For a positive sign by the commercial vehicle industry a:/ truck freight rates b:/on trunk routes went c: / up for the second month in a row.d:/ No Error e: ?->(Show Answer!)

1. For a positive sign by the commercial vehicle industry a:/ truck freight rates b:/on trunk routes went c: / up for the second month in a row.d:/ No Error e:

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MCQ->For a positive sign by the commercial vehicle industry a:/ truck freight rates b:/on trunk routes went c: / up for the second month in a row.d:/ No Error e:....

MCQ-> Before the internet, one of the most rapid changes to the global economy and trade was wrought by something so blatantly useful that it is hard to imagine a struggle to get it adopted: the shipping container. In the early 1960s, before the standard container became ubiquitous, freight costs were I0 per cent of the value of US imports, about the same barrier to trade as the average official government import tariff. Yet in a journey that went halfway round the world, half of those costs could be incurred in two ten-mile movements through the ports at either end. The predominant ‘break-bulk’ method, where each shipment was individually split up into loads that could be handled by a team of dockers, was vastly complex and labour-intensive. Ships could take weeks or months to load, as a huge variety of cargoes of different weights, shapes and sizes had to be stacked together by hand. Indeed, one of the most unreliable aspects of such a labour-intensive process was the labour. Ports, like mines, were frequently seething pits of industrial unrest. Irregular work on one side combined with what was often a tight-knit, well - organized labour community on the other.In 1956, loading break-bulk cargo cost $5.83 per ton. The entrepreneurial genius who saw the possibilities for standardized container shipping, Malcolm McLean, floated his first containerized ship in that year and claimed to be able to shift cargo for 15.8 cents a ton. Boxes of the same size that could be loaded by crane and neatly stacked were much faster to load. Moreover, carrying cargo in a standard container would allow it to be shifted between truck, train and ship without having to be repacked each time.But between McLean’s container and the standardization of the global market were an array of formidable obstacles. They began at home in the US with the official Interstate Commerce Commission, which could prevent price competition by setting rates for freight haulage by route and commodity, and the powerful International Longshoremen's Association (ILA) labour union. More broadly, the biggest hurdle was achieving what economists call ‘network effects’: the benefit of a standard technology rises exponentially as more people use it. To dominate world trade, containers had to be easily interchangeable between different shipping lines, ports, trucks and railcars. And to maximize efficiency, they all needed to be the same size. The adoption of a network technology often involves overcoming the resistance of those who are heavily invested in the old system. And while the efficiency gains are clear to see, there are very obvious losers as well as winners. For containerization, perhaps the most spectacular example was the demise of New York City as a port.In the early I950s, New York handled a third of US seaborne trade in manufactured goods. But it was woefully inefficient, even with existing break-bulk technology: 283 piers, 98 of which were able to handle ocean-going ships, jutted out into the river from Brooklyn and Manhattan. Trucks bound‘ for the docks had to fiive through the crowded, narrow streets of Manhattan, wait for an hour or two before even entering a pier, and then undergo a laborious two-stage process in which the goods foot were fithr unloaded into a transit shed and then loaded onto a ship. ‘Public loader’ work gangs held exclusive rights to load and unload on a particular pier, a power in effect granted by the ILA, which enforced its monopoly with sabotage and violence against than competitors. The ILA fought ferociously against containerization, correctly foreseeing that it would destroy their privileged position as bandits controlling the mountain pass. On this occasion, bypassing them simply involved going across the river. A container port was built in New Jersey, where a 1500-foot wharf allowed ships to dock parallel to shore and containers to be lified on and off by crane. Between 1963 - 4 and 1975 - 6, the number of days worked by longshoremen in Manhattan went from 1.4 million to 127,041.Containers rapidly captured the transatlantic market, and then the growing trade with Asia. The effect of containerization is hard to see immediately in freight rates, since the oil price hikes of the 1970s kept them high, but the speed with which shippers adopted; containerization made it clear it brought big benefits of efficiency and cost. The extraordinary growth of the Asian tiger economies of Singapore, Taiwan, Korea and Hong Kong, which based their development strategy on exports, was greatly helped by the container trade that quickly built up between the US and east Asia. Ocean-borne exports from South Korea were 2.9 million tons in 1969 and 6 million in 1973, and its exports to the US tripled.But the new technology did not get adopted all on its own. It needed a couple of pushes from government - both, as it happens, largely to do with the military. As far as the ships were concerned, the same link between the merchant and military navy that had inspired the Navigation Acts in seventeenth-century England endured into twentieth-century America. The government's first helping hand was to give a spur to the system by adopting it to transport military cargo. The US armed forces, seeing the efficiency of the system, started contracting McLean’s company Pan-Atlantic, later renamed Sea-land, to carry equipment to the quarter of a million American soldiers stationed in Western Europe. One of the few benefits of America's misadventure in Vietnam was a rapid expansion of containerization. Because war involves massive movements of men and material, it is often armies that pioneer new techniques in supply chains.The government’s other role was in banging heads together sufficiently to get all companies to accept the same size container. Standard sizes were essential to deliver the economies of scale that came from interchangeability - which, as far as the military was concerned, was vital if the ships had to be commandeered in case war broke out. This was a significant problem to overcome, not least because all the companies that had started using the container had settled on different sizes. Pan- Atlantic used 35- foot containers, because that was the maximum size allowed on the highways in its home base in New Jersey. Another of the big shipping companies, Matson Navigation, used a 24-foot container since its biggest trade was in canned pineapple from Hawaii, and a container bigger than that would have been too heavy for a crane to lift. Grace Line, which largely traded with Latin America, used a foot container that was easier to truck around winding mountain roads.Establishing a US standard and then getting it adopted internationally took more than a decade. Indeed, not only did the US Maritime Administration have to mediate in these rivalries but also to fight its own turf battles with the American Standards Association, an agency set up by the private sector. The matter was settled by using the power of federal money: the Federal Maritime Board (FMB), which handed out to public subsidies for shipbuilding, decreed that only the 8 x 8-foot containers in the lengths of l0, 20, 30 or 40 feet would be eligible for handouts.Identify the correct statement:
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MCQ-> Read the following passage to answer the given questions based on it. Some words/ phrases are printed in bold to help you locate them while answering some of the questions. India’s manufacturing growth fell to its lowest in more than two years in September, 2011, reinforcing fears that an extended period of high policy rates is hurting growth, according to a closely watched index. The HSBC India Purchasing Managers’ Index (PMI), based on a survey of over 500 companies, fell to 50.4 from 52.6 in August and 53.6 in July. It was the lowest since March 2009. when the reading was below 50. indicating contraction. September’s index also recorded the biggest one-month fall since November 2008. The sub index for new orders. which reflects future output, declined for the sixtli successive month, while xport orders full for it Liar(‘ month on the back of weakness in global economy. The Reserve Bank of India (RBI) last week indicated it was not done yet with monetary policy tightening as inflation was still high. The bank has already raised rates 12 times since March 2010 to tame inflation, which is at a 13-month high of 9.78%. Economists expect the RBI to raise rates one more time but warn that targeted growth will be hard to achieve if the slump continues. “This• (fall in PMI) was driven by weaker orders. with export orders still contracting due to the weaker global economic conditions.- HSBC said in a press release quoting its chief economist for India &ASEAN.; PMI is considered a fairly good indicator of manufacturing activity the world over. but in case of India, the large contribution of the unorganised sector yields a low correlation with industrial growth. However, the Index for Industrial Production (IIP) has been showing a weakening trend. having slipped to a 21- month low of 3.3 % in July. The core sector. which consists of eight infrastructure industries and has a combined weight of 37.9% in the IIP. also grew at only 3.5% in August. The PMI data is in line with the suffering manufacturing activity in India as per other estimates. Producers are seeing that demand conditions are softening and the outlook is uncertain, therefore they are producing less. Employment in the manufacturing sector declined for the second consecutive month, indicating it too was under pressure. This could be attributed to lower requirement of staff and rise in resignations as higher wage requests go unfulfilled, the HSBC statement said. On the inflation front, input prices rose at an 11 -month low rate, but despite signs of softening, they still remain at historically high levels. While decelerating slightly, the readings for input and output prices suggest that inflation pressures remain firmly in place. Most economists feel the RBI is close to the end of its rate hike cycle. Even the weekly Wholesale Price Index (WPI) estimates have started showing signs of softening. Having fallen more than one percentage point.The PMI is based on surveys of
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MCQ-> Study the following information carefully and answer the questions given below: Eight persons — E, F, G, H, W, X, Y and Z — are sitting in two parallel rows containing four persons each. E. F, G and H are sitting in row-1 facing north and W. X, Y and Z are sitting in row-2 facing south (but not necessarily in the same order.) Thus, each person sitting in row – 1 faces another person sitting in row – 2, Each of the two rows consists of one Doctor, one Engineer, one Pilot and one Scientist (but not necessarily in the same order). • The Doctor of row-1 sits second to the right of H. X faces one of the immediate neighbours of H. Only one person sits between the X and the Scientist. • The one who faces the Scientist of row – 2 is an immediate neighbour of E. Only one person sits between E and the Pilot. • W sits second to the right of Z. Y does not face G. The Scientist of row-1 faces the Engineer of row – 2. • G faces one of the immediate neighbours of the Doctor of row-2. The Doctor of row-2 does not sit at any of the extreme ends of the line. Z is not a Doctor.Which of the following represents the people sitting at extreme ends of both the lines?
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MCQ-> Study the following information and answer the questions given below : Twelve friends A, B, C, D, E, F, G, H. 1, J, K and L were born in different months of the same year. A was born in the month of April and G was born in the month of August. J was born in the month immediately preceding the month in which K was born and immediately succeeding the month in which C was born. J was not born in the month of October nor in February. There is a gap of two months between the birthdays of L and B. There were 30 days in the month in which L was born. D was born in the month immediately after the month in which I was born. There were 31 days in the month in which D was born. There is a gap of one month between the birthdays of B and F. E and H were born in that months which had 31 days each.In which of the following months B was born?
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