Hindu and Confucian Legal Traditions

Order Description Topic: Hin" rel="nofollow">indu and Confucian Legal Traditions Thread: Explain" rel="nofollow">in 2 similarities and 2 differences between the Hin" rel="nofollow">indu and Confucian Legal Traditions. Please write between 350 to 550 words and in" rel="nofollow">include at least 1 scholarly source other than the course materials. All sources must be cited in" rel="nofollow">in current Bluebook (footnotes) format and in" rel="nofollow">incorporate a Judeo-Christian worldview/analysis and biblical prin" rel="nofollow">inciples in" rel="nofollow">in the paper. NOTE: You will be expected to in" rel="nofollow">incorporate multiple sources (at least 3), your textbook (H. Patrick Glenn. Legal Traditions of the World (5th ed. 2014). ISBN: 9780199669837), and the Bible in" rel="nofollow">into your essay. This means you must have at least 3 different sources in" rel="nofollow">incorporated in" rel="nofollow">into your essay. Each one of these sources should be cited usin" rel="nofollow">ing the Bluebook citation method. Literature review In the past, air travel was expensive. In Thailand, People who wished to travel by air had only a few options. There was only Thai Airways for domestic route and a few competitor airlin" rel="nofollow">ines for in" rel="nofollow">international routes, which they were all Full Service Carriers. The air fares were about the same as Thai Airways’. People with low in" rel="nofollow">income had almost no chance to experience air travel. A significant change took place in" rel="nofollow">in 2001, Thai airlin" rel="nofollow">ine in" rel="nofollow">industry was gradually deregulated (Zhang, Hanaoka, Inamura, & Ishikura, 2008). The result of airlin" rel="nofollow">ine deregulation led to emergence of Low Cost Carriers (LCCs). The competition between airlin" rel="nofollow">ines has become in" rel="nofollow">increasin" rel="nofollow">ingly in" rel="nofollow">intense. There are researches about LCCs in" rel="nofollow">in Thailand and other member states of Association of Southeast Asian Nations (ASEAN), also the impact of airlin" rel="nofollow">ine deregulation in" rel="nofollow">in ASEAN, which will be discussed in" rel="nofollow">in this literature review. The literature review is divided in" rel="nofollow">into 3 key poin" rel="nofollow">ints. First is Airlin" rel="nofollow">ine deregulation, second is the impact of airlin" rel="nofollow">ine deregulation and the last is the emergence of LCCs. Airlin" rel="nofollow">ine deregulation The airlin" rel="nofollow">ine deregulation has been a controversial topic in" rel="nofollow">in the Thai society sin" rel="nofollow">ince its begin" rel="nofollow">innin" rel="nofollow">ing. As the person who brought this idea was the former prime min" rel="nofollow">inister Thaksin" rel="nofollow">in Shin" rel="nofollow">inawatra, amid the political turmoil in" rel="nofollow">in Thailand. It had brought criticism among Thai politicians. The oppositions tried to bright out the disadvantages that could have happened to the state-owned FSC (Thai Airways). The Thai government had taken a long consideration time before passin" rel="nofollow">ing the law. Accordin" rel="nofollow">ing to (Zhang et al., 2008), In the past, private airlin" rel="nofollow">ines were prohibited by Thai’s Department of Civil Aviation (DCA) from operatin" rel="nofollow">ing on the same route with state-owned FSC, to protect Thai Airways from its competitors. After a long wait, the DCA has decided to deregulate the airlin" rel="nofollow">ine in" rel="nofollow">industry. The airlin" rel="nofollow">ine deregulation in" rel="nofollow">includes 1. Entry deregulation, which means private airlin" rel="nofollow">ines were allowed to operate any domestic routes. 2. Fare deregulation means that airlin" rel="nofollow">ines were allowed to set their own fares without limitation. 3. Foreign ownership deregulation: the foreign-shareholdin" rel="nofollow">ing ceilin" rel="nofollow">ing was raised from 30 percent to 49 percent (Zhang et al., 2008). Sin" rel="nofollow">ince Thailand is one of the ASEAN members, the action plan for Air Transport Integration and Liberalisation within" rel="nofollow">in ASEAN called ASEAN Sin" rel="nofollow">ingle Aviation Market (ASAM) has started from 2005 to 2015. The agreement is to remove the limitations on 3rd, 4th and 5th freedom of the air within" rel="nofollow">in ASEAN. The 3rd, 4th freedom of the air were deregulated at the end of 2008 and 5th freedom of the air was in" rel="nofollow">in 2010 (Thomas, Stone, Tan, Drysdale, & McDermott, 2008). After the Thai airlin" rel="nofollow">ine deregulation in" rel="nofollow">in 2001, many LCCs have emerged in" rel="nofollow">in Thai airlin" rel="nofollow">ine in" rel="nofollow">industry. For Thai people, the airlin" rel="nofollow">ine deregulation had brought freedom of choice to the way they travel. LCCs offer lower air fare, which attracts number of new passengers. People who had never traveled by plane before, had a chance to experience air travel for the first time. Comparison of the impact in" rel="nofollow">in U.S. and ASEAN (Williams, 1994) wrote that, before the time of airlin" rel="nofollow">ine deregulation in" rel="nofollow">in United States, the tight regulation had resulted in" rel="nofollow">in an in" rel="nofollow">insufficient, stultified scheduled airlin" rel="nofollow">ine in" rel="nofollow">industry. A major concern of those regulatin" rel="nofollow">ing the in" rel="nofollow">industry had been to protect license holders, with comparatively little regard bein" rel="nofollow">ing given to matters of efficiency or the in" rel="nofollow">interest of consumers. The expectation of airlin" rel="nofollow">ine deregulation was that, it would brin" rel="nofollow">ing economic efficiency, competitive and consumer oriented to the marketplace. Sin" rel="nofollow">ince the entry barriers is no longer exist, new airlin" rel="nofollow">ines can establish operations on any route they want to choose. The result is, the high cost in" rel="nofollow">incumbent airlin" rel="nofollow">ines would have to adapt and cut down their expenses, or else they would be forced out of busin" rel="nofollow">iness (Williams, 1994). (Williams, 1994) wrote that after the Airlin" rel="nofollow">ine Deregulation act of 1978 in" rel="nofollow">in the United states, trunk airlin" rel="nofollow">ines responded by changin" rel="nofollow">ing their strategy, by tryin" rel="nofollow">ing to reduce operatin" rel="nofollow">ing cost and enhance their competitiveness. Before the time of airlin" rel="nofollow">ine deregulation, trunk carriers operated mostly with poin" rel="nofollow">int-to-poin" rel="nofollow">int system. But after, airlin" rel="nofollow">ines changed their route structures to “hub and spoke” system. Which decrease operatin" rel="nofollow">ing cost. Major airlin" rel="nofollow">ines stop their operations in" rel="nofollow">in the short routes. (Williams, 1994) Added that, the removal of price regulation has brought a significant change to airlin" rel="nofollow">ine in" rel="nofollow">industry. Major carriers developed frequent-flyer program in" rel="nofollow">in order to create brand royalty. Network size is the important factor for travelers as to which program they are goin" rel="nofollow">ing to participate. The larger carriers were the main" rel="nofollow">in beneficial. Before 1984, (Williams, 1994) explain" rel="nofollow">ined that, there were a few code-sharin" rel="nofollow">ing alliances formed between large carriers and commuter airlin" rel="nofollow">ines. Soon after the occurrence of airlin" rel="nofollow">ine deregulation, by the mid 1986 all of the 12 major carriers and 4 of the national airlin" rel="nofollow">ines in" rel="nofollow">in the United states had join" rel="nofollow">ined in" rel="nofollow">into code sharin" rel="nofollow">ing alliances with operators of commuter services. Nearly all of the largest 50 commuter service had formed code-sharin" rel="nofollow">ing alliance with major carriers. Carriers participated these agreements accounted for over 75 percent of the passengers carried by the whole of the commuter airlin" rel="nofollow">ine in" rel="nofollow">industry. As mentioned, the airlin" rel="nofollow">ine deregulation has made a massive change to the way pre-existin" rel="nofollow">ing airlin" rel="nofollow">ines run their busin" rel="nofollow">iness. It created in" rel="nofollow">instability in" rel="nofollow">in the busin" rel="nofollow">iness and encourage competition among airlin" rel="nofollow">ines. In (Fu, Oum, & Zhang, 2010)’s research on Air transport liberalization and its impact, they have conducted a study from various sources such as reports, research paper from academia, governments and in" rel="nofollow">industries. All the in" rel="nofollow">information they collected have confirmed, that Airlin" rel="nofollow">ine deregulation has led to substantial economic and traffic growth. The competitive pressure forced airlin" rel="nofollow">ines to improve their productivity and drop air fares. Accordin" rel="nofollow">ing to the comparison between air service prices and other goods and services in" rel="nofollow">in 1978, 1990 and 2006 they have suggested in" rel="nofollow">in the research. This statistic comparison table gives an in" rel="nofollow">insight of how fierce the competition is in" rel="nofollow">in the U.S. airlin" rel="nofollow">ine in" rel="nofollow">industry. As the LCCs expand or the economy grows, it creates more job opportunities, trade promotions, better transport and logistic services will be created. Countries are adoptin" rel="nofollow">ing airlin" rel="nofollow">ine deregulation, which means that they benefited from airlin" rel="nofollow">ine deregulation in" rel="nofollow">in general. The fast growth of LCCs leads to in" rel="nofollow">increased competition and reduced fare. which will automatically stimulate traffic. (Fu et al., 2010) explain" rel="nofollow">ined about the effects of hub and spoke airlin" rel="nofollow">ine network competition. They suggested that, there are literatures about hubbin" rel="nofollow">ing and its effects. Accordin" rel="nofollow">ing to (Fu et al., 2010) accumulated data, hubbin" rel="nofollow">ing has effects on many aspects such as, travel time, passenger’s demand, delay time and so on. In 2006, around 20 percent of passengers chose to fly a connectin" rel="nofollow">ing flight than direct flight due to many reasons, such as flight frequency, its lower price or the benefit of stayin" rel="nofollow">ing-over at the hub country. (Fu et al., 2010) explain" rel="nofollow">in that in" rel="nofollow">in 1978, major US carriers began to plan their hub-and-spoke network to strengthen hub domin" rel="nofollow">inance and expand the market coverage. (Hanaoka, Takebayashi, Ishikura, & Saraswati, 2014) conducted a study on the impact of liberalization policy on competition between LCCs and FSCs in" rel="nofollow">in ASEAN. They suggested that ASEAN is still learnin" rel="nofollow">ing from U.S. history. In some countries the market has already been deregulated, and it will eventually be liberalized. But even if it is deregulated, there is still limitation for foreign share-holders in" rel="nofollow">in some countries in" rel="nofollow">includin" rel="nofollow">ing Thailand. In the research, (Hanaoka et al., 2014) added that the emergence of LCCs in" rel="nofollow">in ASEAN is similar to the U.S. and the impact of it is also similar, accordin" rel="nofollow">ing to the statistic they have analyzed. The main" rel="nofollow">in difference is that ASEAN has not been fully liberalized. (Hanaoka et al., 2014) explain" rel="nofollow">ined that establishment of the join" rel="nofollow">int-ventures in" rel="nofollow">in ASEAN region is possible and remain" rel="nofollow">in attractive due to the market’s potential to grow. LCCs considerably decrease FSC’s profit. FSCs can lose their customers by the entry of one LCC, and the entry of one LCC can affect the whole network on fare, frequency and profitability. Most in" rel="nofollow">intra-ASEAN routes are shorter than 4 hours, it may benefit LCCs more than FSCs. Emergence of LCCs (Zhang et al., 2008) explain" rel="nofollow">ined that LCCs are no frills airlin" rel="nofollow">ines that focus on cost leadership, rather than service experience. LCCs share the same strategies adopted from Southwest airlin" rel="nofollow">ine which are 1) They operate in" rel="nofollow">in a sin" rel="nofollow">ingle class without any unnecessary services. 2) They operate in" rel="nofollow">in short or medium poin" rel="nofollow">int-to-poin" rel="nofollow">int service. 3) They operate in" rel="nofollow">in high efficiency and with maximum aircraft utilization. 4) They try to reduce fixed cost. 5) They have low distribution cost. 6) They operate with a sin" rel="nofollow">ingle aircraft type. In The airlin" rel="nofollow">ine busin" rel="nofollow">iness in" rel="nofollow">in the 21st century book, (Doganis, 2001) wrote that Southwest airlin" rel="nofollow">ines offers low and unrestricted fare with high frequencies. The Southwest Chairman and CEO Herb Kelleher stated that Southwest is not competin" rel="nofollow">ing with other airlin" rel="nofollow">ines, but they are competin" rel="nofollow">ing with ground transportation. The LCC busin" rel="nofollow">iness model is up to 50 percent lower in" rel="nofollow">in operatin" rel="nofollow">ing cost compared to FSCs. LCCs have grown and expanded their fleet much faster than the traditional airlin" rel="nofollow">ines. This message gives an in" rel="nofollow">insight that an emergence of LCCs can affect other form of transportations as well. Before the airlin" rel="nofollow">ine deregulation in" rel="nofollow">in Thailand, there was only Thai Airways, who can operate in" rel="nofollow">in domestic market. Private airlin" rel="nofollow">ines were not allowed to enter any domestic routes. Private carriers have been restricted from operatin" rel="nofollow">ing directly in" rel="nofollow">in competition with Thai Airways (Zhang et al., 2008). After the airlin" rel="nofollow">ine deregulation in" rel="nofollow">in Thailand, LCCs have emerged and took over the Thai domestic airlin" rel="nofollow">ine market. As a result, the competition among LCCs itself and between LCCs and FSCs has become more in" rel="nofollow">intense. In Thailand, domestic travel with LCCs has been in" rel="nofollow">increasin" rel="nofollow">ing sin" rel="nofollow">ince then. With the substantial difference in" rel="nofollow">in price, the LCCs were able to attract first time travelers, by about 30 to 40 percent of all passengers (Thanasupsin" rel="nofollow">in, Chaichana, & Pliankarom, 2010). The airlin" rel="nofollow">ine deregulation led to the emergence of One-Two-Go. It operates in" rel="nofollow">in Thai domestic routes with larger aircrafts than its competitors. Unfortunately, One-Two-Go’s lack of safety standard led to its suspension in" rel="nofollow">in 2008 by the government (Zhang et al., 2008). Nok Air is a join" rel="nofollow">int-venture LCC set by Thai Airways. But unlike other LCCs, Nok Air also offers Nok-Plus, a busin" rel="nofollow">iness class seats service. Nok Air considers itself as a premium LCC (Zhang et al., 2008). Thai Lion Air is an offshoot of Indonesia’s Lion Air Group. M2 PRESSWIRE reported on 5 December 2013 that, “bein" rel="nofollow">ing part of Indonesian Lion Group means that this is a very serious rival not just the major LCCs in" rel="nofollow">in Thailand but also most other major airlin" rel="nofollow">ines in" rel="nofollow">in the region” ("Thai Lion Air Takes Off," 2013). Thai Smile is a subsidiary of Thai Airways itself in" rel="nofollow">in objective to compete with LCCs in" rel="nofollow">in Thailand. Thai Smile positioned itself as a “Light premium” regional airlin" rel="nofollow">ine. It is still a FSC serves regional routes. Thai Smile operates with all Airbus A-320 aircraft. The carrier will offer both Busin" rel="nofollow">iness class and economy class seats as well as in" rel="nofollow">in-flight meals. Baggage allowance will be between 15-20kgs. It is kin" rel="nofollow">ind of hybrid between FSC and LCC strategy ("Thailand: Thai Airways International to launch Thai Smile airlin" rel="nofollow">ine," 2011). Thai AirAsia is a join" rel="nofollow">int-venture between AirAsia and The Former Prime Min" rel="nofollow">inister Thaksin" rel="nofollow">in Shin" rel="nofollow">inawatra’s Shin" rel="nofollow">in Corporation established in" rel="nofollow">in January 2004. Thai AirAsia launched its operation in" rel="nofollow">in February 2004 (Zhang et al., 2008). Nowadays, Thai AirAsia operates domestic and in" rel="nofollow">international flights to 13 regional destin" rel="nofollow">inations and 10 in" rel="nofollow">international destin" rel="nofollow">inations. It is headquartered in" rel="nofollow">in Bangkok (Thai AirAsia Co., Ltd. - Company Capsule, 2014). There are researches about Thai travelers’ perception of LCC and factors that in" rel="nofollow">influenced Thai travellers’ selection. They showed that the airfare is the main" rel="nofollow">in factor that in" rel="nofollow">influence the majority of Thai people. (Thanasupsin" rel="nofollow">in et al., 2010) collected their data by conducted a survey of 2,000 airlin" rel="nofollow">ine passengers at Donmuang International Airport. to fin" rel="nofollow">ind out the answer to their research. From their socioeconomic data, the LCCs attracts lower in" rel="nofollow">income travelers compare to FSCs. While age of both types of airlin" rel="nofollow">ine passengers is not the factor. On the other hand, one significant difference between FSC and LCC passengers is the occupation. The government officers are able to fly with Thai Airways (which is also state-owned) without any charge. The result is Thai Airways passengers who are government officers is double that of LCCs. (Thanasupsin" rel="nofollow">in et al., 2010) also mentioned that over 51.64 percent of LCC passengers have experienced in" rel="nofollow">intercity buses before the emergence of LCCs, and LCCs seem to be much better in" rel="nofollow">in every aspect. Such as, it takes a lot less travel time, its punctuality, its safety. This means that ground transportation in" rel="nofollow">in Thailand is also affected by the emergence of LCCs, same as previously happened in" rel="nofollow">in United States. As the LCCs price competition become more in" rel="nofollow">intense, the more effect will be given to ground transportation. Although LCCs are domin" rel="nofollow">inatin" rel="nofollow">ing the domestic market, but there is still room for FSCs on in" rel="nofollow">international market. Which FSC operators need to figure out how to adapt and survive in" rel="nofollow">in this fierce competitive in" rel="nofollow">industry. Bibliography Doganis, R. (2001). The airlin" rel="nofollow">ine busin" rel="nofollow">iness in" rel="nofollow">in the 21st century (Vol. 1). GB: Routledge Ltd. Fu, X., Oum, T. H., & Zhang, A. (2010). Air transport liberalization and its impacts on airlin" rel="nofollow">ine competition and air passenger traffic. Transportation Journal, 24-41. Hanaoka, S., Takebayashi, M., Ishikura, T., & Saraswati, B. (2014). Low-cost carriers versus full service carriers in" rel="nofollow">in ASEAN: The impact of liberalization policy on competition. Journal of Air Transport Management, 40, 96-105. Thai AirAsia Co., Ltd. - Company Capsule. (2014). 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