Wireless devices without Wi-Fi Essay Example for Free

Wireless devices without Wi-Fi Essay 3.1.1 What would happen if wireless devices were not governed by the Wi-Fi Alliance and each vendor had its own standards and protocols? What impact would this have on your personal life or business communications? Personal information and business will slow down due to each vendor having its own standards/protocols. It will also be more vulnerable to attacks and make accessing more difficult. 3.1.2 Give another example of a model that is used to visualize something that is difficult to observe or perceive. How does the model make it easier to understand? Another way of displaying information for easier understanding is to use a flow chart. A flow chart can be used as a step by step guide. 3.1.3 Based on what you already know about networks, what are the different layers you think would be necessary for communication to be mapped to a model? Consider direct connections between host devices and connections that require other routing equipment, such as a hub, switch, or router. 1. Data link 2. Physical 3. Application 4. Network 5. Transport 3.1.4 The granularity of the reference model will often determine the usefulness of the model. What will happen if a model is too general? What will happen if a model is too granular (focused on individual detail)? If the data is too detailed, it may overlap with other information. However if the data is too general, then there may be crucial information missing. 3.1 Review 1. Why would a three-layer model of communication that has the layers  physical, network, and application be insufficient to adequately describe network communication? The model would be insufficient because it would not have the ability to transport data to any other network. 2. What is the history of the OSI reference model? How did it come about and why was it created? Use your textbook and internet research to support your answer. OSI was created in the late 1970s. It was created to define a unifying standard of architecture for networking systems. OSI was meant to be the foundation for what would later be known as the internet but when comparing to TCP/IP protocols, OSI just wasn’t enough to support the rapid growth of the internet. Now, the OSI model is used to explain networking in general terms. OSI is still used today by software/hardware designers to clarify roles in a networking system. 3. What is the history of TCP/IP model? Why was it created? Use your textbook and internet research to support your answer. TCP/IP was developed in the early 1970s, originally as part of a research network the United States Defense Advanced Research Projects Agency (ARPA) developed. However, due to the TCP/IP protocols limitations and flaws, ARPA developed a new network. In the mid-1970s, it was found that TCP was attempting to do too much. This is when they decided to split TCP and IP into two separate layers. In the 1980s, TCP/IP was used to run ARPAnet and also started to expand to other machines and networks, completely evolving ARPAnet. This is how the internet was born. 3.2.1 Using Figure 3-1, define each layer of the OSI model in your own words and state what each layer provides. Use your textbook or internet research to support your answer. Application – Quality of service is established, communication partners are identifies, user authentication and privacy is considered and established. Presentation – Changes data into a form that the application can accept. Session – Manages and terminates connections between applications. Transport – Transfers data between systems, maintains flow control and recovery. Network – Provides switches and routing technologies and creating logical paths. Data link – Data packet is encoded Physical – provides the hardware necessary for sending and receiving data, bit stream 3.2.2 Using Figure 3-2 as a basis, complete the diagram to show the intermediate  encapsulation provided by each layer. Use your textbook and internet research to support your answer. Transport – Segments Network – Packets Data link – Frame 3.2.3 Briefly explain the de-encapsulation steps in the communication of host B receiving a message and host A destined for an active application. Host A will use application for the OS while allowing the PC to still communicate to other devices. Transport will control the data sent and received. The network will place IP addresses to the packets allowing data to be added to the MAC addresses and physical link between host and lines. Exercise 3.2.4 Explain why routing devices do not need the upper layer of the OSI model to route traffic. What is the highest layer of the OSI model used by the router to decide where to forward traffic? The first three layers of the OSI is typically what a router needs to route traffic. The first three layer are physical, data link and network. The highest level the OSI decide where to forward traffic to is the transport layer which is located in the host layers. Lab 3.2 Review 1. How does the abstraction of the physical layer facilitate interoperability across networks using different types of physical wires? IP terminals might be located in different parts of the build making it complex. There are lines coming in and out of the build that might be different than that issued to a company. To try and replace one will be complex, confusing and time consuming if unsure. 2. The OSI model is not directly implemented in networking and often the distinction between the layers will blur in implementation. Why does it endure despite these issues? Use your textbook and internet research to justify your answer. Technicians still use the OSI model because it gives a step by step guide on  how the information is being transported and makes troubleshooting more precise. 3. Given the purpose of each, is it necessary to retain the top three layers of the OSI model as separate entities? Use your textbook and internet research to justify your answer. It is not necessary to keep the top three layers of the OSI model when TCP/IP combines the top three layers of OSI into one layer that ultimately does the same functions. Exercise 3.3.1 Using your textbook and internet research, create a mapping between the TCP/IP model and the OSI reference model. What are the distinct differences between them? One major difference between OSI and TCP/IP is the first three layers of OSI are combined into a single layer in TCP/IP known as the Application Layer. The other difference is the last two layers, Data link and Physical layer are combined into one layer known as Network Access or Link Layer. Exercise 3.3.2 Identify the layer in which each protocol resides according to the TCP/IP model. OSI # OSI Layer Name TCP/IP # TCP/IP Layer Name Encapsulation Units TCP/IP Protocols 7 Application 4 Application Data FTP, HTTP, POP3, IMAP, telnet, SMTP, DNS, TFTP 6 Presentation 5 Session 4 Transport 3 Transport Segments TCP, UDP 3 Network 2 Internet Packets IP 2 Data Link 1 Network Access Frames 1 Physical Bits Exercise 3.3.3 The most common protocols used from this suite are IP, TCP, and UDP. Briefly describe the purpose and function of each of these. Use your textbook and internet research to support your answer. UDP – User datagram protocol – this is a connectionless service the gives best-effort delivery but does not guarantee delivery. This is often used for point-to-point and point-to-multipoint communications such as video conference applications. IP – Internet protocol – Primarily a communications protocol within the internet protocol suite that relays datagrams across network boundaries. Ultimately it establishes the Internet. Delivers packets from the source host to destination hosts based on IP address in the packet header. TCP – Transmission Control Protocol – Core protocol of IP. Known for its reliability and error checking delivery between programs running on computers connected by common networks. Sends data in the form of message units between comp uters using the internet. Lab 3.3 Review 1. UDP is a connectionless protocol, unlike TCP, so there is no feedback on whether a packet was received. When would this type of protocol be used and what is the benefit of using it? Use your textbook and internet research to draw your conclusions. UDP is ideal for when you are managing a large amount of information and you don’t want to use TCP because the operating system won’t be able to support that many sessions at one time. This does not happen frequently as TCP has become more reliable but it still is one example of why you’d rather use UDP. UDP can also get a quick response from another server more quickly. However UDP has been viewed as unreliable because there is no feedback and information can get lost. 2. HTTP is the common protocol used to retrieve web resources in a web browser. This runs over TCP/IP networks using TCP. What characteristics of TCP make its use in this situation desirable? Use your textbook and internet  research to draw your conclusion. The feedback feature in TCP is ideal because you are guaranteed that messages will be sent and received successfully. One common application that is a prime example of TCP and its success is through e-mail. Exercise 3.4.1 The data link layer introduces physical addressing in the form of Media Access Control (MAC) addresses. Each frame header is Ethernet, for example, will contain a source and destination MAC address. Why is this sufficient to route traffic locally without invoking the higher-level logical addressing? Use your textbook and internet research to guide your conclusion. MAC addresses are sufficient enough to route traffic to other networks because the frame header of MAC addresses contains all that is required without having to access higher level logical addresses. Exercise 3.4.2 Choose one of the captured packets. Click the + sign next to the Ethernet entry. This should give you the data link layer information for the frame, including the source and destination MAC addresses. Record the frame number and the source and destination MAC addresses identified by the data link layer heading. You can identify a MAC address by its format; for example, 00: 26: 62: 65: 81: 07 00:26:62:65:81:07 is a MAC address. These are commonly written in hexadecimal shorthand. Exercise 3.4.3 Open a web browser and navigate to a site that you use frequently (or visit www.pearson.com) while the packet capture is active. This will record the individual frames involved in resolving the website and delivering its content to your PC. When you view this traffic in the life packet capture, what protocols do you see invoked? You can find these under the Protocol heading for each frame. Exercise 3.4.4 and Exercise 3.4.5 cannot do because student doesn’t have access to data link layer connection (Omnipeek). Lab 3.4 Review 1. Wireshark give you the ability to save captured traffic. This can be a  great benefit to network administrators, but it can also pose a security risk. What kind of security risks does this present? Use your textbook and internet research to support your conclusion. There are a few risks associated with Wireshark. There is a possibility of a back-door hack, and the security configuration of Wireshark enables it to run in the background after exiting. While running in the background, one can access your routing information, IP addresses, passwords and usernames. 2. The frame encapsulates all other information from the higher layers of the network communication. What kind of information on the network layer encapsulation is available in Wireshark? Using Wireshark, you can track Wi-Fi access, IP addresses, network routings and encrypted packets.

Business trip :: essays research papers

It is highly recommended that company officials visit the countries to examine the markets where they are considering selling their products before any transaction occurs a company can familiarize itself with cultural nuances which may impact the design, packaging or advertising of the product. Moreover, traveling abroad allows one to locate and cultivate new customers, as well as improve relationships and communication with current foreign representatives and associates Typically, a successful business trip requires months of planning Proper Documentation Visas: Visas are required by many countries and cannot be obtained through the Office of Passport Services. They are provided by the foreign country's embassy or consulate in the United States for a small fee. The traveler must have a current U.S. passport to obtain a visa; many cases, a recent photo is required. The traveler should allow several weeks to obtain visas, especially if traveling to developing nations. It is important to note that some foreign countries require visas for business travel but not tourist travel. Therefore, when company representatives request visas from a consulate or embassy, they should notify the authorities that they will be conducting business. Business people should check visa requirements each time they travel to a ccountry because regulations change periodically. Contact an Export Assistance Center to learn about documentation requirements for the countries where you will be traveling. Vaccinations: Requirements for vaccinations differ by country. While there may not be any restrictions on direct travel to and from the United States, there may be restrictions if individuals travel indirectly, by stopping over in one country before reaching their final destination. Vaccinations against typhus, typhoid, and other diseases are advisable even though they are not required. The Center for Disease Control (CDC) maintains a fax-back system and a homepage to advise travelers of current and accurate country and region conditions. To receive a document dial 888-232-3299 and follow the prompts. The CDC internet address is http://www.cdc.gov. Foreign Customs: Since foreign customs regulations vary widely with each country, travelers are advised to learn in advance the regulations that apply to each country that will be visited. If allowances for cigarettes, liquor, currency, and certain other items, are not taken into account, they can be impounded at national borders. Business travelers that plan to carry product samples with them may be required to pay import duties. In some countries, duties and extensive customs procedures on sample products may be avoided by obtaining an ATA Carnet.

Automobile Industry of Pakistan †an Overview Essay

The automotive industry rightly prides itself on being recognized as the â€Å"mother of all industries. † In its folds it carries many different kinds of vehicles to provide mobility to people and goods. While they may appear to be simple machines, their design and manufacturing have much deeper roots in all the known technologies. In-depth knowledge and skillful application of mechanical, electrical, electronics, chemical and a host of other technologies culminate in achievement and improvement of the manufacturing base of a country, by focusing on a single product â€Å"the automobile. † This then provides an opportunity to produce a large number of goods and services for consumption of the entire international community. Use of the word â€Å"mother† for automotive industry is therefore the most appropriate description to define the nature and importance of the industry. In recent years, we have witnessed that the industrialization of South East Asian countries greatly depend on the development of their automotive industry. Similarly, automotive industry acted as a catalyst in the overall growth of the industry in Japan and Koreas and the consequent wellbeing of their citizens. It is indeed heartening that the mother has once again smiled at Pakistan. Fortunately the last 3 years have witnessed phenomenal growth in the industry in terms of technological advancements and production/sale volumes with the local contents rising as high as 90%. The industry is already employing 120,000 people, contributing more than 12 billion rupees to GDP, contributing more than Rs. 30 billion to the national exchequer in terms of duties and taxes, attracted investment worth Rs. 52 billion including a substantial foreign investment. Today the customers have choice to pick from a wide range of products including motorcycles, trucks, buses and cars of premier Japanese and Korean brands at internationally competitive prices which has only become possible due to local contents and availability of highly productive and inexpensive human resources. An automobile has over 2000 components and parts out of which the assemblers usually concentrate on the manufacturing of small but critical parts while the remaining parts are supplied by the vendors and the subcontractors. In Pakistan the automobile component manufacturing industry consists of mainly units producing original components for assembly under delegation program and units producing reconditioned and original components for local use. These units are in three types which include the original equipment manufacturers, independent equipment manufacturers and the ancillary (auxiliary) industry producing small parts and non-automotive items. There are more than 800 vendors in the country with a total investment of over Rs.8 billion; they are engaged in the manufacturing of original components for the assembly operation under the delegation program as well as producing reconditioned and original components for sale in the local market. They manufacture and supply the local car assemblers with auto parts such as pistons, engine valves, gaskets, camshafts, shock-absorbers, struts, steering mechanism, cylinder heads, wheel hubs, brake drums, wheels, bumpers, instruments and instrument panels, gears of all types, radiators, cylinder liners, blinkers, lights, doors and door locks as well as auto air conditioners. Critics say that the local vendor industry though still in the process of development, have not achieved the delegation targets by producing low quality components which are not acceptable by the local assemblers, it is said that the Pakistan Association of Automotive Parts & Accessories – which represents the auto parts manufacturers – have not in a way been fully able to contribute its share to the development of this sector. The vendors on their part however put the blame on the policy makers and partly on the assemblers who have not been encouraging the local vendors as such. On the other hand it is said that the foreign car principals have no justification for their complaints because of the level of their participation in the local vendor industry. Hino trucks, as it was pointed out, have started manufacturing wheel drums locally while Suzuki is still complaining about the quality of silencer it received from the local vendors. In the world trade, Automobile Sector is one of the largest segments. It is the major driver of economic growth and business activities in a country. It puts multiplier impacts on the economy. Day-in, day-out around 200,000 vehicles roll off the world’s assembly lines with car as the dominant segment of the industry. Evolution of Automobile Industry in Pakistan Automotive industry in Pakistan started in the 1950 and has gone through different phases from being a private sector industry in 1950 – 60s, and becoming a government controlled industry in the 1970s – thanks to Mr. Bhutto’s Nationalization policy, and then reverting back to the private sector from 1980 onward. Currently in Pakistan we have a total of 67 Automobile Manufacturing Units (A. M. U) which include: o7 Car A. M. Us o7 Light Commercial Vehicle A. M. Us o2 Jeep A. M. Us o5 Truck and Bus A. M. Us o4 Tractor A. M. Us o42 Motorcycle A. M. Us There are approximately 400 vendors doing businesses in the automobile sector. All the Automobile Manufacturing Units in Pakistan are operating under agreement and licensing from countries like Japan, Korea, China and some from the European Union. Pakistan’s automobile sector has been registering high growth rates for the last four to five years due to the country’s business friendly policies along with lower tariff rates, persistent growth in GDP, and per capita income. Globally considered as the mother of all industries, the automobile industry in Pakistan is fast evolving as a robust industry. Some sub-sectors of this fast growing industry, like motorcycle production, have already achieved economies of scale. The level of motorization in the country has also been rising over the years. In 1998-99, it was three cars per 1000 persons, which has significantly increased to 11 cars per 1000 persons in year 2005-06. The indigenous growth in production of motorcycles increased by 25 per cent during year 2005-06, reaching to an all-time high of 520,124 as compared to 106,797 units in the year 1996-97, which accounts for around 380 per cent increase in motorcycle production during the last nine years. Similarly the production of trucks as well as that of buses also saw sufficient increase during the last 10 years. Some 2,994 units of trucks were being produced in the country in 1995-96 which, over the years, have increased to 4,518 units, recording 51 per cent increase in production. In the case of buses, the rise in production is more pronounced as compared to that of trucks as their production augmented by around 74 per cent during the last decade or so. The industry has achieved a phenomenal growth of 50. 2 percent in Fiscal Year 2004-05 and increased competition has led to the introduction of innovative products as well as a decline in financing costs. Compared with Pakistan, India has a strong engineering base and has successfully created a sizable capacity for production of vehicles. It enjoys a clear edge over Pakistan in the automobile sector. Indian auto companies are highly cost competitive due to appropriate levels of automation and low cost automation and have achieved a high level of productivity by embracing Japanese concepts and best practices. India is already the second largest two wheeler manufacturer, second largest tractor manufacturer, and fifth largest commercial vehicle manufacturer in the world and has the fourth largest car market in Asia. The automobile industry in India is now gradually evolving to replicate those of developed countries. Pakistan can import automotive components and spare parts from India at a lower price as presently these items are being imported from the Far East at higher prices. On the other hand, India is expected to benefit from free trade due to its low raw material, electric and labor costs. The two segments of the industry namely; Car and Motorcycles have shown remarkable growth over the last five years. The growth in domestic market of cars has risen from 40,601 in year 2001-02 to 126,817 in year 2004-05, which is expected to cross 150,000 units during year 2005-06. This growth is attributed mainly by car financing schemes, improved liquidity position of certain class as a result of economic growth indicators and other monetary measures. The motorcycles have also shown marvelous growth due to new entrants. The new entrants with fair competition have brought about the availability of cheaper vehicles in the domestic market. Vendor Industry This industry has the potential for development of entire engineering sector. Development of vendor industries in return assures transfer of technologies in nearly all spheres of engineering, specifically, metallurgy, plastics and glass. Technology exists for major engine, suspension and transmission components but due to limited market, prospective entrepreneurs shy away from investment. Over 400 vendors are engaged in the production of auto parts locally including tires, sheet metal parts, mirrors, gaskets, engine valves, camshafts, oil pump gears, pistons, radiators, seats, dashboard, and axles. The Beginning of Pakistan’s Automobile Industry When Pakistan came appeared on the map of the world, there were neither any automobile assembly plants nor were any industrial capabilities available for this sector. However, the development of this industrial sector started soon after the independence. Peace in the country and development planning by government resulted in increased economic growth that sequentially laid the foundation of industry. First Period 1950 – 1964 (Start from the Scratch) First serious effort by government to develop the industry and engineering sector in particularly was observed in 1950s when a six-year plan (First Development Plan) was drafted to guide government investment in developing the infrastructure. For auto industry, to overcome the initial difficulties, the government, besides developing infrastructural facilities established the Pakistan Industrial Development Corporation (PIDC) in 1950. The main objective of PIDC was to play the pioneering role of establishing such industries which the private enterprise was unable to undertake either because they were technologically complex, needed large capital, or were less profitable. These steps resulted in growth of the industrial sector recording 56. 62 % growth of the manufacturing sector from year 1949 to 1955. Investment in the automobile industry in Pakistan started in the mid 1950’s when Kandawalla Industries established its units for assembling buses and trucks, the company’s name was later changed to NayaDaur Motors. National Motors took the indigenization when it came out in the 1960’s and was said to have reached above 80% delegation of the Bedford lorries and trucks before it closed down. Kandawalla Motors on its part came up with ‘Nishan’ , a jeep copied on the pattern of Willeys Jeep of USA by the Pakistan Army, it was said that the project was successful but was killed before the commercial production could begin. It may be worth mentioning here that the same blueprint is said to still be in use in Iran till today but under their own brand name. Second Period 1964 – 1972 (Progressive Manufacturing) Potential of the industry and high demand of the products attracted new entrants whereas the existing players started producing in mass quantities. This mass production that started in 1964 resulted in the first ever period of progressive manufacturing in the history of Pakistan. The idea of progressive manufacturing was first mooted by the Ghandhara Industries and Mack Trucks. The idea was to start local manufacturing with simple and non-functional parts and to add more and more complicated parts in small steps. According to the planning then done 100% local manufacturing was to be achieved in seven to ten years. Unfortunately, this period did not last long as the projects undertaken proved to be over ambitious that eventually failed. Clearly the concept of progressive manufacturing has not added much to technology, self-reliance or economy. For example, as against the targets set of manufacturing 100% of local contents in maximum 10 years, actually achieved delegation in eighteen years is 45. 78% for trucks & buses, 43. 17% for trucks & buses engines, 16. 50% for 4Ãâ€"4 jeeps and zero percent for cars. Furthermore, no new units for manufacturing passenger cars, 4Ãâ€"4 vehicles, LCVs, buses and trucks were established under this concept, but still few new units for producing tractors, jeeps and specialized vehicle were established. New units established were Atlas Honda, Khawaja Autos, Rana Tractors, Jaffar Industries, and Bela Engineers. A more market oriented approach was adapted by Honda motorcycles and Vespa scooters during this period, as they introduced light motorcycles for the first time in a market dominated by heavy motor bikes like BSA, Triumph and Lamberetta scooters. Third Period 1973 – 1987 (Nationalization of Industries) Following the progressive manufacturing period, nationalization of industries under Economic Reforms order had a profound impact on automobile industry in Pakistan. In early 1972 under Martial Law Regulation, the Government took over the control of 32 industrial units, including eight automobile plants, under the officially appointed Board of Industrial Management with the Minister for Production as its Chairman. The units taken over by the Government were iron and steel, heavy engineering, heavy chemicals, assembly and manufacturers of motor vehicles. The companies gone under nationalization included: oWazir Ali Engineering oSind Engineering oHyesons Mack Trucks oAli Autos oAwami Autos oRana Tractors oMillat Tractors oHaroonInd/Karachi Autos oRepublic Motors oJaffer Trailer Developers oGhandhara National Motors oKandawala Industries oNayaDaur Initially, the management of these industries was taken over by the government, but in August 1973, the President promulgated the Economic Reforms (Amendment) Ordinance after which the Federal Government acquired majority ownership of shares of these industrial units. After nationalization, these units were renamed, their functions were redefined, and Pakistan Automobile Corporation (PACO) was created in 1973 as a holding corporation under the administrative control of the Federal Ministry of Production. Formation of PACO In order to manage the automobile units and to advise the Government (in developing policy guidelines for growth and development of auto industry), Pakistan Automobile Corporation (PACO) was formed in 1973 under the administrative control of the Federal Ministry of Production. It was a major public industrial conglomerate of 15 companies including four joint ventures. For the first time in Pakistan emphasis was given to develop the nationalized units under local manufacturing facilities and the development of parts in an organized manner and the system of standardization, regulations and monitoring was established. This required the industry to assemble from Complete Knock Down (CKD) and then go on to manufacture components and to achieve a local content of 75% over a five year period. A number of small and large industrial units that were mostly functioning in the unorganized sector were channelized into a more formal pattern of production management under the PACO control. The direction for achieving quality standards as laid down by the â€Å"Principals† was also established. The MOI was entrusted the responsibility of allowing any waiver for non-performance, and was applicable if CBR also concurred. Performance under Government Control According to the government resources, the nationalized industries made progress on a wide front. During the year 1973-74, large scale manufacturing sector achieved a growth rate of 7% as compared to 11. 8% achieved during year 1972-73. The performance of automobile and farm equipment group was the best with production recording an increase of 78. 6%, followed by chemicals (30%) and steel and engineering (15. 1%). It can be observed that number of units in almost all areas of automobiles developed in this phase. The distinctive feature of after nationalization period is the assembly of Suzuki range of vehicles (Cars, Pick-up, Vans and Jeeps) and Isuzu Trucks & Buses in the public sector. Awami Autos signed a Joint Venture Agreement with Suzuki Motor Co. of Japan and a new company by the Name of Pak Suzuki Motor Co. Ltd was established in 1982 to produce Suzuki range of vehicles at the existing facilities of Awami Autos. PACO also established two units in the public sector namely Baluchistan Wheels and Bolan castings. The performance of PIDC was also excellent under the nationalization reform and it also contributed towards the progressive manufacturing. The performance of PIDC can be evaluated from the fact that by the end of December 1973, PIDC was successful in completing 62 projects at a capital cost of Rs 1,242. 6 million. In March 1974, 16 industrial projects were transferred to the respective 12 corporations set up by the Federal Government. Including in these projects were Pakistan Machine Tool Factory, Heavy Mechanical Complex and Heavy Foundry and Forge Projects. Subsequently, the remaining 10 projects under the PIDC’s control were also transferred to the Mineral Development Corporation. During the year 1972-73, the PIDC-managed projects and companies produced goods worth Rs. 470. 5 million as compared to Rs. 446. 6 million in 1971-72. Fourth Period 1987-95 (Privatization on Industries) The policy of de-nationalizing public sector units was adopted once the change in government took place. Privatization brought in foreign companies. This resulted in a number of joint ventures. Due to these ventures, Pakistan auto industry entered into assembly/progressive manufacturing of passenger cars, commercial vehicles and motorcycles. Once the new management of cars and motorcycle assemblers took over the control they entered into joint ventures with foreign companies mostly Japanese, for further development. Most important joint venture that took place was of Atlas with Honda and Indus Motor with Toyota. Similarly, NayaDaur which after discontinuation of AMC-Jeep franchise had become a mere vendor to Pak Suzuki (assembling Suzuki Jeeps) was sold to Tawakal group. Under the Government de-nationalization policy NayaDaur entered into Joint Venture with Kia Motors of Korea and started assembling Kia Ceres Pickups and Kia Pride Cars. The process of privatization is still on and fortunately every government has adopted the policy of privatization and opening of the markets to foreign investment. Although, process is on but still many object that this process is not crystal clear and has many short comings. Major Players in Pakistan’s Automobile Industry oPak Suzuki Company Ltd. oSuzuki Motorcycles Pakistan Ltd. oAtlas Honda Ltd. oIndus Motors Compay Ltd. oDewan Farooque Motors Ltd. oDawood Yamaha Ltd. oSigma Motors (Pvt. ) Ltd. oHinoPak Motors Ltd. oGhandhara Industries Ltd. oSind Engineering Ltd. oVPL Limited. oMaster Motor Corporation Ltd. oAl-Ghazi Tractors Ltd. oMillat Tractors Ltd.

A Survey On The Diversity At The School Is Enormous More...

In TCS the diversity in the school is enormous. More than 115 countries are represented by past alumni and present students. This allows for cultures and customs to leave a big imprint on the student’s, especially because TCS is a boarding school, but it is also a day school for teens that live forty five minutes away or have no need to board. However, when comparing boarder’s to day students, many think that boarders have an advantage culturally and socially, and have a higher tolerance and have emotional insight, intelligence, and would overall learn new things and become socially active and culturally aware. In a survey done at TCS (Burdick, 2015) 70% of students in the school are boarders and 30% of students are day students. Not only are more than half of the school boarders but it means that 70% of the school would be most likely to build better bonds with each other than with the 30%. Boarders are affected socially in a self sufficient way. Boarders are away from their parents at least 6 months out of the year, they learn to gain independence, and do things on their own like making sure their laundry’s done to making sure their homework’s done. Boarders also tend to learn tolerance and show emotional growth. In the boarding house there is a communal bathroom and shower area and with these challenges there is a need for patience. All students in TCS are placed in a house whether it be a day house like Rigby, or a boarding house like Burns. The difference between eachShow MoreRelatedCOMM292 Case Studies23202 Words   |  93 Pagesfirst year of an MBA program at a big-name school in the eastern United States, the learning team was in trouble. From his own experience the year before, Marshall knew that a first-rate learning team made a huge difference in a student’s first-year experience (see Exhibit 1 for details on learning teams at this particular business school). The corollary was also true: a bad or difficult learning team experience could taint the entire first-year school experience. Although Marshall wanted to helpRead MoreI Love Reading Essay69689 Words   |  279 Pagescollecting information from consultations with other relevant stakeholders in the entrepreneurial ecosystem (such as educational institutions, incubation centres, the ï ¬ nancial community, chambers of commerce, entrepreneurial associations etc.) across the country. Key Findings ï  ¬ A successful Entrepreneurship ecosystem is the function of a number of factors working in tandem. Key ‘Entrepreneurial Triggers’ are: Individual Motivations, Socio-cultural Factors, Access to Early-Stage Finance Education andRead MoreStephen P. Robbins Timothy A. Judge (2011) Organizational Behaviour 15th Edition New Jersey: Prentice Hall393164 Words   |  1573 PagesTitle. HD58.7.R62 2012 658.3—dc23 2011038674 10 9 8 7 6 5 4 3 2 1 ISBN 10: 0-13-283487-1 ISBN 13: 978-0-13-283487-2 Brief Contents Preface xxii 1 2 Introduction 1 What Is Organizational Behavior? 3 The Individual 2 3 4 5 6 7 8 Diversity in Organizations 39 Attitudes and Job Satisfaction 69 Emotions and Moods 97 Personality and Values 131 Perception and Individual Decision Making 165 Motivation Concepts 201 Motivation: From Concepts to Applications 239 3 The Group 9 10 11Read MoreFundamentals of Hrm263904 Words   |  1056 Pageswith the most effective instructor and student resources With WileyPLUS: Students achieve concept mastery in a rich, structured environment that’s available 24/7 Instructors personalize and manage their course more effectively with assessment, assignments, grade tracking, and more manage time better study smarter save money From multiple study paths, to self-assessment, to a wealth of interactive visual and audio resources, WileyPLUS gives you everything you need to personalize the teachingRead More65 Successful Harvard Business School Application Essays 2nd Edition 147256 Words   |  190 PagesBUSINESS SCHOOL HARVARD SUCCESSFUL 65 APPLICATION SECOND EDITION E S S AY S APPLICATION BUSINESS SCHOOL HARVARD SUCCESSFUL 65 ECSNS A IYI O N S SE O D ED T With Analysis by the Staff of The Harbus, the Harvard Business School Newspaper ST. MARTIN’S GRIFFIN NEW YORK 65 SUCCESSFUL HARVARD BUSINESS SCHOOL APPLICATION ESSAYS, SECOND EDITION. Copyright  © 2009 byThe Harbus News Corporation. All rights reserved. Printed in the United States of AmericaRead MoreDeveloping Management Skills404131 Words   |  1617 PagesBehavior that helps you actively study and prepare material for class. Chapter-by-chapter activities, including built-in pretests and posttests, focus on what you need to learn and to review in order to succeed. Visit www.mymanagementlab.com to learn more. DEVELOPING MANAGEMENT SKILLS EIGHTH EDITION David A. Whetten BRIGHAM YOUNG UNIVERSITY Kim S. Cameron UNIVERSITY OF MICHIGAN Prentice Hall Boston Columbus Indianapolis New York San Francisco Upper Saddle River Amsterdam Cape Town DubaiRead MoreLibrary Management204752 Words   |  820 PagesAutomation to Distributed Information Access Solutions Thomas R. Kochtanek and Joseph R. Matthews The Complete Guide to Acquisitions Management Frances C. Wilkinson and Linda K. Lewis Organization of Information, Second Edition Arlene G. Taylor The School Library Media Manager, Third Edition Blanche Woolls Basic Research Methods for Librarians Ronald R. Powell and Lynn Silipigni Connoway Library of Congress Subject Headings: Principles and Application, Fourth Edition Lois Mai Chan Developing LibraryRead MoreInternational Management67196 Words   |  269 Pageseconomies. Most countries and regions around the world are inextricably linked, yet profound differences in institutional and cultural environments persist. The challenges for international management reflect this dynamism and the increasing unpredictability of global economic and political events. Continued growth of the emerging markets is reshaping the global balance of economic power. Many emerging markets continued to experience growth during a period in which developed countries saw their economiesRead MoreContemporary Issues in Management Accounting211377 Words   |  846 PagesBrazil Chile Czech Republic France Greece Guatemala Hungary Italy Japan Poland Portugal Singapore South Korea Switzerland Thailand Turkey Ukraine Vietnam Oxford is a registered trade mark of Oxford University Press in the UK and in certain other countries Published in the United States by Oxford University Press Inc., New York ß Oxford University Press 2006 The moral rights of the author have been asserted Database right Oxford University Press (maker) First published 2006 All rights reserved. NoRead MoreManagement Course: Mba−10 General Management215330 Words   |  862 Pageshave been overwhelmed by the frequency and magnitude of these economic groundswells. In today’s competitive climate, where the changes outside a business exceed the productive changes within a business, a company’s future viability is clearly under enormous stress. To maintain business growth and a sustained economy, it is essential for managers to understand and find solutions for these and other fundamental wide-ranging issues. The bursting of the high-tech bubble both in many start-up companies and