you can get away with anything for a while in life, but not always.
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Home / Explore / Columbia at a Glance / Quick Fact: Nobel Prize
Quick Fact: Nobel Prize
Nobel Prize winners are Columbia alumni, faculty or former faculty. More Nobel Laureates have graduated from or taught at Columbia than any other University in the Ivy League.


With awareness about sleep and its impact on health people are so focused on completing the required hours of sleep that they often tend to ignore the quality of their sleep. Sleep as a therapy will work only when both its aspects are satisfied i.e. quantity and quality.
Many of us get to bed early to complete the required quantity of sleep, but do we really wake up feeling fresh and alert. Though stress and fatigue play a pivotal role in affecting sleep quality, the other major factor impacting sleep quality is incorrect "Sleep Postures".
Back Ache: Ideally, for back pain one must sleep in the most comfortable position as preferred. However, sleeping on the back is known to help reduce back-pain. For severe back pains, rolling a small hand towel and placing it in the curve of the back helps support the spine and reduce the tension. However, this sleep posture is not advisable for a person suffering from both snoring and backache.
Stiff shoulder: Stiff shoulder is a common problem for people with desk jobs and those travelling long distance daily on bikes and in cars. The ideal sleep position would be to sleep on the good-side, i.e., not on the side that is hurting, with knees bent and pillow(s) tucked between them. Unfortunately, if both your shoulders hurt then, the only plausible position would be sleeping on your back.
Sinus problem: Incorrect sleep posture can aggravate any existing condition of sinus. Sleeping with head propped up on a pillow will stop or reduce the collection of mucus in the sinuses, thus ensuring sound sleep at night.
Headaches: There are many causes for headaches and one of them is incorrect sleep posture. The way your neck is positioned when you are asleep can also cause headaches. People who suffer from constant headaches may benefit from pillows that support their head position.
PMS Pain: To manage pain during PMS, sleep on your back with a pillow under your knee. This posture reduces the stress on your spine and helps keep it straight.
Stomach problems: Most of the times the cause for restless nights is problems related to the stomach, such as indigestion, acidity, constipation, etc. Sleeping on the left side is the most effective sleep posture that helps reduce and overcome these issues. This posture helps improve digestion and overall functioning of the organs.
Neck Pain: To relieve neck pain while sleeping, roll a small towel and place it under the neck curve for additional support.


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I'm working on my graduation project and i need help in creating a blogging system using PHP (Zend Framework) that should work on my website. any suggestions???
The blogs are available for certain user types. They should be able to create new blog entries, edit and delete old ones and review others' blog entries.
How did u go with the project??
I found a blogging system using the zend framework in a book called "Practical Web 2.0 Applications with PHP". The book is a bit intermediate but the blogging system is pretty good. Since i'm not using smarty in my project, i have to transfer all the templates to be viewable using phtml instead of tpl. That's the problem i'm facing currently since i don't quite understand the code written in the templates.


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Teacher's Guide to Free and Independent State
Welcome to the teacher's guide to the 8th grade level Tennessee History for Kids booklet called Free and Independent State [2019-2020 edition]. This web page contains further information about the chapters contained in the booklet.
Rather than buying a single classroom set, please consider buying one for every student. TN History for Kids sells these booklets for $2 and prints them on non-glossy paper because we want students to write in their booklets and keep them.
Please do NOT copy the booklets. That is a violation of our copyright and makes it difficult for us to continue to exist. The reason we sell them for only $2 is so teachers will not be tempted to copy the booklets.
If you would like the answers to the quiz questions in the booklet, please email me at bill@tnhistoryforkids.org and tell him your name and the school at which you teach.
Fort Loudoun State Park photo
Click here to see the video "Happy Times at Fort Loudoun."
If you live in the sector between Knoxville and Chattanooga, do try to make a trip to Fort Loudoun State Historical Park–especially on a day in which a living history event is taking place there. The staff is pretty wonderful and knowledgeable. While in the area, also check out the Sequoyah Birthplace Museum, which was completely rebuilt in 2018. Tell Charlie that History Bill sent you!
Also, it is interesting that there has never been an archaeological dig on the site of the Fort Loudoun Massacre. Perhaps there will be one some day, and archaeologists will find remnants of British army uniforms.
Thomas "Big Foot" Spencer is one of the most fascinating characters in Tennessee history, and there are many first-person stories about him.
The view of I-40 from Spencer's Rock
The rock shown on page 8 is actually along I-40, and it really should be the site of a state park, or at least a trail. As you head west and approach the Cumberland County community of Crab Orchard, you can see it high on the mountain on the right. (See photo to the right for the view FROM Spencer's Rock.)
The actual Donelson Party journal still exists, and transcripts of it can be easily found on the internet. Click here to be taken to the TN State Library and Archives photo showing it.
In recent years historian Paul Clements has proven that parts of the journal were, in fact, written by Colonel Donelson, while other parts were written a generation later by his son, who was also on the journey. So parts of the journal were probably forged. However, all of it is still a primary source.
Matthew Rhea's 1832 map
If you live in northeast Tennessee, a great place to learn more about the Donelson journey is at Sycamore Shoals State Historic Park.
Finally, the map shown on page 15, and pictured here, is fascinating to say the least. The original map was created by Matthew Rhea in 1832; it is part of a much larger map of the entire state. However, the TN State Library and Archives does not know who hand wrote the barriers that you see marked along the map (Suck, Boiling Pot, Skillet, etc.) These navigational barriers were buried forever when the Tennessee Electric Power Company built Hales Bar Dam in the early 1900s, but this map shows exactly where they were.
This map shows how the British army moved through S.C.
If you click on the map to the right, you can see it better than you can on page 18. To me, the most interesting thing about this map is how Sycamore Shoals is nearly directly NORTH of Kings Mountain. Normally, we think of South Carolina as east of Tennessee… but in fact, parts of South Carolina are west of parts of Tennessee.
Shelving Rock, shown on page 19, sits alongside state highway 143, just south of the town of Roan Mountain. I have to admit that I drove right past it the first time without realizing what it was.
There is a point about the Battle of Kings Mountain which sounds made up, but apparently isn't. Major Patrick Ferguson apparently traveled with two girlfriends, one of which was called Virginia Sal and the other Virginia Paul. This information apparently came from the interviews of historian Lyman Draper, and it is mentioned several times in this video shown at the Kings Mountain National Battlefield.
For more information about Kings Mountain, I recommend this book of first-person accounts of the battle.
The statue of Blount at the National Constitution Center
The "Lost State of Franklin" is such a unique story in American history that there are many documentaries about it, including a segment from the recent series "How the States Got Their Shapes."
"A Tennessean in Philadelphia"
One point I would like to add about William Blount is that there is a statue of him at Signers Hall at the National Constitution Center in Philadelphia. Blount is well known in Tennessee history, but the docent I met at the National Constitution Center that day told me that no one had ever asked about him.
I wrote Chapter Six from scratch as I was putting together this booklet in the fall of 2018. I think what inspired me to do it was the map on page 31, shown here. This map leads to two questions: First of all, if you were a U.S. Congressman in 1796, would YOU have voted to allow Tennessee to become a state? I probably wouldn't have. After all, Tennessee hardly looked ready for statehood.
This map was made by Dan Pomeroy of the TN State Museum
Also, does the fact that Tennessee became a state so early, when its map looked like that, indicate that there was ALREADY an assumption that the Cherokee and Chickasaw Indians were going to be sent west? It does make you wonder.
One thing that I would like to add is that the area all around Chalmette National Military Park was badly flooded in 2005 as a result of Hurricane Katrina. There is a neighborhood just across the highway from the battlefield that contains roads named for military leaders from Tennessee. When I visited to take the photos shown in this chapter, many of them were still abandoned because of flood damage.
I have many "promotional articles" from old Tennessee newspapers about West Tennessee towns that were being formed in the 1820s.
I have uploaded three of them on this website–one for Memphis, one for Somerville (originally spelled with two m's), and one for Dresden.
The quality of some of them isn't great. But remember: These are saved from microfilm! It is remarkable that the quality is as good as it is.
Just click on them to make them larger.
Also, I strongly recommend purchasing a copy of David Crockett's autobiography. However, assuming you can't, click here to read a transcript of it online.
In 2018, I wrote and self published an entire book about what newspaper advertisements prove about the institution of slavery in Tennessee. Called Runaways, Coffles and Fancy Girls, the book is not officially connected to Tennessee History for Kids. Although I have spoken about the book to many civic groups and teacher conferences, I have heard mixed opinions about whether it is appropriate for eighth grade readers or not. Among other things, the book contains detailed data from no less than 906 different runaway slave ads which were published in Tennessee newspapers between 1793 and 1864.
In any case, click here to read more about this book and find out how to get a copy.
Also, click here to read original issues of The Emancipator.
We went to San Antonio and did a Tennessee History for Kids video about the Alamo. Click here to see it.
Click here for a virtual tour of Red Clay State Historic Park and here for a tour of New Echota State Park, which is in Georgia.
In the course of researching the book on slavery, I frequently ran into advertisements about stagecoach lines, and it is from those advertisements that Chapter 12 came about.
If you click on the uploaded ads, you should be able to read them. The one quoted on page 61 is on the right.
I wrote a column about the railroad that climbs the Cumberland Plateau between Cowan and Sewanee which sort of picks up where this chapter leaves off. Click here to read it.
You can find more information about the Battle of Shiloh on our virtual tour, here.
I do strongly recommend going to the Shiloh National Military Park. If you are fortunate enough to do so, try going in early April, when there are events associated with the anniversary of the battle.
Finally, click on the image to read the New York Times story about the random reunion between Generals Prentiss and Shelby years after the Battle of Shiloh.
For more information on Nathan Bedford Forrest's Civil War exploits, click here for a tour of Fort Donelson, here for a tour of Johnsonville/Forrest State Parks and here for a tour of Fort Pillow.
The photo on pages 78-79 is truly remarkable. Click on the image below to make it much larger and to explore it. I believe (and I am not 100% certain about this) that the road in the valley between the hills is about where present-day 8th Avenue is. The building in the distance may be atop what is now known as Reservoir Hill.
Library of Congress photo
Also make note of the crude structures strewn about which look like tents made of scrap wood. Considering this photo was taken in December, we can assume that these were horribly uncomfortable places in which to spend the night.
You will find much of the same text on the Tennessee History for Kids tour "in search of the Battle of Nashville," here. However, you will find some images that you will not find in the booklet.
Zion Cemetery in Maury County
An interesting point about Sam Watkins: He had very much fallen into obscurity before Ken Burns 1991 Civil War public television miniseries. As a result of that miniseries, interest in and knowledge of Watkins increased, and his memoirs were reprinted again.
Click here to hear his memoirs on audiobook.
Also, if you can, I strongly recommend a visit to Zion Cemetery in Maury County. Not only is Sam Watkins buried there, but so are 15 veterans of the Revolutionary War.
Click here to see the original copy of the Tennessee Constitution of 1870.
Free and Independent State [8th grade]
Four teachers helped in the writing and editing of this booklet. They helped us in making sure that the book would be as useful as possible for teachers trying to cover the 2019-2020 eighth grade social studies standards. They were:
* Suzi Constantine, from Williamson County
* Sean Lares, from Jefferson County
* Carla Sells, from Hawkins County
* Brian Wilcox, from Rutherford County


In the context of market research, special attention is paid to the analysis of data based on time series. In this research the focus is on the panel analysis. The survey was conducted in Central Serbia within the companies engaged in purchasing, processing and sales of non-wood forest products (NWFPs). The aim of the research was to investigate the influence of independent variables (placement on the domestic market, export and sales prices of NWFPs) on the dependent variable – purchase of raw products. The purpose of the research was to emphasize the importance of certain factors that influence the purchase of raw materials. The subjects of research were: companies operating on the territory of central Serbia, purchase quantity, placement on the domestic market and export, as well as the prices of final products.


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Resources and Benefits
All Honorees
Award Criteria and How to Nominate
HomeChicago Booth AlumniDistinguished Alumni AwardsAll Honorees
Joanne C. Smith, '00
President and CEO, Rehabilitation Institute of Chicago
Joanne Smith didn't plan to earn an MBA. She joined the Rehabilitation Institute of Chicago (RIC) in 1992 as an attending physician, specializing in physical medicine and rehabilitation.
Her interest in pursuing an MBA began when RIC asked her to serve as a medical consultant for the University of Chicago Hospitals, where she saw that leading physicians in acute "cure-based" medicine did not always understand the rehabilitation work of the post-acute sector.
In 2006, she was named CEO, the first woman to hold the post at RIC, where she has expanded services beyond Illinois and convinced the Pentagon to grant soldiers access to care at civilian facilities. Smith's success earned her recognition from Chicago Magazine as one of Chicago's top doctors and from Crain's Chicago Business as a "woman to watch."


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Transport System in India: Road, Rail, Air and Water
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Transport System in India! Learn about the Road, Rail, Air and Water Transport System in India.
Transport System in India: Growth, Development, Projects, Importance and Problems
Transport system is an important component of an infrastructure system in the economy. An efficient system of the transport is a pre-requisite condition for other infrastructure development of a country. It is playing very important role in generation of national income and employment. Transport sector facilitates the entire movement of production and consumption system of modern economy.
Goods produced are of no economic value unless they are taken to consumption centres. An efficient, speedy and economical transport system helps the economy in adding value to its produced goods. It also expanded the geographical coverage of the markets for goods and thereby acts to their effective availability. Supply of raw materials and other inputs also facilitates efficient and uninterrupted production activity. Thus, it helps in development of input-output relationship between different production activities.
Transport System in India: Road Transport
Roads are the dominant mode of transportation in India today. They carry almost 85 per cent of the country's passenger traffic and more than 60 per cent of its freight. The density of India's highway network — at 0.66 km of roads per square kilometer of land – is similar to that of the United States (0.65) and much greater than China's (0.16) or Brazil's (0.20). However, most roads in India are narrow and congested with poor surface quality and 33 per cent of India's villages do not have access to all-weather roads.
Road is one of the important means of transport. In the last six decades road had gone in prominence as a mechanism for moving goods and people in the country. This has partly reflected the greater innate flexibility road transportation. India has an extensive road network of more than 3.3 million km. making it one of the largest in the world. The road network comprises of national highways, state highways, district roads, rural roads and special purpose roads.
National Highways are premier arterial routes span about 58,112 km. throughout the country and cater to about 45 per cent of the total road transport demand. The road transport is highly suitable for an agrarian economy like ours. However, our road transport system still suffers from some basic drawbacks including the following- (i) Lack of proper planning, (ii) Multiple authorities, (iii) Resource Cost.
Road Network:
India, having one of the largest road network of 3.314 million km, consists of National Highways, Expressways, State Highways, Major District Roads, Other District Roads and Village Roads with following length distribution- National Highways/Expressways 70,548 km, State Highways 1,28,000 km, Major and other District Roads 4,70,000 km, Village Roads 26,50,000 km. About 60 per cent of freight and 87.4 per cent passenger traffic is carried by the roads.
Although National Highways constitute only about 2 per cent of the road network, it carries 40 per cent of the total road traffic. The number of vehicles has been growing at an average pace of around 10 per cent per annum (2001-02 to 2005-06). The share of road traffic in total traffic has grown from 13.8 per cent of freight traffic and 15.4 per cent of passenger traffic in 1950-51 to an estimated 60 per cent of freight traffic and 87.4 per cent of passenger traffic by the end of 2005-06. The rapid expansion and strengthening of the road network, therefore, is imperative, to provide for both present and future traffic and for improved accessibility to the hinterland. In addition, road transport needs to be regulated for better energy efficiency, less pollution and enhanced road safety.
National Highways Development Project:
In order to take up the improvement and development of National Highways, National Highways Development Project (NHDP), the largest highway project ever undertaken in the country, was initiated in a phased manner. Implementing agency for NHDP programme is National Highway Authority of India (NHAI).
NHDP programme began with Phase I and Phase II having following components:
NHDP Phase I & II envisage 4/6 laning of about 14,000 km of National Highways, at an estimated cost of about Rs.65,000 crore at 2004 prices. These two phases comprise Golden Quadrilateral (GQ), North-South & East-West corridor (NSEW), Port Connectivity and Other Projects. The GQ consisting of 5846 km connects four major cities, viz. Delhi, Mumbai, Chennai and Kolkata.
The NSEW corridors comprising a length of 7142 km connects Srinagar in the North to Kanyakumari in the South including a spur from Salem to Kochi and Silchar in the East to Porbandar in the West, respectively. The NHDP also includes Port Connectivity Project comprising a length of 380 km for improvement of roads connecting 12 major ports in the country and Other Projects involving a length of 962 km.
The Government has also envisaged a massive programme for development of National Highways under NHDP to be completed during the period of 2005-15 with an investment of Rs.2,35,690 crore in a phased manner. This programme includes completion of National Highways Development Project (NHDP) Phase I and II, NHDP Phase-III for up-gradation of 12,109 km of National Highways on Build, Operate and Transfer (BOT) basis, NHDP Phase-IV for widening of 20,000 km of National Highways to two lanes with paved shoulders, NHDP Phase-V for six-laning of 6500 km length of selected National Highways, NHDP Phase-VI for development of 1000 km of Expressways, NHDP Phase- VII for construction of 700 km of ring roads in major towns and bypasses and construction of other stand-alone structures such as flyovers, elevated roads, tunnels, underpasses, grade separated interchanges etc. on National Highways.
Public Private Participation:
Historically, investments in the infrastructure sector, particularly in the highways, were being made by the Government mainly because of the large volume of resources required, long gestation period, uncertain returns and various associated externalities. The galloping resource requirements and the concern for managerial efficiency and consumer responsiveness have led in recent time to an active involvement of private sector.
To encourage participation of private sector, the government has also announced several incentives such as tax exemptions and duty free import of road building equipments and machinery etc. It has been decided that all the sub projects in NHDP Phase-Ill to Phase-VII would be taken up mainly on Public Private Participation (PPP) route following either Build Operate and Transfer (BOT) toll mode or BOT (Annuity) mode.
Growing Importance of Urban Transport:
India is experiencing rapid urbanization with the present urbanization levels at 30% translating to a population of roughly 340 million living in urban areas. The number of million plus cities is presently at 42 and the urban economy accounted for roughly 60% of the GDP. Motorization rates in India are in double digits as in most developing economies. Only about 20 cities out of 87 cities with a population in excess of 500,000 and state capitals have any kind of organized transport and only 3-4 cities could lay claim to a mass rapid transit system. The share of public transport in cities with population sizes over 4 million has declined from 69% to 38% between 1994 to 2007. Accident and fatality rates are one of the highest in the world affecting' primarily the poor and vulnerable without their own means of transport.
Major Strategies for Road Development:
The Government of India has initiated following strategies for road development:
(i) India's Eleventh Five Year Plan identifies various deficits in transport sector which include inadequate roads/highways, old technology, saturated routes and slow speed on railways, inadequate berths and rail/road connectivity at ports and inadequate runways, aircraft handling capacity, parking space and terminal building at airports.
(ii) Increasing public funding for transportation in its Five Year Plans. Government aims to modernize, expand, and integrate the country's transport services. It also seeks to mobilize resources for this purpose and to gradually shift the role of government from that of a producer to an enabler. In recent years, the Government has made substantial efforts to tackle the sector's shortcomings and to reform its transport institutions.
(iii) Launching the ambitious National Highway Development Programme which has seven phases and is expected to be completed by 2012. It includes improved connectivity between Delhi, Mumbai, Chennai and Kolkata, popularly called the Golden Quadrilateral, in the first phase, North-South and East-West corridors in phase two, four laning of more than 12,000 km in phase three, two laning of 20,000 km and six laning of 6,500 km respectively in phase four and five, development of 1,000 km of expressway in phase six and other important highway projects in phase seven. Total expected investment is INR 2.2 trillion.
(iv) Operationalising the National Highway Authority of India (NHAI) to act as an infrastructure procurer and not just provider. Accelerate Road Development Program for the North East Region to provide road connectivity to all State capitals and district headquarters in the North East region.
(v) Financing the development and maintenance of roads by creating a Central Road Fund (CRF) through an earmarked tax on diesel and petrol.
(vi) Improving rural access by launching the Pradhan Mantri Gram Sadak Yojana (Prime Minister's Rural Roads Programme).
(vii) Reducing the congestion on rail corridors along the highly trafficked Golden Quadrilateral and improving port connectivity by launching the National Rail Vikas Yojana (National Railway Development Program).
(viii) The development of two Dedicated Freight Corridors from Mumbai to Delhi and Ludhiana to Dankuni.
(ix) Improving urban transport under Jawaharlal Nehru National Urban Renewal Mission (JNNURM).
(x) Upgrading infrastructure and connectivity in the country's twelve major ports by initiating the National Maritime Development Programme (NMDP).
(xi) Privatization and expansion of the Mumbai and New Delhi Airports and development of new international airports at Hyderabad and Bangalore.
(xii) Enhancing sector capacity and improving efficiencies through clear policy directive for greater private sector participation. Large parts of the NHDP and NMDP are to be executed through public private partnerships (PPP).
World Bank Support for Road Development Programme:
The World Bank has been a major investor in the transport sector in India. At present, it has ten projects in transport portfolio which include seven state road projects and one each for national highway, rural road and urban transport with total loan commitments for the transport sector in India as in June 2011 is US $5.9 billion spread over 14 projects.
The main activities include:
(i) National Highway Development Project:
The World Bank is financing highway construction on the Lucknow-Muzaffarpur corridors. The bank is also financing a technical assistance loan to improve the operational processes and systems of National Highway Authority of India including developing a comprehensive ERP system. Through these engagements, comprehensive improvements in road safety management and work zone safety practices have also been undertaken.
(ii) Rural Roads Program:
The program provides for the provision of all-weather roads to villages in seven States – Uttar Pradesh, Jharkhand, Rajasthan, Punjab, Uttarakhand, Meghalaya and Himachal Pradesh. Over the next five years, the two rural road operations would finance construction and up-gradation of 24,200 km of new all-weather rural roads connecting about 8,200 habitations.
The second rural road project uses a unique design and provides broad-based support for PMGSY. The project has adopted a result based methodology and focus on getting those results rather than individual transactions leading to those results. Bank funds will be disbursed against achievements of agreed results formulated as a series of disbursement link indicators.
(iii) State Road Projects:
State Highways are being upgraded in the states of Andhra Pradesh, Mizoram, Tamil Nadu, Punjab, Himachal Pradesh, Orissa and Karnataka. Besides improving the capacity of the core road network in the project states, these projects aim to improve the overall capacity of the transport sector agencies including preparation of long term financing and asset management strategies and the road safety management capabilities.
(iv) Mumbai Urban Transport Project 2A:
The project aims to improve transportation in the Mumbai Metropolitan Region by building upon the progress made under the first Mumbai Urban Transport Project and further increase the capacity of the suburban rail system within the Mumbai Metropolitan area on the existing infrastructure network.
(v) Sustainable Urban Transport Project:
The project supports improving the usage of environment friendly transport modes through piloting of demonstration projects in select cities with a focus on priority to public transport and non-motorized transport. The project also supports capacity building for developing and implementing sustainable urban transport systems.
(vi) Eastern Dedicated Freight Corridor Project:
The World Bank is financing, in the first phase, the 343 km Khurja to Kanpur section of total 1,800 km Eastern Dedicated Freight Corridor (Ludhiana-Delhi-Mughal Sarai). The World Bank may finance a total of around 1,100 km of the Eastern Dedicated Freight Corridor in three phases. It will also help in developing the institutional capacity of the Dedicated Freight Corridor Corporation (DFCCIL) to build and maintain the DFC's infrastructure network.
(vii) Public Private Partnership:
The Bank is actively contributing to strengthening the PPP policy framework in the transport sector through its ongoing dialogue with and knowledge management support to GOI, various states and urban local bodies. Bank is also supporting transaction advisory services for structuring highway PPP program in Tamil Nadu, AP and Orissa and financing part of the Karnataka highway PPP program including providing direct construction cash support for the modified annuity contracts.
(viii) Indian Road Construction Industry Study:
Given the large development programs being launched to support the rapidly growing economy, the supply side constraints in terms of the construction industry capacity are a serious cause of concern. The study reviews these limitations and suggests mitigation measures.
Rural Roads during Twelfth Plan (2012-17):
Rural Roads:
As an effective poverty alleviation strategy, "Pradhan Mantri Gram Sadak Yojana" (PMGSY) was launched in the year 2000, as a centrally sponsored programme and a one-time special intervention. The primary objective of the programme was to provide connectivity by way of all-weather roads to unconnected habitations with population 1000 and above by 2003 and those with population 500 and above by 2007 in rural areas. In respect of hilly/tribal areas, the objective is to link habitations with population 250 and above.
Up-gradation of selected rural roads to provide full farm to market connectivity is also an objective of the scheme, though not central. The programme has since been implemented by the Ministry of Rural Development, Government of India. The basic time frame for completion of the programme was perceived to be 2007; however, because of constraints of capacity of implementation in the States and availability of funds, the targets of the programme have not been achieved so far. On the whole this scheme is considered to be a successful scheme. The investment in this scheme in the Eleventh Plan is expected to be 59,751 crore. The projected investment by the working group for the twelfth Plan is Rs.2 lakh crore. Since the opportunity of attracting PPP in this sector is not high, the working group has projected the entire demand from the budgetary support.
Central Roads:
In the Eleventh Plan, around 9,044 kms of road would be constructed under various phases of the NHDP programme. Besides this, 1,012 km in the North-East package and 1,051 km under the road building under the Left Wing Extremism affected area would be completed. At present, out of 71,772 km of National Highways about 24 per cent length is of 4-lane and above standard, 52 per cent length is of Two-Lane standard and 24 per cent length of single and intermediate standard.
Out of the projected investment of Rs.1.9 lakh crore expected in the Eleventh Plan, the actual investment is likely to be Rs.1.52 lakh crore which reflects a shortfall of 25 per cent. The share of private investment is expected to be Rs.60,630 crore or 41 per cent. This shows that the PPP programme in the road sector has stabilized and progressing well.
The working group on central roads for the Twelfth Plan has projected an investment requirement of Rs.4.83 lakh crore of which the private sector component is Rs.1.75 lakh crore or 37 per cent, the rest expected to come from budgetary and extra-budgetary sources, including Cess on petrol and diesel.
More than 30,000 kms of national highways as well as 7000 km of roads under the North East and nearly 13,000 km of roads under the LWE areas would also be targeted to be completed during the Twelfth Plan. There is a Plan to invest in expressways also, although these may not be very cost effective.
Major problems of road transport are as follows:
(i) The road length is inadequate considering the size of the country.
(ii) A number of areas, particularly interior areas and hilly tracts remain to be linked with roads.
(iii) Large tracts of rural roads are mud roads which cannot be used for plying heavy traffic.
(iv) A number of urban roads are also poorly maintained. This is due to constraints of financial resources, organizational inadequacies, procedural delays, shortage of essential materials etc.
(v) Most of the State Road Transport Corporations are running on heavy losses. This is because of rising cost of operations, inefficiency in operations and corruption.
Transport System in India: Rail Transport
Indian Railways is one of the largest railways under the single management. It carried some 19.8 million passengers and 2.4 million tonnes of freight a day in year 2009 and is one of the world's largest employers. The railways play a leading role in carrying passengers and cargo across India's vast territory. However, most of its major corridors have capacity constraint requiring capacity enhancement plans.
Railways provide an efficient and low cost means of transport provided the system itself is made operational with timely investment in technological advanced rolling, stock signalling equipments and the like. The Indian railway is one of the largest railway systems in the world. It has an extensive network which is spread over about 69400 route kilometer comprising broad-gauge (69,146 RKM) and Narrow Gauge (254 RKM).
Approximately, 25% of the network is electrified. The Indian Railway has historically played an important role in the social and economic development of the country. Railways have an innate advantage as a mode of surface transport, being less energy intensive and more environmental friendly. There is need for strategic shift in Railways approach to give optimal benefits of these advantages to the economy.
For this purpose, the thrust to be on augmentation of capacity in the high density corridors sufficient reorientation among commercial lines and necessary tariff rationalization while continuing to play the desired social and developmental roles. Indian railways being a public utility service has been undertaking certain uneconomical operations in the larger social and national interest so as to provide affordable transport facility to the common man and to carry certain essential commodities meant for mass-consumption at very low freight rates.
Performance of Indian Railways:
During 2009-10 there was an excess of Rs.0.75 crore, which was appropriated to Development Fund. The originating revenue loading was 887.79 million tonnes in 2008-09. The transport output in terms of revenue net tonne kms. (NT Kms) was 600.55 billion in 2009-10 compared to 551.45 billion in 2008-09. Earnings from freight traffic (excluding miscellaneous goods earnings) was Rs.56,911.51 crore – up by Rs.5,162.17 crore (9.98%) from 2008-09. During 2009-10, the number of passengers carried was 7,246 million compared to 6,920 million in 2008-09 thus registering an increase of 4.71%.
Passenger kms which is the product of the number of passengers carried and average distance traversed was 903 billion, up by 7.76% from 838 billion in the previous year. Passenger earnings increased by Rs.1,547.96 crore (7.1%) compared to 2008-09. All the country's high- density rail corridors face severe capacity constraints. Also, freight transportation costs by rail are much higher than in most countries as freight tariffs in India have been kept high to subsidize passenger traffic.
Railways during Twelfth Plan (2012-17):
Railways were expected to generate investment of Rs.2.33 lakh crore in the Twelfth Plan against which the actual investment is likely to be Rs.2.03 lakh crore i.e. a shortfall of nearly 13 per cent. The financing pattern of the Railways has progressively shifted towards greater reliance on support from general exchequer and market borrowings during the course of the Eleventh Plan.
The Twelfth Plan for Railways is being formulated in the perspective of Vision 2020. Some key issues that have to be considered are urgent need to modernize, problem of saturated routes, low average speed and payload to fare ratio; safety; an extremely large still being sanctioned; huge committed financial liabilities on assured off-take models, equity requirements and counterpart funding for DFC, ROBs/RUBs, feeder route strengthening, debt servicing of IRFC; setting up of North Eastern Region Railways Development Fund; growth of earnings not commensurate with increase in expenditure with rising pension liabilities.
There is a growing realization that investment will have to be hiked for the railways to address the capacity constraints in the sector. In the coming Plan period, the two dedicated freight corridors are likely to be completed. There are Plans for the feasibility of another three or four more desiccated freight corridor – Delhi – Chennai, Howrah – Mumbai, Mumbai – Chennai and Chennai – Kolkata – to be taken up during the Twelfth Plan. There is a need for taking up a high speed rail corridor also.
The capacity of passenger segment needs augmentation by adding coaches and increasing speeds as does the freight segment by addition of wagons and enhancing speeds. The projection of invest by the working Grouping of the Railways for the Twelfth Plan is Rs.7.19 lakh crore of which more than 50 per cent is expected from the budgetary support and less than 10 per cent from the private sector.
Among the transport sectors railways have to be given priority in view of the energy, land and environmental considerations. Despite this thrust, Railways may have to work out a strategy for attracting a higher share of the planned investment from the private sector including PPP given the likely difficulties in generating such a high level of budgetary support.
Problems of Indian Railways:
Major problems are as follows:
(i) The existing technology of both electric and diesel locomotive is very old.
(ii) The railway network is smaller and inadequate vis-a-vis the requirements of the economy.
(iii) The railways are facing the problem of financial crunch. The conventional methods of increasing the net revenue, like rising of tariffs and expenditure control are inadequate for generating the levels of investment required.
(iv) Because of social responsibilities, railways are forced to operate a number of un- remunerative lines and suffer heavy losses. Often, essential goods like food-grains, fruits and vegetables have to be carried at a loss.
(v) Railways also suffer from overcrowding and poor passenger services.
Transport System in India: Air Transport
India is one of the fastest growing aviation markets in the world. The Civil Aviation sector has made significant strikes in coping with the growth of international and domestic traffic. It is now increasingly recognised that aviation far from being a mere mode of transportation for small elite group, makes an important contribution to the national economy and its crucial for sustainable development for trade and tourism.
With the liberalization of the Indian aviation sector, the industry had witnessed a transformation with the entry of the privately owned full service airlines and low cost carriers. As of May 2009, private carriers accounted for around 75% shares of the domestic aviation market. The sector has also seen a significant increase in number of domestic air travel passengers.
Aviation as an Emerging Sector:
Following reasons are responsible for emerging growth profile of the aviation sector:
(i) Growing middle class and its purchasing power for air travel.
(ii) Low airfare offered by low cost carriers.
(iii) Dynamic growth of the tourism in the country.
(iv) Modernization programme of non-metro airports.
(v) Increasing out bound travel from India.
(vi) Improvement in overall growth of the country.
(vii) Continuous fleet expansion by airlines.
(viii) Development of repair and overhaul (MRO) industry in the country.
(ix) Opening of new international routes by the government.
(x) Establishment of new airports.
(xi) Renovation and restructuring airports.
India has 128 airports, including 15 international airports. Indian airports handled 142 million passengers in 2010-11 and 1.6 million tonnes of cargo in year 2009-10. The CAGR for the domestic passenger and freight growth over the last decade has been 14.2% and 7.8% respectively. The dramatic increase in air traffic for both passengers and cargo in recent years has placed a heavy strain on the country's major airports. Passenger traffic is projected to grow more than 15% annually over 2011-13 and it is estimated that the aviation industry, currently 9th largest in the world, will require 30 billion USD investments in the next 15 years to keep pace with the growing demand.
India is among the countries with the fastest growing passenger traffic. Some of the factors that have resulted in higher demand for air transport in India include the growing middle class and its purchasing power, low airfares offered by low cost carriers, the growth of the tourism industry in India, increasing outbound travel from India, and the overall economic growth of India.
The first round of consolidation happened in the mid-1990s when airlines such as Damania Airways, East-West Airlines and Modiluft which has opened shop after the 'open skies' policy of 1991 either shut down or sold out, due to lack of management bandwidth or financial constraints. It was an era of high fares which made air travel a luxury restricted to business executives and moneyed individuals. This scenario continued till the early part of the last decade.
Emergence of Low Cost Carrier (LCC):
The low cost carrier (LCC) model introduced by Air Deccan in 2004 proved a game changer. By offering seats at rock bottom fares unheard of before, it democratized air travel in the country and catalyzed rapid growth in passenger traffic. The full service carriers- Indian Airlines, Jet Airways and Sahara Airlines who till then were operating in an oligopolistic market with high fares and plum profits found themselves at the receiving end and saw market share erode.
The advent of the LCC also set into motion some key structural changes in the sector, perceiving a burgeoning opportunity in Indian aviation, three more LCCs (Spice Jet, GoAir and IndiGo) and a couple of full service carriers – Kingfisher Airlines and Paramount Airways opened shop during 2006 and 2007.
However, with as many as 10 carriers operating, the market soon became too crowded for comfort, and several players started feeling the heat. Due to growing completion some high-profile mergers and acquisitions were took place in 2007-08. Jet Airways took over Sahara Airlines (renamed JetLite) after false starts and a continuing spat; Air India and Indian Airlines merged to form NACIL- a move which has generated more pain than synergies; Kingfisher Airlines took over the original low cost warrior AirDeccan (renamed Kingfisher Red) which had high leverage and found the going unsustainable.
Finally, the growing market share of LCCs and the economic slowdown in 2008 and 2009 meant that the pure full service model have lost its relevance. Full service carriers embraced the low fare model in good measure to ride out the downturn.
While Air India had its low cost arm, Air India Express, Jet and Kingfisher shifted a majority of their seats to the low fare category. Meanwhile, Paramount Airlines which was showing promise in South India was grounded in 2010 with some of its planes seized on reports of non-payment of lease dues. At present, the aviation market in India comprises three LCCs- Spice-Jet, IndiGo and GoAir and three full service carriers- NACIL, Jet Airways and Kingfisher Airlines which also offer low fare seats.
In the meantime Kingfisher's plans to do away with its low fare offering (Kingfisher Red) and focus only on the high yield segment of the market. The company claims that reconfiguration of planes towards this exercise led to some flight cancellation.
Poor Financial Performance:
Not only did LCCs chip away at market share, they also dented the financials of full service carriers by lowering yields across the board. This even as they themselves suffered start-up pangs. Full service carriers were also badly impacted by the high debt they had taken to expand fleet capacities and at the time of acquisition of other airlines.
However, amidst the LCC churn, the financials of most airlines inspired little confidence. The last time Indian Airlines (now NACIL) posted operating profits was in 2006. Among private Airlines, only Jet Airways managed to make an operating profit in 2006, while Paramount alone made minor operating profits in 2007.
The situation was no better in 2008 and 2009 with slowdown induced demand contraction and fleet oversupply conditions causing most players to report operating losses. Paramount and IndiGo were the only exceptions posting minor profits in 2009. The picture however improved in 2010 with the revival in the economy, curtailed seats and relatively benign crude oil prices. Except Kingfisher, all private airlines posted operating profits, though the net level, only the low cost carriers managed to remain in the green.
Again, it was debt which dragged down the full service carriers. The situation was similar in 2011 when buoyant demand conditions and reasonable crude oil prices for most part of the year led to a good operating performance by many Airlines.
However, only the LCCs have managed to post profits at the next level. In essence, for most of its history a chunk of the Indian aviation sector has been in the red.
The 2012 sadly is turning out to be a nightmare for the sector. Oil prices have shot up sharply beyond $100 a barrel levels. However, though demand is growing at a healthy clip, Airlines are not able to hike prices to the extent needed, thanks to alleged predatory pricing by NACIL in a bid to recoup its lost market share.
The present scenario continues a washout for most Airlines, including LCCs, even at the operating level. However, given their low levels of leverage (at least till now) LCCs will happen again seem better positioned to tackle the current turbulence. They, in fact seem to be optimistic about the prospects of the sector and have place large fleet order.
Cost-Effectiveness of LCCs:
Besides having low leverage, LCCs are true to their moniker exercise for effective control over cost. Latest data from DGCA for 2010 suggests that the cost per revenue passenger kilometer (a key metric of cost measurement in Airlines) was as low as Rs.2.9 for IndiGo, Rs.3.16 for SpiceJet and Rs.3.8 for GoAir. Comparable numbers for Kingfisher (Rs.5.59), NACIL (Rs.5.7), Jet Airways (Rs.4.5) and JetLite (Rs.4.2) were much higher.
Among the factors which help LCCs keep costs low is the limited type of aircraft in their fleet. This reduces maintenance cost. Also, the average age of their fleet is quite low which aids in curtailing costs. Besides, LCCs sweat their aircraft better by reducing turnaround time and making optimum use of aircraft space.
Growing Debt Burden of Full Services Carriers:
All of India's full service carriers are laden with heavy debt in excess of Rs.47,000 crore for NACIL, more than Rs.14,000 crore in the case of Jet Airways and round Rs.7,500 crore for Kingfisher. The high interest burden on these loans prevents the airlines from reporting profits even when times are good. Adding to NACIL's pain is the botched merger between Air India and Indian Airlines which is reflected in continued human resources integration issues.
Civil Aviation during Twelfth Plan (2012-2017):
During the last five years, India has become the ninth largest civil aviation market in the world with the passenger handling capacity having risen three-folders from 72 million
2005-2006 to over 220 million 2010-2011 and cargo handling capacity having risen from 0.5 million MT (2005-2006) to 3.3 million MT (2010-2011). The projected investment in the Eleventh Plan in the civil aviation sector is Rs.50,000 crore from GBS and extra-budgetary sources and Rs.30,000 crore of private investment in the airports.
In the Twelfth Plan, the working group has projected an investment requirement of Rs.75,000 crore for airports of which 75 per cent is expected from the private sector and another Rs.55,000 crore for other aspects of civil aviation investment such as Air India which is expected to be funded from the budgetary and extra-budgetary sources.
Problems and Prospects:
Indian aviation sector is largely affected by high costs (turbine fuels) and inability to revise fares due to severe competition from LCC so full airlines are incoming huge losses.
The aviation sector is a crucial cog in the country's infrastructure wheel. To ease its troubles, the government could consider reducing the high taxes on aviation turbine fuel. Also, allowing investment by foreign airlines in the aviation sector (reportedly being considered by the government now) would be welcome.
It is also critical for the sector players to revert to rational fares, as soon as possible. In this regard, continued shielding of NACIL by the government needs to be stopped. Also, there is little case for bailout of private airlines.
Transport System in India: Water Transport
Water transport includes inland waterways, shipping and ports services. It provides a cheap and efficient mode of transporting bulky cargo over long distances. It can be of great help in both coastal trade and international movements. However, the fleet of ships flying Indian flag compares poorly with those of other countries. It accounts for only about 1% of world's shipping tonnage. India has a very long coastline. It has 11 major ports and 148 minor operable ports along the coastline. With a long coast line and a strategic geographical location, India has a vast potential of adding to its shipping fleet and ports. By doing so it cannot only add to its foreign exchange earnings, but can also reduce its dependence upon foreign carriers. The major port of India handles around 90% (about 252 million tonnes) of the total cargo.
It is reported that over the past few years' labour and equipment productivity of Indian ports has increased but it still continues to be quite low compared with the major ports of several Asian countries. The main reason for this low productivity is not on account of underutilization of port capacity. The development of minor ports is the responsibility of the state governments, through the centre is always ready to help.
The Maritime States Development Council has been created to provide an integrated approach towards port development. Water transport is the cheapest mode of transport known to human being. Its efficiency can be further enhanced by taking advantage of the wind and solar energy. India has over 14,500 km. of navigable inland waterways comprising rivers, canals, and creaks, etc. Unfortunately, this means of transport stands grossly neglected. Out plans failed to pay adequate attention to this mode of transport.
A. Inland Waterways:
It covers waterways system available on big rivers of the country. In earlier days, goods were transported with the help of boats and ships through major rivers. These rivers are Ganges, Brahmaputra, Son, Mahanadi, Kaveri etc. but now-a-days, these inland waterways are losing their popularity. Actually, road transport has taken over the transport of inland waterways.
B. Shipping:
Shipping industry is one of the most globalised industries operating in a highly competitive business environment. It is far more liberalized than most of the other industries and is, thus, intricately linked to the world economy and trade. India has been a founder member of the International Maritime Organization (IMO), a specialized agency set up under the United Nations primarily dealing with the technical aspects of shipping relating to Maritime Safety, Protection of Marine Environment, Standards of Training and related legal matters.
The Directorate General of Shipping has been participating in various meetings of the IMO Committees, Sub-Committees, Council and Assembly and has actively contributed towards the development of various Conventions, Protocols, Codes, Guidelines developed by the IMO.
C. Ports:
India has 13 major and 199 minor and intermediate ports along its more than 7500 km. long coastline. India's seaborne foreign trade being 95% by volume and 67% by value, the ports play a very significant role in improving foreign trade in a growing economy. These ports serve the country's growing foreign trade in petroleum products, iron ore, and coal, as well as the increasing movement of containers. Indian ports handled cargo of 850 million tonnes and about 9.0 million TEU container traffic in year 2010.
Over the last decade, the average annual growth rate of port cargo volume has been about 10%. The future potential for port sector, particularly container ports is huge considering that the container traffic is projected to grow to 40 million TEU by 2025. Inland water transportation also remains largely undeveloped despite India's 14,000 kilometers of navigable rivers and canals.
Ports provide an interface between the ocean transport and land-based transport:
(a) Kolkata Port
(b) Paradip Port
(c) New Mangalore Port
(d) Cochin Port
(e) Jawaharlal Nehru Port
(f) Mumbai Port
(g) Ennore Port Limited
(h) Chennai Port
(i) Mormugao Port
(ii) Tuticorin Port
(k) Kandla Port
(I) Visakhapatnam Port
The average annual growth of cargo volume in the ports in the last decade was close to 1096. However, capacity utilization in some of the major ports remain as low as 58-60%. Both bulk and containerized traffic is expected to grow at a much faster pace in future and by some estimate the container traffic is projected to grow to about 4.5 times of the current volume by 2025. India's ports need to significantly ramp-up their capacity and efficiency to meet this surging demand.
Ports during Twelfth Plan (2012-2017):
Progress in the port has been relatively lower than expectations. The original target was Rs.87,995 crore, including private sector investment. The public sector component was Rs.30,305 crore of which the amount likely to be realized is lower at a value of Rs.7,685 crore. The private sector investment in the port sector is likely to be Rs.36,868 crore thereby bringing the total investment to around Rs.44,500 crore, nearly 50% of the originally targeted.
The main reason for the slow progress is because the Ministry of Shipping did not award any PPP projects during the first two years of the Plan because of the pending amendments to the model contract agreement. The major expansion has taken place in the non-major port sector being promoted by the states which have contributed to nearly 80 per cent of the private sector investment. In the Twelfth Plan period, Capacity expansion is a major thrust area for both the major and non-major ports.
The total investment proposed in the Twelfth Plan (without the private sector) is Rs.4,338 crore. It is expected that the thrust of the private sector port expansion strategy will continue in the Twelfth Plan and it is expected that the capacity in the non-major segment will overtake the major ports capacity during the Twelfth Plan period. Looking at capacity expansion in the port sector overall, it seems that the capacity will be more than the demand which will be a positive aspect for the quality of services.
Major problems of water transport are as follows:
(i) Operational constraints such as frequent breakdown of cargo handling equipment due to obsolescence.
(ii) Inadequate dredging and container handling facilities.
(iii) Inefficient and non-optimal deployment of port equipment.
(iv) Lack of proper coordination in the entire chain.
(v) Indian containers are costlier than other ports in the region for handling containers. The additional cost burden due to use of second and third generation vessels is as quite high.
Prospects of Water Transport:
India's transport sector is large and diverse; it caters to the needs of 1.1 billion people. In 2009, the sector contributed about 5.5 per cent to the nation's GDP, with road transportation contributing the lion's share. Good physical connectivity in the urban and rural areas is essential for economic growth.
Since the early 1990s, India's growing economy has witnessed a rise in demand for transport infrastructure and services. However, the sector has not been able to keep pace with rising demand and is proving to be a drag on the economy. Major improvements in the sector are therefore required to support the country's continued economic growth and to reduce poverty.
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