The Effects Of Birth Control On Health Care - 1729 Words

By allowing women to maintain their right to have free access to birth control, it not only prevents unwanted pregnancies but it also protects women who suffer from reproductive issues, by lessening the side effects of their conditions. If that right were to be revoked or taken away, it would put reproductive health care system back into the dark ages. Maintaining the right to have free access to birth control and other reproductive health services protects not only ourselves, but future generations from the pain and heartache that happens because of lack of preventative and emergency reproductive services. Under the Affordable Care Act, accessing birth control has been more achievable than what it once was; it required that all insurance companies provide preventative measures at no cost, as well as cover other preventative services. Despite a possible looming change on the political spectrum in the near future, the probability that birth control will become less accessible seems rather unlikely. Even if changes do occur during the Trump Administration, many insurance providers would still provide it for no additional cost. Margot Sanger-Katz author of the article â€Å"No, Access to Free Birth Control Won’t Be Lost, at Least†¦Ã¢â‚¬  provides some insight as to why insurance companies would want to keep providing birth control at no cost to the customer: [t]here s a financial incentive for covering birth control, and insurance companies know it. Unlike most preventive healthShow MoreRelatedBirth Control Is The Practice Of Preventing Unwanted Pregnancies1177 Words   |  5 Pagesprocess to obtain birth control pills. According to merriam-webster.com, birth control is the practice of preventing unwanted pregnancies; it used all around the world. There are many different contraceptive types that people use to prevent unwanted pregnancies, including, but not limited to, condoms, vaginal rings, sponges, implants, shots, abstinence, and birth control pills. Practicing safe sex should be ready option for all people. Men wear condoms while women take birth control; it is as simpleRead MoreBirth Control Of The Pill900 Words   |  4 Pagesmost common used birth control by women is the oral pill. This birth control pill is a medication that women take daily to prevent pregnancy. Birth control pills undoubtedly arise confusion as to how they work. Even with all the birth control confusion, the pills are the safest birth control compared to the Depo-Provera shot, IUD, and birth control implant. Birth control pills â€Å"were developed in the 1950s, and were first approved by the FDA in 1960† (â€Å"Birth Control†). The birth control pills are madeRead MoreContraceptive Methods And Sterilization Procedures Prescribed For Women1348 Words   |  6 Pagesfollowing the recent birth control mandate, there are still some issues concerning about what exactly will be covered. Currently according to Affordable Car Act (ACA), health insurance companies is supposed to provide birth control methods with no co-payment requirements. The new ACA law makes preventive care more accessible and affordable to millions of Americans. It is especially important to women, who are more likely to avoid needed health care, including preventive care, because of cost. InRead MoreContraception Coverage 1269 Words   |  6 PagesPeople buy health insurance to cover their medical expenses because accidents and health problems can arise at any time. Many health services are not reaching the medical needs of women and giving them exactly what they need and people don’t realize that there is more to birth control then what it seems. There are a lot of benefits from birth control and it is not just women trying to prevent unwanted pregnancies. Some examples of these benefits include; healthier skin, stopping menstrual flow, andRead MoreArgumentative Essay On Birth Control1022 Words   |  5 PagesBirth Control Restriction/Termination Ever thought birth control pills are highly recommended and no one really tells women about the effects. The dangerous effects of birth control can be critical. Women have not been informed, well enough of contraceptives, especially when looking back on birth control with womens health and choices. Birth control came about from women who were obligated to have families and not letting it be a choice. Many women have heard about contraceptives that are advertisedRead MoreSignificant Health Care Event1225 Words   |  5 PagesSignificant Health Care Event Eugene Whitehead HCS/531 February 18, 2013 Ann Gantzer Science and technology have always been joined at the hip. The evolution of health care services in the United States (U. S.) undoubtedly has been shaped at least in part by advancements in scientific research and knowledge, and technological innovation (Shi amp; Singh, 2012). The following exploration focuses on ways a specific scientific or technological event or innovation affected health care provisionRead MoreArgument: Birth Control Reduces Teen Pregnancy, It Is Not801 Words   |  4 PagesArgument: Birth Control reduces teen pregnancy, it is not the same as a termination of a pregnancy, and it is something that needs to be covered by insurance because of these reasons. Quote maybe: Legislative proposals that would enable an employer to determine whether or not a woman s insurance would cover the cost of birth control strikes women as particularly bizarre. Is the boss going to take care of the children that are conceived accidentally? Stop treating us like children. Women are grownRead MoreThe Role Of Womens Health Care984 Words   |  4 Pagesactions and mindset towards womens health care. The original article is called, â€Å"Trump relaxes Employers Duty on Birth Control†, by Robert Pear and Rebeca R. Rulz. But the article was revised on October 6, 2017, and it is now titled as, â€Å" Trump Administration Rolls Back Birth Control Mandate.† The article represents inequalities of womens health care, focusing on birth control. Trumps Administration wants to deny the rights of women insurance that covers birth control, and I believe that the role ofRead MoreThe Black And White Infant Mortality Gap Essay1577 Words   |  7 Pagesnegati ve preterm birth outcomes in African American women. After a great deal of research and strong evidence to support such claims, I have come to the conclusion that the cause of the black and white infant mortality gap can be attributed to the near two-fold increased rates of low birth weight and preterm births, and the near three-fold increased rates of very low birth weight and very preterm births among black infants. However, the cause of the racial disparities between such birth outcome ratesRead MoreHistorical Perspective Of The Services Provided And The Funding Or Lack Thereof1362 Words   |  6 PagesProvided and the Funding or Lack Thereof Planned Parenthood is an organization dedicated to fighting for women’s health and rights as well as equality (History and Success, 2015). Margaret Sanger, an activist, sex educator, writer, and nurse is credited for finding the organization. She knew the effects firsthand of what women went through when dealing with an unwanted pregnancy. Her mother birth eighteen children and out of the eighteen, eleven survived. As a result of having so many children, her mother

Small Business Finance Example

Essays on Small Business Finance Essay Small Business Finance: A Case Study of Two Australian Firms Recently Listed in the Australian Stock Exchange You 220078861 AFM422, Small Business Finance Length: 1,138 words Dr. Michelle Goyen October 3th, 2011 Small Business Finance: A Case Study of Bega Cheese Company and Cradle Resources Company Limited According to the Bega Cheese company website, Bega Cheese Company was formed in 1899. The company website also states that it the company manufactures cheese, producing about twenty thousand tonnes of butter, whey powder and cheese annually. The website asserts that company also produces fifty thousand tonnes of value added cheese per annum. The value-added cheese is packed in slices and distributed to retail shops. According to Australian Stock Exchange, Bega cheese limited was listed in the Australian Stock Exchange on August 19, 2011. Cradle Resources Company Limited, on the other hand, is an Australian company dealing with mineral drilling and exploitation as Australian Stock exchange website states. The Cradle Resource Company website states that the Company also deals with exploitation and development of economic minerals. It was officially listed in the Australian Stock Exchange on September 16, 2011 according to the Australian Stock Exchange website. The Bega Cheese Company website provides a brief history of the company. The Bega is wholly owned by dairy farmers in North Bega, Australia. Bega was a cooperative society until its listing in the Australian Stock Exchange. It was headed by a chief Executive officer who reported directly to the farmers. The company seeks to add finance in order to get more money to invest in the market. Bega Foods has secured many contracts since its listing in Australian stock exchange. For example, the company was awarded a contract on 7th September 2011 to supply the Coles’ brand of cheese. Bega has used the listing in the company to improve its image so that it can gain a competitive advantage over its competitors. The Australian Stock Exchange states that Cradle Resources Company is managed by three board members, including the board chairman. The company also had a company secretary in charge of all legal matters of the company. Cradle Resources deals with exploitation and development of minerals which require the huge amount of resources. According to the Cradle website the main reason for Cradle Resources Limited to list on Australian Stock Exchange is therefore, to seek capital to expand its activities in Pilbara, Northwest of Western Australia. Cradle is focusing its activities on exploitation of iron and metal assets in Western Australia and beyond. The share offer of both companies was underwritten. Iannotta (2010) defines an underwriter as an investment financial institution such as an insurer or investment bank that initiates the public offer for shares of a particular company. The main reason for underwriting is to provide additional finance for the company and purchase the remaining unsold shares (Iannotta, 2010).The underwriter becomes a shareholder in the company until the shares are sold. The company has to pay the underwriter a premium for the shares that are underwritten. According to Australian Stock Exchange website, Bega’s initial public offering was met with excitement as investors rushed to buy shares from the company. Cradle, on the other hand, is a mineral exploitation company. Mineral exploitation ventures to have the longer payback period. Although mineral exploitation has a longer payback period, the returns are high. Cradle shares are falling as Bega’s stock price continues to rise. Furthermore , the two companies had to find underwriters as required by law under the Australian Stock Exchange Act (Dagwell et al, 2007) According to Gerven (2008), a company must lay down all the major decisions that a potential investor requires to know such as activity of the company issuing shares, issue of shares, the sale of shares and the payment of dividends. Gerven (2008) says that a prospectus also shows the financial position of a company issuing shares. The company’s financial position is shown through financial reports found in the prospectus and gives a brief history of the directors or the legal owners issuing shares. Gerven (2008) emphasizes that the prospectus must show the material gains that a potential investor is going to gain from investing in shares of the issuing company. The prospectus for the both companies had such signals as the name of the company issuing shares and the location, plan for using the money, terms and conditions of purchase and engagement. In the prospectus of both companies, found in the company’s website, all ordinary shares were to be fully issued and paid. T he prospectus shows how shares have been allocated to various investors. Any company and employees who have already been allocated shares are clearly shown in the prospectus. The number of shares that the public will purchase is clearly shown by the prospectus. According to the prospectus, the initial public offer for Bega was 1.802 dollars per share. The investors looking to purchase the Bega cheese limited shares were limited to purchase up to 1000 shares. The initial public offer of Cradle Resources Limited, as stated in the prospectus, was 0.0210 with every investor limited to purchase a minimum of two thousand shares. Bega Cheese Company and Cradle Resources Limited do not qualify to become small business. The reason for this argument is that the companies are well established with no strain in financial capabilities. O’Berry (2010) states that small companies are often faced with financial difficulties. Many small firms use their resources to finance their activities because they cannot access finance from the public easily. For the Cradle Resources Limited and Bega Cheese Company, they do not want to use their resources such as long-term and short term assets in order to expand their business because they are well established and can access finances more easily from the public. In 2010, O’Berry defined a small business is a firm that is owned privately, and the operation of small business is not public. Small businesses are characterized by a small number of employees. According to Bega cheese Company, the Company has over five hundred and fifty employees. O’Berry (2010) asserts that Small businesses are characterized by low sales turnover. In Australia, a company with less than fifteen employees is a small company. Small companies normally do not shine in their line of operations. Brigham and Ehrhardt (2009) note that small businesses are small; small businesses are faced by various Challenges due to the nature of their sizes. Some of the challenges that small business face include poor management skills, planning poorly and lack of adequate capital. However, Brigham and Ehrhardt (2009) acknowledge that there are some advantages that a small business enjoys that large and medium-sized company cannot enjoy. Small companies enjoy a little start up capital which has less legal procedure. The decision-making in small business is fast because there is no protocol of making decisions. In most cases, small businesses are independent as the firms are one hundred percent owned and managed by the owners. Small businesses are flexible and can change their line of business in a very short time unlike large business, which requires consultations (Brigham Ehrhardt, 2009). References Gerven. D. (2008). Prospectus for the Public Offering of Securities in Europe. Cambridge: Cambridge University Press. OBerry, D. (2010). Small Business Cash Flow: Strategies for Making Your Business a Financial Success. Hoboken, NJ: John Wiley Sons. Â  Brigham, F. E and Ehrhardt, M.C. (2009). Financial Management Theory and Practice. Mason, OH: Southwestern Cengage Learning. Â  Dagwell, R. (2007).Corporate accounting in Australia. Sydney: University of New Southern Wales Press Limited. Iannotta, G. (2010). Investment Banking: A Guide to Underwriting and Advisory Services. London: Springer Heidelberg.

Rotterdam Rules free essay sample

United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea UNITED NATIONS UNITED NATIONS COMMISSION ON INTERNATIONAL TRADE LAW United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea UNITED NATIONS Vienna, 2009 UNITED NATIONS PUBLICATION Sales No. E. 09. V. 9 ISBN 978-92-1-133672-6 Contents Resolution adopted by the General Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chapter 1 . General provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 1 . Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 2 . Interpretation of this Convention . . . . . . . . . . . . . . . . . . . Article 3 . Form requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 4 . Applicability of defences and limits of liability . . . . . . . Chapter 2 . Scope of application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 5 . General scope of application . . . . . . . . . . . . . . . . . . . . . . Article 6 . Specific exclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 7 . Application to certain parties . . . . . . . . . . . . . . . . . . . . . . Chapter 3 . Electronic transport records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 8 . Use and effect of electronic transport records . . . . . . . . . Article 9 . Procedures for use of negotiable electronic transport records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 10 . Replacement of negotiable transport document or negotiable electronic transport record . . . . . . . . . . . . . . . Chapter 4 . Obligations of the carrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 11 . Article 12 . Article 13 . Article 14 . Article 15 . Article 16 . Carriage and delivery of the goods . . . . . . . . . . . . . . . . Period of responsibility of the carrier . . . . . . . . . . . . . Specific obligations . . . . . . . . . . . . . . . . . . . . . . . . . . . . Specific obligations applicable to the voyage by sea . . . Goods that may become a danger . . . . . . . . . . . . . . . . . Sacrifice of the goods during the voyage by sea . . . . . . 1 4 5 5 8 8 9 9 9 10 10 10 10 11 11 12 12 12 13 13 13 14 iii Chapter 5 . Liability of the carrier for loss, damage or delay . . . . . . . . . . . . . . . . Article 17 . Article 18 . Article 19 . Article 20 . Article 21 . Article 22 . Article 23 . Basis of liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Liability of the carrier for other persons . . . . . . . . . . . . Liability of maritime performing parties . . . . . . . . . . . . J oint and several liability . . . . . . . . . . . . . . . . . . . . . . . . Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calculation of compensation . . . . . . . . . . . . . . . . . . . . . Notice in case of loss, damage or delay . . . . . . . . . . . . 14 14 16 16 17 17 17 18 19 19 19 20 20 20 21 21 21 22 22 23 23 23 23 24 25 25 26 26 Chapter 6 . Additional provisions relating to particular stages of carriage . . . . . . Article 24 . Article 25 . Article 26 . Deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Deck cargo on ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . Carriage preceding or subsequent to sea carriage . . . . . Chapter 7 . Obligations of the shipper to the carrier . . . . . . . . . . . . . . . . . . . . . . . Article 27 . Article 28 . Article 29 . Article 30 . Article 31 . Article 32 . Article 33 . Article 34 . Delivery for carriage . . . . . . . . . . . . . . . . . . . . . . . . . . Cooperation of the shipper and the carrier in providing information and instructions . . . . . . . . . . . . . . . . . . . . . Shipper’s obligation to provide information, instructions and documents . . . . . . . . . . . . . . . . . . . . . . Basis of shipper’s liability to the carrier . . . . . . . . . . . . Information for compilation of contract particulars . . . Speci al rules on dangerous goods . . . . . . . . . . . . . . . . . Assumption of shipper’s rights and obligations by the documentary shipper . . . . . . . . . . . . . . . . . . . . . . . Liability of the shipper for other persons . . . . . . . . . . . Chapter 8 . Transport documents and electronic transport records . . . . . . . . . . . . Article 35 . Article 36 . Article 37 . Article 38 . Article 39 . Article 40 . Issuance of the transport document or the electronic transport record . . . . . . . . . . . . . . . . . . . . Contract particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . Identity of the carrier . . . . . . . . . . . . . . . . . . . . . . . . . . . Signature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Deficiencies in the contract particulars . . . . . . . . . . . . . Qualifying the information relating to the goods in the contract particulars . . . . . . . . . . . . . . . . . . . . . . . iv Article 41 . Article 42 . Chapter 9 . Evidentiary effect of the contract particulars . . . . . . . . â€Å"Freight prepaid† . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 28 28 28 29 29 30 30 32 33 34 34 34 35 36 36 37 37 37 37 38 38 38 39 39 Delivery of the goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 43 . Article 44 . Article 45 . Article 46 . Article 47 . Article 48 . Article 49 . Obligation to accept delivery . . . . . . . . . . . . . . . . . . . . . Obligation to acknowledge receipt . . . . . . . . . . . . . . . . Delivery when no negotiable transport document or negotiable electronic transport record is issued . . . . . . . Delivery when a non-negotiable transport document that requires surrender is issued . . . . . . . . . . . . . . . . . . Delivery when a negotiable transport document or negotiable electronic transport record is issued . . . . . . . Goods remaining undelivered . . . . . . . . . . . . . . . . . . . Retention of goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chapter 10 . Rights of the controlling party . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 50 . Article 51 . Article 52 . Article 53 . Article 54 . Article 55 . Article 56 . Exercise and extent of right of control . . . . . . . . . . . . . Identity of the controlling part y and transfer of the right of control . . . . . . . . . . . . . . . . . . . . Carrier’s execution of instructions . . . . . . . . . . . . . . . . . Deemed delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Variations to the contract of carriage . . . . . . . . . . . . . . . Providing additional information, instructions or documents to carrier . . . . . . . . . . . . . . . . . . . . . . . . . . . Variation by agreement . . . . . . . . . . . . . . . . . . . . . . . . . Chapter 11 . Transfer of rights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 57 . Article 58 . When a negotiable transport document or negotiable electronic transport record is issued . . . . . . . Liability of holder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chapter 12 . Limits of liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 59 . Article 60 . Article 61 . Limits of liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Limits of liability for loss caused by delay . . . . . . . . . . Loss of the benefit of limitation of liability . . . . . . . . . . v Chapter 13 . Time for suit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 62 . Article 63 . Article 64 . Article 65 . Period of time for suit . . . . . . . . . . . . . . . . . . . . . . . . . . Extension of time for suit . . . . . . . . . . . . . . . . . . . . . . . Action for indemnity . . . . . . . . . . . . . . . . . . . . . . . . . . . Actions against the person identified as the carrier . . . . 40 40 40 41 41 41 41 42 42 43 43 43 44 44 44 44 44 46 46 46 46 46 47 48 49 49 49 49 50 50 Chapter 14 . J urisdiction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 66 . Article 67 . Article 68 . Article 69 . Article 70 . Article 71 . Article 72 . Article 73 . Article 74 . Actions against the carrier . . . . . . . . . . . . . . . . . . . . . . . Choice of court agreements . . . . . . . . . . . . . . . . . . . . . . Actions against the maritime performing party . . . . . . . No additional bases of jurisdiction . . . . . . . . . . . . . . . . Arrest and provisional or protective measures . . . . . . . Consolidation and removal of actions . . . . . . . . . . . . . . Agreement after a dispute has arisen and jurisdiction when the defendant has entered an appearance . . . . . . Recognition and enforcement . . . . . . . . . . . . . . . . . . . . Application of chapter 14 . . . . . . . . . . . . . . . . . . . . . . . Chapter 15 . Arbitration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 75 . Article 76 . Article 77 . Article 78 . Arbitration agreements . . . . . . . . . . . . . . . . . . . . . . . . . Arbitration agre ement in non-liner transportation . . . . . Agreement to arbitrate after a dispute has arisen . . . . . Application of chapter 15 . . . . . . . . . . . . . . . . . . . . . . Chapter 16 . Validity of contractual terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 79 . Article 80 . Article 81 . General provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Special rules for volume contracts . . . . . . . . . . . . . . . . . Special rules for live animals and certain other goods . Chapter 17 . Matters not governed by this Convention . . . . . . . . . . . . . . . . . . . . . . Article 82 . Article 83 . Article 84 . Article 85 . Article 86 . International conventions governing the carriage of goods by other modes of transport . . . . . . . . . . . . . . . . Global limitation of liability . . . . . . . . . . . . . . . . . . . . . General average . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passengers and luggage . . . . . . . . . . . . . . . . . . . . . . . . . Damage caused by nuclear incident . . . . . . . . . . . . . . . vi Chapter 18 . Final clauses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Article 87 . Article 88 . Article 89 . Article 90 . Article 91 . Article 92 . Article 93 . Article 94 . Article 95 . Article 96 . Depositary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Signature, ratification, acceptance, approval or accession . . . . . . . . . . . . . . . . . . . . . . . . . . . Denunciation of other conventions . . . . . . . . . . . . . . . . Reservations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedure and effect of declarations . . . . . . . . . . . . . . . Effect in domestic territorial units . . . . . . . . . . . . . . . . Participation by regional economic integration organizations . . . . . . . . . . . . . . . . . . . . . . . . Entry into force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision and amendment . . . . . . . . . . . . . . . . . . . . . . . . Denunciation of this Convention . . . . . . . . . . . . . . . . . . 50 50 50 51 52 52 52 53 53 54 54 vii Resolution adopted by the General Assembly 63/122. Un ited Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea The General Assembly, Recalling its resolution 2205 (XXI) of 17 December 1966, by which it established the United Nations Commission on International Trade Law with a mandate to further the progressive harmonization and unification of the law of international trade and in that respect to bear in mind the interests of all peoples, in particular those of developing countries, in the extensive development of international trade, Concerned that the current legal regime governing the international carriage of goods by sea lacks uniformity and fails to adequately take into account modern transport practices, including containerization, door-to-door transport contracts and the use of electronic transport documents, Noting that the development of international trade on the basis of equality and mutual benefit is an important element in promoting friendly relations among States, Convinced that the adoption of uniform rules to modernize and harmonize the rules that govern the international car riage of goods involving a sea leg would enhance legal certainty, improve efficiency and commercial predictability in the international carriage of goods and reduce legal obstacles to the flow of international trade among all States, Believing that the adoption of uniform rules to govern international contracts of carriage wholly or partly by sea will promote legal certainty, improve the efficiency of international carriage of goods and facilitate new access opportunities for previously remote parties and markets, thus playing a fundamental role in promoting trade and economic development, both domestically and internationally, Noting that shippers and carriers do not have the benefit of a binding and balanced universal regime to support the operation of contracts of carriage involving various modes of transport, 1 Recalling that, at its thirty-fourth and thirty-fifth sessions, in 2001 and 2002, the Commission decided to prepare an international legislative instrument governing door -to-door transport operations that involve a sea leg,1 Recognizing that all States and interested international organizations were invited to participate in the preparation of the draft Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea and in the fortyfirst session of the Commission, either as members or as observers, with a full opportunity to speak and make proposals, Noting with atisfaction that the text of the draft Convention was circulated for comment to all States Members of the United Nations and intergovernmental organizations invited to attend the meetings of the Commission as observers, and that the comments received were before the Commission at its forty-first session,2 Taking note with satisfaction of the decision of the Commission at its forty-first session to submit the draft Convention to the General Assembly for its consideration,3 Taking note of the draft Convention approved by the Commission,4 Expressing its appreciation to t he Government of the Netherlands for its offer to host a signing ceremony for the Convention in Rotterdam, 1 . Commends the United Nations Commission on International Trade Law for preparing the draft Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea; 2 . Adopts the United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea, contained in the annex to the present resolution; 1 Official Records of the General Assembly, Fifty-sixth Session, Supplement No. 17 and corrigendum (A/56/17 and Corr . 3), paras . 319–345; and ibid . , Fifty-seventh Session, Supplement No. 17 (A/57/17), paras . 210–224 . 2 A/CN . 9/658 and Add . –14 and Add . 14/Corr . 1 . 3 Official Records of the General Assembly, Sixty-third Session, Supplement No. 17 and corrigendum (A/63/17 and Corr . 1), para . 298 . 4 Ibid . , annex I . 2 3 . Authorizes a ceremony for the opening for signature to be held on 23 September 2009 in Rotterdam, the Netherlands, and recommends that the rules embodied in the Convention be known as the â€Å"Rotterdam Rules†; 4 . Calls upon all Governments to consider becoming party to the Convention . 67th plenary meeting 11 December 2008 3 UNITED NATIONS CONVENTION ON CONTRACTS FOR THE INTERNATIONAL CARRIAGE OF GOODS WHOLLY OR PARTLY BY SEA The States Parties to this Convention, Reaffirming their belief that international trade on the basis of equality and mutual benefit is an important element in promoting friendly relations among States, Convinced that the progressive harmonization and unification of international trade law, in reducing or removing legal obstacles to the flow of international trade, significantly contributes to universal economic cooperation among all States on a basis of equality, equity and common interest, and to the well-being of all peoples, Recognizing the significant contribution of the International Convention for the Unification of Certain Rules of Law relating to Bills of Lading, signed in Brussels on 25 August 1924, and its Protocols, and of the United Nations Convention on the Carriage of Goods by Sea, signed in Hamburg on 31 March 1978, to the harmonization of the law governing the carriage of goods by sea, Mindful of the technological and commercial developments that have taken place since the adoption of those conventions an d of the need to consolidate and modernize them, Noting that shippers and carriers do not have the benefit of a binding universal regime to support the operation of contracts of maritime carriage involving other modes of transport, Believing that the adoption of uniform rules to govern international contracts of carriage wholly or partly by sea will promote legal certainty, improve the efficiency of international carriage of goods and facilitate new access opportunities for previously remote parties and markets, thus playing a fundamental role in promoting trade and economic development, both domestically and internationally, Have agreed as follows: 4 Chapter 1 General provisions Article 1 Definitions For the purposes of this Convention: 1 . â€Å"Contract of carriage† means a contract in which a carrier, against the payment of freight, undertakes to carry goods from one place to another . The contract shall provide for carriage by sea and may provide for carriage by other mo des of transport in addition to the sea carriage . 2 . â€Å"Volume contract† means a contract of carriage that provides for the carriage of a specified quantity of goods in a series of shipments during an agreed period of time . The specification of the quantity may include a minimum, a maximum or a certain range . 3 . Liner transportation† means a transportation service that is offered to the public through publication or similar means and includes transportation by ships operating on a regular schedule between specified ports in accordance with publicly available timetables of sailing dates . 4 . â€Å"Non-liner transportation† means any transportation that is not liner transportation . 5 . â€Å"Carrier† means a person that enters into a contract of carriage with a shipper . 6 . (a) â€Å"Performing party† means a person other than the carrier that performs or undertakes to perform any of the carrier’s obligations under a contract of carr iage with respect to the receipt, loading, handling, stowage, carriage, care, unloading or delivery of the goods, to the extent that such person acts, either directly or indirectly, at the carrier’s request or under the carrier’s supervision or control . b) â€Å"Performing party† does not include any person that is retained, directly or indirectly, by a shipper, by a documentary shipper, by the controlling party or by the consignee instead of by the carrier . 5 7 . â€Å"Maritime performing party† means a performing party to the extent that it performs or undertakes to perform any of the carrier’s obligations during the period between the arrival of the goods at the port of loading of a ship and their departure from the port of discharge of a ship . An inland carrier is a maritime performing party only if it performs or undertakes to perform its services exclusively within a port area . 8 . â€Å"Shipper† means a person that enters into a c ontract of carriage with a carrier . 9 . Documentary shipper† means a person, other than the shipper, that accepts to be named as â€Å"shipper† in the transport document or electronic transport record . 10 . â€Å"Holder† means: (a) A person that is in possession of a negotiable transport document; and (i) if the document is an order document, is identified in it as the shipper or the consignee, or is the person to which the document is duly endorsed; or (ii) if the document is a blank endorsed order document or bearer document, is the bearer thereof; or (b) The person to which a negotiable electronic transport record has been issued or transferred in accordance with the procedures referred to in article 9, paragraph 1 . 11 . Consignee† means a person entitled to delivery of the goods under a contract of carriage or a transport document or electronic transport record . 12 . â€Å"Right of control† of the goods means the right under the contract of c arriage to give the carrier instructions in respect of the goods in accordance with chapter 10 . 13 . â€Å"Controlling party† means the person that pursuant to article 51 is entitled to exercise the right of control . 14 . â€Å"Transport document† means a document issued under a contract of carriage by the carrier that: (a) Evidences the carrier’s or a performing party’s receipt of goods under a contract of carriage; and (b) Evidences or contains a contract of carriage . 15 . Negotiable transport document† means a transport document that indicates, by wording such as â€Å"to order† or â€Å"negotiable† or other appropriate 6 wording recognized as having the same effect by the law applicable to the document, that the goods have been consigned to the order of the shipper, to the order of the consignee, or to bearer, and is not explicitly stated as being â€Å"nonnegotiable† or â€Å"not negotiable† . 16 . â€Å"Non-nego tiable transport document† means a transport document that is not a negotiable transport document . 17 . â€Å"Electronic communication† means information generated, sent, received or stored by electronic, optical, digital or similar means with the result that the information communicated is accessible so as to be usable for subsequent reference . 18 . Electronic transport record† means information in one or more messages issued by electronic communication under a contract of carriage by a carrier, including information logically associated with the electronic transport record by attachments or otherwise linked to the electronic transport record contemporaneously with or subsequent to its issue by the carrier, so as to become part of the electronic transport record, that: (a) Evidences the carrier’s or a performing party’s receipt of goods under a contract of carriage; and (b) Evidences or contains a contract of carriage . 19 . â€Å"Negotiable elec tronic transport record† means an electronic transport record: (a) That indicates, by wording such as â€Å"to order†, or â€Å"negotiable†, or other appropriate wording recognized as having the same effect by the law applicable to the record, that the goods have been consigned to the order of the shipper or to the order of the consignee, and is not explicitly stated as being â€Å"non-negotiable† or â€Å"not negotiable†; and (b) The use of which meets the requirements of article 9, paragraph 1 . 20 . Non-negotiable electronic transport record† means an electronic transport record that is not a negotiable electronic transport record . 21 . The â€Å"issuance† of a negotiable electronic transport record means the issuance of the record in accordance with procedures that ensure that the record is subject to exclusive control from its creation until it ceases to have any effect or validity . 22 . The â€Å"transfer† of a negotiable electronic transport record means the transfer of exclusive control over the record . 7 23 . â€Å"Contract particulars† means any information relating to the contract of carriage or to the goods (including terms, notations, signatures and endorsements) that is in a transport document or an electronic transport record . 24 . Goods† means the wares, merchandise, and articles of every kind whatsoever that a carrier undertakes to carry under a contract of carriage and includes the packing and any equipment and container not supplied by or on behalf of the carrier . 25 . â€Å"Ship† means any vessel used to carry goods by sea . 26 . â€Å"Container† means any type of container, transportable tank or flat, swapbody, or any similar unit load used to consolidate goods, and any equipment ancillary to such unit load . 27 . â€Å"Vehicle† means a road or railroad cargo vehicle . 28 . â€Å"Freight† means the remuneration payable to the carrier for the carriage of goods under a contract of carriage . 29 . Domicile† means (a) a place where a company or other legal person or association of natural or legal persons has its (i) statutory seat or place of incorporation or central registered office, whichever is applicable, (ii) central administration or (iii) principal place of business, and (b) the habitual residence of a natural person . 30 . â€Å"Competent court† means a court in a Contracting State that, according to the rules on the internal allocation of jurisdiction among the courts of that State, may exercise jurisdiction over the dispute . Article 2 Interpretation of this Convention In the interpretation of this Convention, regard is to be had to its international character and to the need to promote uniformity in its application and the observance of good faith in international trade . Article 3 Form requirements The notices, confirmation, consent, agreement, declaration and other communications referred to in articles 19, paragraph 2; 23, paragraphs 1 to 4; 36, subparagraphs 1 (b), (c) and (d); 40, subparagraph 4 (b); 44; 48, paragraph 3; 51, subparagraph 1 (b); 59, paragraph 1; 63; 66; 67, paragraph 2; 75, paragraph 4; and 80, paragraphs 2 and 5, shall be in writing . Electronic communications 8 may be used for these purposes, provided that the use of such means is with the consent of the person by which it is communicated and of the person to which it is communicated . Article 4 Applicability of defences and limits of liability 1 . Any provision of this Convention that may provide a defence for, or limit the liability of, the carrier applies in any judicial or arbitral proceeding, whether founded in contract, in tort, or otherwise, that is instituted in respect of loss of, damage to, or delay in delivery of goods covered by a contract of carriage or for the breach of any other obligation under this Convention against: (a) The carrier or a maritime performing party; (b) The master, crew or any other person that performs services on board the ship; or (c) Employees of the carrier or a maritime performing party . 2 . Any provision of this Convention that may provide a defence for the shipper or the documentary shipper applies in any judicial or arbitral proceeding, whether founded in contract, in tort, or otherwise, that is instituted against the shipper, the documentary shipper, or their subcontractors, agents or employees . Chapter 2 Scope of application Article 5 General scope of application 1 . Subject to arti cle 6, this Convention applies to contracts of carriage in hich the place of receipt and the place of delivery are in different States, and the port of loading of a sea carriage and the port of discharge of the same sea carriage are in different States, if, according to the contract of carriage, any one of the following places is located in a Contracting State: (a) (b) (c) (d) The place of receipt; The port of loading; The place of delivery; or The port of discharge . 9 2 . This Convention applies without regard to the nationality of the vessel, the carrier, the performing parties, the shipper, the consignee, or any other interested parties . Article 6 Specific exclusions 1 . This Convention does not apply to the following contracts in liner transportation: (a) (b) Charter parties; and Other contracts for the use of a ship or of any space thereon . 2 . This Convention does not apply to contracts of carriage in non-liner transportation except when: (a) There is no charter party or other contract between the parties for the use of a ship or of any space thereon; and (b) A transport document or an electronic transport record is issued . Article 7 Application to certain parties Notwithstanding article 6, this Convention applies as between the carrier and the consignee, controlling party or holder that is not an original party to the charter party or other contract of carriage excluded from the application of this Convention . However, this Convention does not apply as between the original parties to a contract of carriage excluded pursuant to article 6 . Chapter 3 Electronic transport records Article 8 Use and effect of electronic transport records Subject to the requirements set out in this Convention: (a) Anything that is to be in or on a transport document under this Convention may be recorded in an electronic transport record, provided the issuance and subsequent use of an electronic transport record is with the consent of the carrier and the shipper; and 10 (b) The issuance, exclusive control, or transfer of an electronic transport record has the same effect as the issuance, possession, or transfer of a transport document . Article 9 Procedures for use of negotiable electronic transport records 1 . The use of a negotiable electronic transport record shall be subject to procedures that provide for: (a) The method for the issuance and the transfer of that record to an intended holder; (b) An assurance that the negotiable electronic transport record retains its integrity; (c) The manner in which the holder is able to demonstrate that it is the holder; and (d) The manner of providing confirmation that delivery to the holder has been effected, or that, pursuant to articles 10, paragraph 2, or 47, subparagraphs 1 (a) (ii) and (c), the electronic transport record has ceased to have any effect or validity . 2 . The procedures in paragraph 1 of this article shall be referred to in the contract particulars and be readily ascertainable . Article 10 Replacement of negotiable transport document or negotiable electronic transport record 1 . If a negotiable transport document has been issued and the carrier and the holder agree to replace that document by a negotiable electronic transport record: (a) The holder shall surrender the negotiable transport document, or all of them if more than one has been issued, to the carrier; (b) The carrier shall issue to the holder a negotiable electronic transport record that includes a statement that it replaces the negotiable transport document; and (c) The negotiable transport document ceases thereafter to have any effect or validity . 11 2 . If a negotiable electronic transport record has been issued and the carrier and the holder agree to replace that electronic transport record by a negotiable transport document: (a) The carrier shall issue to the holder, in place of the electronic transport record, a negotiable transport document that includes a statement that it replaces the negotiable electronic transport record; and (b) The electronic transport record ceases thereafter to have any effect or validity . Chapter 4 Obligations of the carrier Article 11 Carriage and delivery of the goods The carrier shall, subject to this Convention and in accordance with the terms of the contract of carriage, carry the goods to the place of destination and deliver them to the consignee . Article 12 Period of responsibility of the carrier 1 . The period of responsibility of the carrier for the goods under this Convention begins when the carrier or a performing party receives the goods for carriage and ends when the goods are delivered . 2 . a) If the law or regulations of the place of receipt require the goods to be handed over to an authority or other third party from which the carrier may collect them, the period of responsibility of the carrier begins when the carrier collects the goods from the authority or other third party . (b) If the law or regulations of the place of delivery require the carrier to hand over the goods to an authority or other third party from which the consignee may collect them, the period of responsibility of the carrier ends when the carrier hands the goods over to the authority or other third party . 3 . For the purpose of determining the carrier’s period of responsibility, the parties may agree on the time and location of receipt and delivery of the goods, but a provision in a contract of carriage is void to the extent that it provides that: 12 a) The time of receipt of the goods is subsequent to the beginning of their initial loading under the contract of carriage; or (b) The time of delivery of the goods is prior to the completion of their final unloading under the contract of carriage . Article 13 Specific obligations 1 . The carrier shall during the period of its responsibility as defined in article 12, and subject to article 26, properly and carefully receive, load, handle, stow, carry, keep, care for, unload and deliver the goods . 2 . Notwithstanding paragraph 1 of this article, and without prejudice to the other provisions in chapter 4 and to chapters 5 to 7, the carrier and the shipper may agree that the loading, handling, stowing or unloading of the goods is to be performed by the shipper, the documentary shipper or the consignee . Such an agreement shall be referred to in the contract particulars . Article 14 Specific obligations applicable to the voyage by sea The carrier is bound before, at the beginning of, and during the voyage by sea to exercise due diligence to: (a) Make and keep the ship seaworthy; (b) Properly crew, equip and supply the ship and keep the ship so crewed, equipped and supplied throughout the voyage; and (c) Make and keep the holds and all other parts of the ship in which the goods are carried, and any containers supplied by the carrier in or upon which the goods are carried, fit and safe for their reception, carriage and preservation . Article 15 Goods that may become a danger Notwithstanding articles 11 and 13, the carrier or a performing party may decline to receive or to load, and may take such other measures as are reasonable, including unloading, destroying, or rendering goods harmless, if the goods are, or reasonably appear likely to become during the carrier’s period of responsibility, an actual danger to persons, property or the environment . 13 Article 16 Sacrifice of the goods during the voyage by sea Notwithstanding articles 11, 13, and 14, the carrier or a performing party may sacrifice goods at sea when the sacrifice is reasonably made for the common safety or for the purpose of preserving from peril human life or other property involved in the common adventure . Chapter 5 Liability of the carrier for loss, damage or delay Article 17 Basis of liability 1 . The carrier is liable for loss of or damage to the goods, as well as for delay in delivery, if the claimant proves that the loss, damage, or delay, or the event or circumstance that caused or contributed to it took place during the period of the carrier’s responsibility as defined in chapter 4 . 2 . The carrier is relieved of all or part of its liability pursuant to paragraph 1 of this article if it proves that the cause or one of the causes of the loss, damage, or delay is not attributable to its fault or to the fault of any person referred to in article 18 . 3 . The carrier is also relieved of all or part of its liability pursuant to paragraph 1 of this article if, alternatively to proving the absence of fault as provided in paragraph 2 of this article, it proves that one or more of the following events or circumstances caused or contributed to the loss, damage, or delay: (a) (b) Act of God; Perils, dangers, and accidents of the sea or other navigable waters; (c) War, hostilities, armed conflict, piracy, terrorism, riots, and civil commotions; (d) Quarantine restrictions; interference by or impediments created by governments, public authorities, rulers, or people including detention, arrest, or seizure not attributable to the carrier or any person referred to in article 18; (e) (f) (g) 14 Strikes, lockouts, stoppages, or restraints of labour; Fire on the ship; Latent defects not discoverable by due diligence; h) Act or omission of the shipper, the documentary shipper, the controlling party, or any other person for whose acts the shipper or t he documentary shipper is liable pursuant to article 33 or 34; (i) Loading, handling, stowing, or unloading of the goods performed pursuant to an agreement in accordance with article 13, paragraph 2, unless the carrier or a performing party performs such activity on behalf of the shipper, the documentary shipper or the consignee; (j) Wastage in bulk or weight or any other loss or damage arising from inherent defect, quality, or vice of the goods; (k) Insufficiency or defective condition of packing or marking not performed by or on behalf of the carrier; (l) Saving or attempting to save life at sea; (m) Reasonable measures to save or attempt to save property at sea; (n) Reasonable measures to avoid or attempt to avoid damage to the environment; or (o) and 16 . Acts of the carrier in pursuance of the powers conferred by articles 15 4 . Notwithstanding paragraph 3 of this article, the carrier is liable for all or part of the loss, damage, or delay: (a) If the claimant proves that the fault of the carrier or of a person referred to in article 18 caused or contributed to the event or circumstance on which the carrier relies; or (b) If the claimant proves that an event or circumstance not listed in paragraph 3 of this article contributed to the loss, damage, or delay, and the carrier cannot prove that this event or circumstance is not attributable to its fault or to the fault of any person referred to in article 18 . 5 . The carrier is also liable, notwithstanding paragraph 3 of this article, for all or part of the loss, damage, or delay if: (a) The claimant proves that the loss, damage, or delay was or was probably caused by or contributed to by (i) the unseaworthiness of the ship; (ii) the improper crewing, equipping, and supplying of the ship; or (iii) the fact that the holds or other parts of the ship in which the goods are carried, or any containers supplied by the carrier in or upon which the goods are carried, were not fit and safe for reception, carriage, and preservation of the goods; and 15 (b) The carrier is unable to prove either that: (i) none of the events or circumstances referred to in subparagraph 5 (a) of this article caused the loss, damage, or delay; or (ii) it complied with its obligation to exercise due diligence pursuant to article 14 . 6 . When the carrier is relieved of part of its liability pursuant to this article, the carrier is liable only for that part of the loss, damage or delay that is attributable to the event or circumstance for which it is liable pursuant to this article . Article 18 Liability of the carrier for other persons The carrier is liable for the breach of its obligations under this Convention caused by the acts or omissions of: (a) (b) (c) Any performing party; The master or crew of the ship; Employees of the carrier or a performing party; or (d) Any other person that performs or undertakes to perform any of the carrier’s obligations under the contract of carriage, to the extent that the person acts, either directly or indirectly, at the carrier’s request or under the carrier’s supervision or control . Article 19 Liability of maritime performing parties 1 . A maritime performing party is subject to the obligations and liabilities imposed on the carrier under this Convention and is entitled to the carrier’s defences and limits of liability as provided for in this Convention if: (a) The maritime performing party received the goods for carriage in a Contracting State, or delivered them in a Contracting State, or performed its activities with respect to the goods in a port in a Contracting State; and (b) The occurrence that caused the loss, damage or delay took place: (i) during the period between the arrival of the goods at the port of loading of the ship and their departure from the port of discharge from the ship; (ii) while the maritime performing party had custody of the goods; or (iii) at any other time to the extent that it was participating in the performance of any of the activities contemplated by the contract of carriage . 16 2 . If the carrier agrees to assume obligations other than those imposed on the carrier under this Convention, or agrees that the limits of its liability are higher than the limits specified under this Convention, a maritime performing party is not bound by this agreement unless it expressly agrees to accept such obligations or such higher limits . 3 . A maritime performing party is liable for the breach of its obligations under this Convention caused by the acts or omissions of any person to which it has entrusted the performance of any of the carrier’s obligations under the contract of carriage under the conditions set out in paragraph 1 of this article . 4 . Nothing in this Convention imposes liability on the master or crew of the ship or on an employee of the carrier or of a maritime performing party . Article 20 Joint and several liability 1 . If the carrier and one or more maritime performing parties are liable for the loss of, damage to, or delay in delivery of the goods, their liability is joint and several but only up to the limits provided for under this Convention . 2 . Without prejudice to article 61, the aggregate liability of all such persons shall not exceed the overall limits of liability under this Convention . Article 21 Delay Delay in delivery occurs when the goods are not delivered at the place of destination provided for in the contract of carriage within the time agreed . Article 22 Calculation of compensation 1 . Subject to article 59, the compensation payable by the carrier for loss of or damage to the goods is calculated by reference to the value of such goods at the place and time of delivery established in accordance with article 43 . 2 . The value of the goods is fixed according to the commodity exchange price or, if there is no such price, according to their market price or, if there is no commodity exchange price or market price, by reference to the normal value of the goods of the same kind and quality at the place of delivery . 17 3 . In case of loss of or damage to the goods, the carrier is not liable for payment of any compensation beyond what is provided for in paragraphs 1 and 2 of this article except when the carrier and the shipper have agreed to calculate compensation in a different manner within the limits of chapter 16 . Article 23 Notice in case of loss, damage or delay 1 . The carrier is presumed, in absence of proof to the contrary, to have delivered the goods according to their description in the contract particulars unless notice of loss of or damage to the goods, indicating the general nature of such loss or damage, was given to the carrier or the performing party that delivered the goods before or at the time of the delivery, or, if the loss or damage is not apparent, within seven working days at the place of delivery after the delivery of the goods . 2 . Failure to provide the notice referred to in this article to the carrier or the performing party shall not affect the right to claim compensation for loss of or damage to the goods under this Convention, nor shall it affect the allocation of the burden of proof set out in article 17 . 3 . The notice referred to in this article is not required in respect of loss or damage that is ascertained in a joint inspection of the goods by the person to which they have been delivered and the carrier or the m aritime performing party against which liability is being asserted . 4 . No compensation in respect of delay is payable unless notice of loss due to delay was given to the carrier within twenty-one consecutive days of delivery of the goods . 5 . When the notice referred to in this article is given to the performing party that delivered the goods, it has the same effect as if that notice was given to the carrier, and notice given to the carrier has the same effect as a notice given to a maritime performing party . 6 . In the case of any actual or apprehended loss or damage, the parties to the dispute shall give all reasonable facilities to each other for inspecting and tallying the goods and shall provide access to records and documents relevant to the carriage of the goods . 18 Chapter 6 Additional provisions relating to particular stages of carriage Article 24 Deviation When pursuant to applicable law a deviation constitutes a breach of the carrier’s obligations, such deviation of itself shall not deprive the carrier or a maritime performing party of any defence or limitation of this Convention, except to the extent provided in article 61 . Article 25 Deck cargo on ships 1 . Goods may be carried on the deck of a ship only if: (a) Such carriage is required by law; (b) They are carried in or on containers or vehicles that are fit for deck carriage, and the decks are specially fitted to carry such containers or vehicles; or (c) The carriage on deck is in accordance with the contract of carriage, or the customs, usages or practices of the trade in question . 2 . The provisions of this Convention relating to the liability of the carrier apply to the loss of, damage to or delay in the delivery of goods carried on deck pursuant to paragraph 1 of this article, but the carrier is not liable for loss of or damage to such goods, or delay in their delivery, caused by the special risks involved in their carriage on deck when the goods are carried in accordance with subparagraphs 1 (a) or (c) of this article . 3 . If the goods have been carried on deck in cases other than those permitted pursuant to paragraph 1 of this article, the carrier is liable for loss of or damage to the goods or delay in their delivery that is exclusively caused by their carriage on deck, and is not entitled to the defences provided for in article 17 . 4 . The carrier is not entitled to invoke subparagraph 1 (c) of this article against a third party that has acquired a negotiable transport document or a negotiable electronic transport record in good faith, unless the contract particulars state that the goods may be carried on deck . 19 5 . If the carrier and shipper expressly agreed that the goods would be carried under deck, the carrier is not entitled to the benefit of the limitation of liability for any loss of, damage to or delay in the delivery of the goods to the extent that such loss, damage, or delay resulted from their carriage on deck . Article 26 Carriage preceding or subsequent to sea carriage When loss of or damage to goods, or an event or circumstance causing a delay in their delivery, occurs during the carrier’s period of responsibility but solely before their loading onto the ship or solely after their discharge from the ship, the provisions of this Convention do not prevail over those provisions of another international instrument that, at the time of such loss, damage or event or circumstance causing delay: (a) Pursuant to the provisions of such international instrument would have applied to all or any of the carrier’s activities if the shipper had made a separate and direct contract with the carrier in respect of the particular stage of carriage where the loss of, or damage to goods, or an event or circumstance causing delay in their delivery occurred; (b) Specifically provide for the carrier’s liability, limitation of liability, or time for suit; and (c) Cannot be departed from by contract either at all or to the detriment of the shipper under that instrument . Chapter 7 Obligations of the shipper to the carrier Article 27 Delivery for carriage 1 . Unless otherwise agreed in the contract of carriage, the shipper shall deliver the goods ready for carriage . In any event, the shipper shall deliver the goods in such condition that they will withstand the intended carriage, including their loading, handling, stowing, lashing and securing, and unloading, and that they will not cause harm to persons or property . 2 . The shipper shall properly and carefully perform any obligation assumed under an agreement made pursuant to article 13, paragraph 2 . 20 3 . When a container is packed or a vehicle is loaded by the shipper, the shipper shall properly and carefully stow, lash and secure the contents in or on the container or vehicle, and in such a way that they will not cause harm to persons or property . Article 28 Cooperation of the shipper and the carrier in providing information and instructions The carrier and the shipper shall respond to requests from each other to provide information and instructions required for the proper handling and carriage of the goods if the information is in the requested party’s possession or the instructions are within the requested party’s reasonable ability to provide and they are not otherwise reasonably available to the requesting party . Article 29 Shipper’s obligation to provide information, instructions and documents 1 . The shipper shall provide to the carrier in a timely manner such information, instructions and documents relating to the goods that are not otherwise reasonably available to the carrier, and that are reasonably necessary: (a) For the proper handling and carriage of the goods, including precautions to be taken by the carrier or a performing party; and (b) For the carrier to comply with law, regulations or other requirements of public authorities in connection with the intended carriage, provided that the carrier notifies the shipper in a timely manner of the information, instructions and documents it requires . 2 . Nothing in this article affects any specific obligation to provide certain information, instructions and documents related to the goods pursuant to law, regulations or other requirements of public authorities in connection with the intended carriage . Article 30 Basis of shipper’s liability to the carrier 1 . The shipper is liable for loss or damage sustained by the carrier if the carrier proves that such loss or damage was caused by a breach of the shipper’s obligations under this Convention . 1 2 . Except in respect of loss or damage caused by a breach by the shipper of its obligations pursuant to articles 31, paragraph 2, and 32, the shipper is relieved of all or part of its liability if the cause or one of the causes of the loss or damage is not attributable to its fault or to the fault of any person referred to in article 34 . 3 . When the shipper is relieved of part of its liability pursuant to this article, the shipper is liable only for that part of the loss or damage that is attributable to its fault or to the fault of any person referred to in article 34 . Article 31 Information for compilation of contract particulars 1 . The shipper shall provide to the carrier, in a timely manner, accurate information required for the compilation of the contract particulars and the issuance of the transport documents or electronic transport records, including the particulars referred to in article 36, paragraph 1; the name of the party to be identified as the shipper in the contract particulars; the name of the consignee, if any; and the name of the person to whose order the transport document or electronic transport record is to be issued, if any . 2 . The shipper is deemed to have guaranteed the accuracy at the time of receipt by the carrier of the information that is provided according to paragraph 1 of this article . The shipper shall indemnify the carrier against loss or damage resulting from the inaccuracy of such information . Article 32 Special rules on dangerous goods When goods by their nature or character are, or reasonably appear likely to become, a danger to persons, property or the environment: (a) The shipper shall inform the carrier of the dangerous nature or character of the goods in a timely manner before they are delivered to the carrier or a performing party . If the shipper fails to do so and the carrier or performing party does not otherwise have knowledge of their dangerous nature or character, the shipper is liable to the carrier for loss or damage resulting from such failure to inform; and (b) The shipper shall mark or label dangerous goods in accordance with any law, regulations or other requirements of public authorities that apply during any stage of the intended carriage of the goods . If the shipper fails to do so, it is liable to the carrier for loss or damage resulting from such failure . 22 Article 33 Assumption of shipper’s rights and obligations by the documentary shipper 1 . A documentary shipper is subject to the obligations and liabilities imposed on the shipper pursuant to this chapter and pursuant to article 55, and is entitled to the shipper’s rights and defences provided by this chapter and by chapter 13 . 2 . Paragraph 1 of this article does not affect the obligations, liabilities, rights or defences of the shipper . Article 34 Liability of the shipper for other persons The shipper is liable for the breach of its obligations under this Convention caused by the acts or omissions of any person, including employees, agents and subcontractors, to which it has entrusted the performance of any of its obligations, but the shipper is not liable for acts or omissions of the carrier or a performing party acting on behalf of the carrier, to which the shipper has entrusted the performance of its obligations . Chapter 8 Transport documents and electronic transport records Article 35 Issuance of the transport document or the electronic transport record Unless the shipper and the carrier have agreed not to use a transport document or an electronic transport record, or it is the custom, usage or practice of the trade not to use one, upon delivery of the goods for carriage to the carrier or performing party, the shipper or, if the shipper consents, the documentary shipper, is entitled to obtain from the carrier, at the shipper’s option: (a) A non-negotiable transport document or, subject to article 8, subparagraph (a), a non-negotiable electronic transport record; or (b) An appropriate negotiable transport document or, subject to article 8, subparagraph (a), a negotiable electronic transport record, unless the shipper and the carrier have agreed not to use a negotiable transport document or negotiable electronic transport record, or it is the custom, usage or practice of the trade not t o use one . 23 Article 36 Contract particulars 1 . The contract particulars in the transport document or electronic ransport record referred to in article 35 shall include the following information, as furnished by the shipper: (a) (b) (c) (d) A description of the goods as appropriate for the transport; The leading marks necessary for identification of the goods; The number of packages or pieces, or the quantity of goods; and The weight of the goods, if furnished by the shipper . 2 . The contract particulars in the transport document or electronic transport record referred to in article 35 shall also include: (a) A statement of the apparent order and condition of the goods at the time the carrier or a performing party receives them for carriage; (b) The name and address of the carrier; c) The date on which the carrier or a performing party received the goods, or on which the goods were loaded on board the ship, or on which the transport document or electronic transport record was is sued; and (d) If the transport document is negotiable, the number of originals of the negotiable transport document, when more than one original is issued . 3 . The contract particulars in the transport document or electronic transport record referred to in article 35 shall further include: (a) (b) (c) and (d) The port of loading and the port of discharge, if specified in the contract of carriage . 4 . For the purposes of this article, the phrase â€Å"apparent order and condition of the goods† in subparagraph 2 (a) of this article refers to the order and condition of the goods based on: 24 The name and address of the consignee, if named by the shipper; The name of a ship, if specified in the contract of carriage; The place of receipt and, if known to the carrier, the place of delivery; (a) A reasonable external inspection of the goods as packaged at the time the shipper delivers them to the carrier or a performing party; and (b) Any additional inspection that the carrier or a performing party actually performs before issuing the transport document or electronic transport record . Article 37 Identity of the carrier 1 . If a carrier is identified by name in the contract particulars, any other information in the transport document or electronic transport record relating to the identity of the carrier shall have no effect to the extent that it is inconsistent with that identification . 2 . If no person is identified in the contract particulars as the carrier as required pursuant to article 36, subparagraph 2 (b), but the contract particulars indicate that the goods have been loaded on board a named ship, the registered owner of that ship is presumed to be the carrier, unless it proves that the ship was under a bareboat charter at the time of the carriage and it identifies this bareboat charterer and indicates its address, in which case this bareboat charterer is presumed to be the carrier . Alternatively, the registered owner may rebut the presumption of being the carrier by identifying the carrier and indicating its address . The bareboat charterer may rebut any presumption of being the carrier in the same manner . 3 . Nothing in this article prevents the claimant from proving that any person other than a person identified in the contract particulars or pursuant to paragraph 2 of this article is the carrier . Article 38 Signature 1 . A transport document shall be signed by the carrier or a person acting on its behalf . 2 . An electronic transport record shall include the electronic signature of the carrier or a person acting on its behalf . Such electronic signature shall identify the signatory in relation to the electronic transport record and indicate the carrier’s authorization of the electronic transport record . 25 Article 39 Deficiencies in the contract particulars 1 . The absence or inaccuracy of one or more of the contract particulars referred to in article 36, paragraphs 1, 2 or 3, does not of itself affect the legal character or validity of the transport document or of the electronic transport record . 2 . If the contract particulars include the date but fail to indicate its significance, the date is deemed to be: (a) The date on which all of the goods indicated in the transport document or electronic transport record were loaded on board the ship, if the contract particulars indicate that the goods have been loaded on board a ship; or (b) The date on which the carrier or a performing party received the goods, if the contract particulars do not indicate that the goods have been loaded on board a ship . 3 . If the contract particulars fail to state the apparent order and condition of the goods at the time the carrier or a performing party receives them, the contract particulars are deemed to have stated that the goods were in apparent good order and condition at the time the carrier or a performing party received them . Article 40 Qualifying the information relating to the goods in the contract particulars 1 . The carrier shall qualify the information referred to in article 36, paragraph 1, to indicate that the carrier does not assume responsibility for the accuracy of the information furnished by the shipper if: (a) The carrier has actual knowledge that any material statement in the transport document or electronic transport record is false or misleading; or (b) The carrier has reasonable grounds to believe that a material statement in the transport document or electronic transport record is false or misleading . 2 . Without prejudice to paragraph 1 of this article, the carrier may qualify the information referred to in article 36, paragraph 1, in the circumstances and in the manner set out in paragraphs 3 and 4 of this article to indicate that the carrier does not assume responsibility for the accuracy of the information furnished by the shipper . 26 3 . When the goods are not delivered for carriage to the carrier or a performing party in a closed container or vehicle, or when they are delivered in a closed container or vehicle and the carrier or a performing party actually inspects them, the carrier may qualify the information referred to in article 36, paragraph 1, if: (a) The carrier had no physically practicable or commercially reasonable means of checking the information furnished by the shipper, in which case it may indicate which information it was unable to check; or (b) The carrier has reasonable grounds to believe the information furnished by the shipper to be inaccurate, in which case it may include a clause providing what it reasonably considers accurate information . 4 . When the goods are delivered for carriage to the carrier or a performing party in a closed container or vehicle, the carrier may qualify the information referred to in: (a) Article 36, subparagraphs 1 (a), (b), or (c), if: (i) The goods inside the contai ner or vehicle have not actually been inspected by the carrier or a performing party; and (ii) Neither the carrier nor a performing party otherwise has actual knowledge of its contents before issuing the transport document or the electronic transport record; and (b) Article 36, subparagraph 1 (d), if: i) Neither the carrier nor a performing party weighed the container or vehicle, and the shipper and the carrier had not agreed prior to the shipment that the container or vehicle would be weighed and the weight would be included in the contract particulars; or (ii) There was no physically practicable or commercially reasonable means of checking the weight of the container or vehicle . Article 41 Evidentiary effect of the contract particulars Except to the extent that the contract particulars have been qualified in the circumstances and in the manner set out in article 40: (a) A transport document or an electronic transport record is prima facie evidence of the carrier’s receipt of the goods as stated in the contract particulars; 27 b) Proof to the contrary by the carrier in respect of any contract particulars shall not be admissible, when such contract particulars are included in: (i) A negotiable transport document or a negotiable electronic transport record that is transferred to a third party acting in good faith; or (ii) A non-negotiable transport document that indicates that it must be surrendered in order to obtain delivery of the goods and is transferred to the consignee acting in good faith; (c) Proof to the contrary by the carrier shall not be admissible against a consignee that in good faith has acted in reliance on any of the following contract particulars included in a non-negotiable transport document or a non negotiable electronic transport record: (i) The contract particulars referred to in article 36, paragraph 1, when such contract particulars are furnished by the carrier; (ii) The number, type and identifying numbers of the containers, bu t not the identifying numbers of the con

Essay about Strength and Weakness on Emotional Intelligence

Question: Discuss the Facts for Emotional Intelligence of Strength and Weakness. Answer: Emotional strength and weakness To become a departmental manager in an organisation, the individual needs to have high level of emotional intelligence for managing different dilemmas, anxieties and stress in their personal as well as in their work life. In order to balance these stress factors, the individual must ensure that his level of emotional intelligence is high and they can manage other people quite effectively. Emotional strength As a departmental manager of an organisation, the individual ought to have high level of openness in his communication and he can work under pressure. Emotional Weakness The individual is quite unable to take spot decision and quickly believe others. Personal causes of stress To become satisfied in the daily routine, the individual needs to balance their personal life and work life effectively (Alessandra, 2006). Serious illness of beloved ones (like mother) is the most important personal cause which can affect the work life balance for the individual. Due to the patient of critical cancer, the individual needs to spend lot of time and money for his mother, which can affect his work life. To maintain work life with personal life, the individual needs to be very much punctual in his job and the individual needs to take a home which is nearest to the job location. Emotional triggers The strength, which can help the individual in his work life are his emotional triggers like respect to others, caring attitude, better acceptance power, predictability and love to face new challenges in life. By facing many difficulties in personal life and by taking care of his mother, the manager should learn to manage all these emotional triggers, which can help him in his work life. Role model To influence the co-workers in the work place, the Departmental Manager needs to adopt effective leadership strategies in his job role. By the help of effective leadership qualities and effective motivational plan, the person can influence the workers and manage their emotional state in their work life. Feedback gathering As a departmental manager, the individual has to be more open toward his employees (Andrews, 2004). By getting feedback from the employees and open communication with the workers can provide him healthier relationship with the workers and better problem solving ideas. To achieve the organisational objective, the individual should open to get feedback from the others. Self reflection factor for continual development of EI Self reflection can be defined as a dynamic and active action with ethical skill sets which deal with complex, real and different extreme situation. By the help of self reflection, the individual can analyse strengths and weaknesses of himself and the individual can work accordingly to solve these issues. Respond to a worker While maintaining an effective work place environment, the departmental manager needs to respond according to the different behaviour of the workers. For extremely angry employees, the individual needs to calm them down immediately with some communication. With some effective respond with the angry people, the manager can make better understanding and generate healthier relationship with them. For extremely stressed people, the manager needs to communicate with them and make them satisfied with their work life by providing them some work schedule and alternative leave facilities. By providing some leave the individual can relax some stressed from their work life. For extremely upset people, the departmental manager needs to motivate them well. A manager needs to be a good leader in the organisation for making effective outcomes for a company. To mitigate the upset issues for a worker, the manager needs to communicate openly with them and by providing some motivation, influence the individual has to make them comfortable. Cultural expression of emotion It has been proved that according to the different culture people can identify peoples feeling by different ways (Goleman, 1995). For an example, to understand a Japanese persons feelings the departmental manager needs to aware and pay attention on his tone of voice rather than the face of the Japanese. To understand the cultural expression of emotion as a departmental manager the individual needs to communicate well with every single worker and he needs to make healthier relationship with them. Leadership style As a departmental manager of an organisation, the individual ought to adopt democratic leadership style in his job role. To maintain all stress related issues and to get effective outcomes in the business, the individual should follow the democratic leadership style where he can communicate with all workers and try to solve the problem according to their ideas and thoughts instead of own decision. Emotions of workers into decisions making To make some decision into the organisation, often management depends on the managers decision. As a manager to solve the problems within the organisation it is quite essential to gather all the thoughts and ideas of the workers. By which it can get better understanding among the employees and it provide the manager better problem solving ideas. Opportunities for worker to express emotion With the help of open communication, it can provide them better opportunity to express their feelings with the other. By giving this opportunity and making the workplace healthier for all the staffs, it is necessary to mitigate the stress so that they can share their emotions and feelings. Aware workers about their emotion and behaviour To aware the workers about their emotions and behaviour in the workplace the manager needs to communicate with them individually and tell them about their behaviour and emotion and how it could affect the others. Encourage to develop EI A manager needs to be a good motivator. By providing effective motivational plan, the manager can encourage the workers to develop their Emotional Intelligence. Positive emotional climate To get better performance and generate positive climate in department, the manager needs to adopt some elements, such as Look for good in the other people Read the organisational climate Be cooperative and pleasant Be emotionally attached Strengths of workers to achieve workplace outcomes To get the better organisational outcomes, the manager needs to perform proper monitoring of the every worker and analyse their performance. In order to enhance the effectiveness of the organisation the manager ought to motivate less efficient employees and provide reward for the most efficient employees in the organisation (Warner, 2006). By motivating them and providing them work according to their strength, managers can get effective outcomes from them which could easily achievable for the workplace outcomes. References Alessandra, A. (2006). Emotional intelligence. [Place of publication not identified]: Team Publications Worldwide Center for Organizational Development. Andrews, L. (2004). Emotional intelligence. New York: F. Watts. Goleman, D. (1995). Emotional intelligence. New York: Bantam Books. Warner, J. (2006). Emotional intelligence. [Place of publication not identified]: Tony Alessandra.

Major Contributions Of Realism Essays - 19th-century Theatre

Major Contributions of Realism Including scenery, styles of acting, makeup, and dialogue, realism contributed many things to theater. It involves accurate depictions of everyday people in feasible situations and was designed to replace the artificial romantic style. Realism rejected dramatic conventions that had existed since the beginning of drama. In the 18th century, David Garrick instituted the use of historically accurate costumes and sets. In the 16th century in Italy, realistic theaters began to introduce the proscenium stage which is used globally today. Because by the mid 19th century realistic gas lamps revealed the unnatural appearance of canvas backdrops, the realistic box set was made popular. Realism replaced the well-made play and the declamatory acting of the time. Instead, it introduced dramas which approximated in speech a situation of the social and domestic problems of everyday life. The actors spoke and moved naturally against scenery which reproduced with faithfulness the unusual surroundings of the people they represent. One of the types of theater that emerged out of realism is naturalism. Realism contributed many things to modern theater.

The Best SAT Math Practice Tests and Questions

The Best SAT Math Practice Tests and Questions SAT / ACT Prep Online Guides and Tips For SAT Math prep, no matter your strategy- whether you’re doing self-study, taking a prep class, or working with a tutor- you need to be working with real SAT Math practice materials. The SAT Math test will be different from any other math test you’ve taken. You need to work with the real material to get used to the pacing and style of this unique test. In this short guide, I’ll show you where to find official SAT Math practice tests and questions, and go over what materials to avoid. Best SAT Math Practice Tests, Free and Official All of the following SAT Math tests are completely free. We've gathered together all of them in one place for your convenience. There are currently 10 official practice tests. You can download them here or take them online at Khan Academy (see next section for more details). Math Practice Test 1 Pages 34-56 Math Practice Test 2 Pages 32-53 Math Practice Test 3 Pages 32-55 Math Practice Test 4 Pages 30-54 Math Practice Test 5 Pages 38-65 Math Practice Test 6 Pages 42-67 Math Practice Test 7 Pages 34-59 Math Practice Test 8 Pages 36-61 Math Practice Test 9 Pages 458-482 Math Practice Test 10 Pages 332-353 You can find the scoring guides and answer explanations onthe official College Board website. The official SAT prep bookis not worth purchasing because it's all available for free online. The only reason you might want to buy it is that it includes eight of the practice tests listed above in print form so you don't have to print them out yourself (it's missing tests 2 and 4). Official Math SAT Prep at Khan Academy If you want a little extra prep (which you likely will since there aren't many official practice tests), there are a bunch of official Math practice questions available as part of Khan Academy’s free SAT prep.To access them, you’ll need to sign up for an account, but it's free and tracks your progress over time. On Khan Academy, the SAT lessons and practice questions are divided by type, so they're very helpful for more targeted studying.There’s a lot of math content, which can help you brush up on concepts you might have missed or forgotten. You can see a sample Math question below: Math Practice Questions on the Official SAT Website Finally, the College Board offersa short SAT Math practice sectionon its website. This feature includes30 calculator questionsand18 no-calculator questions. These are all different from those in the 10 practice tests above, so if you'd like more SAT Math practice, this is a great resource to use. The only drawback to these online SAT Math questions is thatthey're not given in a practice test format- rather, you'll be shown the correct answer after every question. Nevertheless, the quality of these questions is unbeatable. Additional SAT Math Materials In general, I recommend against any SAT Math practice tests that were not written by the College Boardas it won’t be realistic practice.You want to use real practice materials so that you can ensure you’re taking tests that reflect the actual content and difficulty of the SAT. If you take practices tests made by other companies, they might be more or less difficult and might not include all the content on the actual SAT Math section. That said,unofficial tests can still be great for practicing math skills- just not for practicing SAT-style questions. SATMath, more than any other section on the test, is based on knowledge, so having plenty of materials to practice the different math skills required is important (and poor or inaccurate formatting doesn't always matter as much). Check out our massive collection of SAT study material for a list of both official and unofficial SAT practice tests. If you still want more SAT Math study material- and don't mind spending a little cash- look at our guide to the best SAT Math prep books. Get your study on! How to Use SAT Math Practice Tests Effectively: 4 Tips Since you have a limited number of full-length SAT practice tests (with a total of 10 Math practice tests), each one is a precious commodity. You need to make sure you get the most out of each one. Here are my top four tips to best use your SAT Math practice tests: Tip 1:Take Full-Length Practice Tests Under Realistic Testing Conditions Take each full-length SAT practice test in one sitting with accurate timing and realistic testing conditions. That means sitting for about four hours (if you're including the Essay in your practice). Only allow yourself the prescribed time per section; the time allowed is listed at the beginning of each section. Use a watch to time yourself. You need to get used to the timing of the SAT and learn to pace yourself.Don’t give yourself any extra time on a section.If you do, you might be able to answer extra questions and therefore artificially inflate your score. Remember, you want these practice tests to be reliable indicators of your real SAT score, so no cheating! I recommend taking each official SAT practice test in one sitting (in other words, don't sit for the Math tests one day and then taking the Reading and Writing tests another day).The SAT is a marathon, and you won’t be fully prepared for it if you don’t take the practice tests in one go. If you don’t have time to take each of the official practices tests in one sitting (one sitting will be about four hours per test), then you can split the sections over multiple days, but make sure you take at least one full section each day (e.g., you complete the whole Math No Calculator section). NOTE:Realistic testing conditions means obeying all test rules. On the SAT Math section, be sure to only use your calculator on the calculator-permitted Math section (section 4)- and do not use your calculator on the No Calculator section (section 3). You need to get used to doing mental math! Don’t cheat in your practice or you won’t be prepared the day of the SAT. Use a watch, not a phone! Tip 2: Review Your Practice My second tip is toreview your practice tests!When you finish, score your practice test.Then, look at the in-depth answer explanations for every question you got wrong. Try to figure out where you went wrong.Do not skip this step! If you do, you're not going to learn from your errors, and you'll continue making them. Spend at least an hour reviewing your SAT practice tests (or at least 15 minutes per section). While it might seem like a lot of study time wasted, I promise it’s not. It’s the most valuable time spent because it’s the time where you’ll learn from your mistakes. If you don’t have a lot of study time, I recommend taking two SAT practice tests with detailed review, and then at least four SAT Math practice tests with no review. Tip 3: Practice Skills Between Tests Some students see the improvement they want by simply taking practice tests and familiarizing themselves with the pace and style of the SAT. However, most students need to review math concepts that they forgot, never learned, or never quite mastered. In-between practice tests, I highly recommend that youread our individual SAT Math content guides. These guides address the specific content areas (i.e., Coordinate Geometry, Trigonometry, Systems of Equations, etc.) that you need to master to do well on SAT Math. After taking your first practice test, see whether you can figure out why you got thosemath questions wrong.Did you skip a step? Did you misread the question? Or did you not know the content needed to solve a question? If you didn't know how to solve a question, then you need to review that content! Tip 4: Get Help If You Need It If you’re not improving with each practice test, look for extra help: consider supplementing the SAT practice tests with a tutor, class, book (such as the ones above) or program.While some people might be able to learn from their mistakes on practice tests through self-study, most need outside help to identify their weaknesses and to help them improve. Whatever prep you choose, know that a good prep program should be personalized to your specific needs,focusing on your area of weakness while not wasting your time covering topics you’ve already mastered. What’s Next? Interested in testing yourself with the hardest SAT Math questions out there? Check out our 13 toughest SAT Math question guide. Running out of time on the SAT Math section? Our guide will help you beat the clock and maximize your score. Aiming for a perfect SAT score? Check out our guide on how to get a perfect 800 on the SAT Math section, written by a real perfect scorer. Want to improve your SAT score by 160 points? Check out our best-in-class online SAT prep program. We guarantee your money back if you don't improve your SAT score by 160 points or more. Our program is entirely online, and it customizes what you study to your strengths and weaknesses. If you liked this Math strategy guide, you'll love our program.Along with more detailed lessons, you'll get thousands ofpractice problems organized by individual skills so you learn most effectively. We'll also give you a step-by-step program to follow so you'll never be confused about what to study next. Check out our 5-day free trial:

What Competitive Strategy Coca Cola Should Adopt to Develop Business Dissertation

What Competitive Strategy Coca Cola Should Adopt to Develop Business Expansion in China - Dissertation Example This fact helps the company in glocalising its products with also reducing its operational costs. In the light of the above fact the paper focuses on evaluating the region of China as a feasible market for beverage and soft drink products rendered by Coca-Cola. China seems to be a growing market for beverage and soft drinks where a larger chunk of the population still depend on the increased consumption of tea as the most liked and supported beverage. However with the development of the economic and social situation of several regions in China there has been growth of middle class consumers demanding westernised products. Thus several soft drink and beverage companies like Coca-Cola are eying China as a potential marketing development zone for their products. The paper in this account tends to conduct a research based on the use of several strategic models to evaluate the marketing position for beverages in China. In addition the paper also focuses on conducting analysis based on interview of both targeted consumers and managers of Coca-Cola to enhance the level of understanding of the parameters through which Coca-Cola can effectively succeed in the Chinese soil. Introduction About Coca-Cola Coca-Cola listed in the New York Stock Exchange stands as the largest beverage producer in the world. The company works on rendering a number of branded drinks that in total amounts to consolidated revenue of around $15 billion. Coca-Cola ranks as number one in the field of beverage and juice production and also ready-to-drink coffee products. The company through its extensive distribution network endeavours to serve consumers along 200 countries thereby gaining the potential to render around 1.8 billion servings on an average basis. Further, the com pany works to enhance on its environment sustainability and social responsibility paradigm to gain an enhanced space in the consumer markets. The company also acts as a significant global employer ranking 10 in the