MGT499 Mod 2 TD Example

MGT499 Mod 2 TD Example MGT499 Mod 2 TD †Coursework Example SWOT investigation The SWOT examination is an instrument that is utilized in the assessment of the condition that encompasses a business ventureor a market. It is an abbreviation that represents Strength, shortcomings, Opportunities and Threats. Openings are the escape clauses that are accessible in the market that if an undertaking can completely profit by will prompt an immense achievement. Dangers then again are the potential alarms that take steps to wreck the possibilities of the undertaking and ought to be given carefully directly in time. One ideal case of an organization that has adopted an off-base strategy in managing its dangers is Apple. The greatest contender and by a long shot greatest danger to the possibilities of Apple Inc is Samsung Company. Apple is a US Smartphone firm while Samsung is a South Korean gadgets firm that has generally taken the versatile communication industry by a tempest. Apple neglected to see the colossal danger that was presented by Samsung and thus it managed the danger wrongly. This has come to frequent them modern. One mix-up that Apple made is continually re-appropriating its tenders toward the South Korean firm. This gave their adversary key information on their innovation. Apple likewise neglected to manage the way that the Google Operating System Android was simply left open for any individual who wished to join in beneficiary devise. This massively presented Apple Inc to the crowds of the danger in the market. When Apple understood that they had adopted an off-base strategy in managing their dangers, the antagonistic impacts were at that point negatively affecting them. Apple was constrained to adopt another off-base strategy in recording a claim against Samsung over the charge of replicating its innovation. This is an extravagant and long issue that is to a great extent observed as the last kicks of a withering pony. ReferencesApple Computer, Inc. SWOT Analysis. (2003). Datamonitor Plc.Apple Computer, Inc. SWOT An alysis. (n.d.). (Business Source Complete.) Munster: Datamonitor Plc.Lee, J. (January 01, 2012). A Clash between IT Giants and the Changing Face of International Law: the Samsung versus Apple Litigation and its Jurisdictional Implications. Diary of East Asia and International Law, 5, 1, 117-142.

The Last Castle Free Essays

The film â€Å"The Last Castle† gives instances of good authority and awful initiative. Colonel Winter, the superintendent of a military is the case of awful authority, while General Irwin, a detainee at Winter’s jail is a case of good administration. The film outlines that a pioneer doesn't must have a specialized authority position to pick up devotees, and how two pioneers who have varying perspectives on initiative can't exist in a similar space without struggle. We will compose a custom exposition test on The Last Castle or then again any comparative subject just for you Request Now Henri Nouwen, in his book on administration â€Å"In the Name of Jesus,† says â€Å"power offers a simple substitute for the hard undertaking of love†¦easier to control individuals than adoration individuals. In â€Å"The Last Castle,† we see the complexity of Irwin’s and Winter’s administration styles with respect to the detainees. Winter continually peruses the detainees records about the violations they submitted so as to advise himself that they are equipped for savagery thus he won't ever feel empathy for them. He is harsh and brings no enthusiasm into their own emotions, and he declines to ever perceive how they could change after some time. Irwin, then again, decides to overlook the inmates’ pasts and spotlights on who they are in the present. He perceives that regardless of what they have done, they have a decent side also. Also, Irwin regards the detainees as men, rather than treating them like dumb kids. In the film, Irwin checks out a detainee named Aguilar. Aguilar isn't popular in light of the fact that he is Hispanic. What's more, he has a discourse hindrance so others think he is stupid. He has no certainty yet when Irwin begins treating him like a warrior, dislike a useless man, he picks up his certainty. Irwin perceives that Aguilar is shrewd and knows brick work so he puts Aguilar responsible for building the divider. Since Irwin treated Aguilar like a man and an officer, Aguilar picked up certainty and had the option to himself become the pioneer of the divider building venture. In building the divider, the detainees were building themselves a non-literal mansion to shield themselves from the out of line practices of Winter. Irwin motivates the men to fabricate the divider to be something that is their own. Irwin proposes that they all work together so as to construct a superior, more grounded divider. Building the divider was something the detainees did all alone, without the order of the superintendent. The most effective method to refer to The Last Castle, Papers

Questions for 2016

Questions for 2016 I have something of a love-hate relationship with 2015. Last year was defined by its discontinuities. The first half of the year was spent trying not to fall asleep in my last stale months of preparatory schooling. The second half of the year I was thrust into a new, thriving, churning environment, and I’ve been trying to soak in as much of it as I possibly can. So much of my life has been overhauled this past year that it feels like I’m on a completely different path than I was last January. Most of you are probably wondering where you’ll be a year from now; considering that you’re reading this blog, that question will probably take the form of where you’ll be attending college. In reality, that is such a small part of the question. A year ago, I was where a lot of you are now. I was a very impatient second-semester senior who had just finished all my college apps. Mentally, I had long since left high school behind and my attention was trained on fall of 2015. For me (like I think it is for a lot of students) high school was a relatively straight path. I knew I was going to college. I focused on my academics and used my free time productively. Though I did not see college as an end-all-be-all, it was still sort of a blinding goal, a safety net for things that I wasn’t satisfied with in high school. A year ago today, I knew basically what my immediate future would look like. In a year, I would be in college. I would be exposed to more challenging classes, a more varied group of people, a livelier social scene, a wider breadth of opportunities, an environment where I would have more chance to reach my fullest potential. To paraphrase a favorite song, it had been a long December spent polishing essays and hitting submit buttons, and I had reason to believe that the coming year would be better than the last. College can be a blinder. It can screen you from looking too far into the future, to what happens after you show up at the school of your dreams. It’s really enlightening realizing how my perspective has completely changed in one short year. Right now, I’m not confronting such a significant single decision as choosing a university. But I’m facing a lot of questions that are much more ambiguous and even more important. What do I want to major in? Am I set on Computer Science? What else should I be exploring? What jobs should I be looking at? Do I even want an employer, or should I be starting my own company? What kind of company? Also, now that sewing isn’t as accessible to me, and given the huge variety of activities offered at MIT, how do I want to spend my free time? How do I want to present myself to other people? What am I capable of? In short, what do I want my life to look like, and what kind of person do I want to be going through it? Answering questions like these is the work of a lifetime. It is difficult and stressful and certainly seems overwhelming at times. But it is also a glittering opportunity. Students at MITâ€"me includedâ€"are incredibly blessed in that we are perfectly poised to answer any of the above questions in any way we want. We have the academic flexibility to dive into any field that inspires us, not excepting the most challenging and innovative disciplines in the modern world. And we have at our disposal the resources to pursue any goals we tenaciously set for ourselves. The coming of the new year made me reflect on what a semester at MIT has meant to me (aside from a lot of new questions). I arrived at a few important points. 1. I think differently. In high school, I was, like a lot of you, an academic perfectionist. When I took a test, I was used to knowing the answer to almost every question. If I had to deduce the answer or arrive at it circuitously, I felt like I was being sneaky or clever. MIT has smashed that academic philosophy. At MIT, deduction, inference, and critical thinking is not a second-resort trick, it’s the name of the game. Memorization is secondary. A lot of classes give you liberal equation sheets on tests or let you make your own cheat-sheets. In the mandatory intro bio class, instead of having to internalize the structure of an amino acid side-chain, you might be given a diagram of all the possible side-chains and asked which one would allow a substrate to bond to a particular enzyme. And for good reason. There is way too much knowledge in the world to ever be able to memorize all of it. Professors know that in a practical setting, a real biologist (or even a student with wifi) will have access to basic facts about a discipline. MIT teaches you how to apply relevant knowledge and how to solve tricky problems. Now, I dont feel like Im thinking unless I have to make some sort of leap. 2. I’ve changed as a person. College is a fresh start. It is a chance to reinvent yourself, which is a powerful and precious opportunity. For instance, when my dad went to school, he essentially changed his name; he started going by his middle name. My own silly example: before moving into MIT, I went shopping with my mom for some new shirts and ended up purchasing the loudest, brightest, most seizure-inducing pair of wide-legged, tribal print lounge pants you have ever seen. In my dorm, I wear them constantly because they are comfy and awesome. I have since added a couple more sixties-inspired pairs to my collection and have developed a reputation. Now, crazy pants are my thing! Coming into MIT, I decided that I was going to be a friendly, positive person. I’m more social and more cheerful here than I was in high school. I used to think I was completely non-athletic; now I’m really enjoying my P.E. classes and working out regularly. I’m even planning on joining the dance team next semester (no experience required, thankfully!). I think that before showing up to college, it’s important to think about who you want to be personally as well as academically. 3. I stress differently. It’s no secret that MIT can be a high-stress environment. Classes are hard and there is a lot to take advantage of beyond them. Plus, everyone around you is incredible, creative, motivated, and intelligent, and you know that you have the potential to be just as much of an earth-shaker. There is a lot of pressure (rightly so) to accomplish amazing things. And as a college freshman, I have very little idea what those amazing things are going to be. Arriving at college has definitely raised the bar for me. But the mentality that you have to simply “be amazing” is overwhelming and, frankly, unconstructive. The most productive thing I can do is to focus on pursuing those opportunities I have in front of me and taking advantage of where they lead. 4. but after everything, I’m still (just) me. After spending a semester at MIT, I can definitively say: college, even MIT, is not a miracle-worker. As finals approached and second semester came to a close, I had a similar conversation with a lot of my friends. “I can’t believe the first semester is over!” we would commiserate. “I can’t believe we’ve had a whole semester of MIT! Shouldn’t we be building rockets by now or something?” Even though I know I’ve changed a lot since the beginning of 2015, I don’t feel radically different. That’s because no college is going to magically transform you without your consent. What I get out of MIT is a product of the work I put in. Everything that I accomplish (or don’t) comes from my own decisions and motivation. MIT provides resources for its students to accomplish amazing things; but it is our responsibility to take advantage of those resources. The students make the school; the school does not make the students. 2015 brought me new opportunities and a plethora of new questions. My New Year’s Resolution is to form an answer, a preliminary one, to those questions, so that next year I can feel proud of what I have accomplished in 2016. Happy New Year! Where I spent my New Years Day. California beaches: what I will miss most during IAP!

The Great Gatsby By F. Scott Fitzgerald Essay - 1435 Words

Hypothesis: Gatsby s failure arose from his deluded and futile dream of Daisy. After reading and studying F. Scott Fitzgerald s great mark on American literature which is The Great Gatsby, I have concluded that Jay Gatsby s failure arose from his deluded and futile dream of Daisy. I have found two critics perspectives on The Great Gatsby in relation to my hypothesis. The two critics I studied were McLennan (2014) and Islam (2014). I hypothesized that Gatsby s failure arose from his deluded and futile dream of Daisy. Gatsby s failure is that he continues to pursue Daisy, who is unwilling to break her marriage, and forces a confrontation that escalates and eventually ends in his death. This dream, which drives him to his failure, arose from his obsession with Daisy and the American Dream. During Gatsby s life, a social belief existed in the form of the American Dream. The American Dream was a belief held by many that any individual can reach their dream should they choose to work towards it. In most cases, this meant money. However, for Gatsby, it was not enough to simply be wealthy, although he did acquire great wealth, but rather to accommodate Daisy s background of old money. With the American Dream influencing Gatsby, when he met Daisy and fell in love with her, it became his everything to marry her. However, his dream became deluded as in the five years Gatsby and Daisy were apart she had married and moved away. He grew a delusion that he could break theShow MoreRelatedThe Great Gatsby by F. Scott Fitzgerald1393 Words   |  6 PagesF. Scott Fitzgerald was the model of the American image in the nineteen twenties. He had wealth, fame, a beautiful wife, and an adorable daughter; all seemed perfect. Beneath the gilded faà §ade, however, was an author who struggled with domestic and physical difficulties that plagued his personal life and career throughout its short span. This author helped to launch the theme that is so prevalent in his work; the human instinct to yearn for more, into the forefront of American literature, where itRead MoreThe Great Gatsby By F. Scott Fitzgerald1343 Words   |  6 PagesHonors English 10 Shugart 18 Decemeber 2014 The Great Gatsby F. Scott Fitzgerald s 1925 novel The Great Gatsby is a tragic love story, a mystery, and a social commentary on American life. The Great Gatsby is about the lives of four wealthy characters observed by the narrator, Nick Carroway. Throughout the novel a mysterious man named Jay Gatsby throws immaculate parties every Saturday night in hope to impress his lost lover, Daisy Buchanan. Gatsby lives in a mansion on West Egg across from DaisyRead MoreThe Great Gatsby By F. Scott Fitzgerald1155 Words   |  5 PagesThe Great Gatsby The Jazz Age was an era where everything and anything seemed possible. It started with the beginning of a new age with America coming out of World War I as the most powerful nation in the world (Novel reflections on, 2007). As a result, the nation soon faced a culture-shock of material prosperity during the 1920’s. Also known as the â€Å"roaring twenties†, it was a time where life consisted of prodigality and extravagant parties. Writing based on his personal experiences, author F. ScottRead MoreThe Great Gatsby By F. Scott Fitzgerald1166 Words   |  5 Pagesin the Haze F. Scott Fitzgerald lived in a time that was characterized by an unbelievable lack of substance. After the tragedy and horrors of WWI, people were focused on anything that they could that would distract from the emptiness that had swallowed them. Tangible greed tied with extreme materialism left many, by the end of this time period, disenchanted. The usage of the literary theories of both Biographical and Historical lenses provide a unique interpretation of the Great Gatsby centered aroundRead MoreThe Great Gatsby by F. Scott Fitzgerald845 Words   |  3 PagesIn F. Scott Fitzgerald’s novel, The Great Gatsby, colors represent a variety of symbols that relate back to the American Dream. The dream of being pure, innocent and perfect is frequently associated with the reality of corruption, violence, and affairs. Gatsby’s desire for achieving the American Dream is sought for through corruption (Schneider). The American Dream in the 1920s was perceived as a desire of w ealth and social standings. Social class is represented through the East Egg, the WestRead MoreThe Great Gatsby By F. Scott Fitzgerald Essay970 Words   |  4 Pagesrespecting and valuing Fitzgerald work in the twenty-first century? Fitzgerald had a hard time to profiting from his writing, but he was not successful after his first novel. There are three major point of this essay are: the background history of Fitzgerald life, the comparisons between Fitzgerald and the Gatsby from his number one book in America The Great Gatsby, and the Fitzgerald got influences of behind the writing and being a writer. From childhood to adulthood, Fitzgerald faced many good andRead MoreThe Great Gatsby By F. Scott Fitzgerald2099 Words   |  9 Pagesauthor to mirror his life in his book. In his previous novels F. Scott Fitzgerald drew from his life experiences. He said that his next novel, The Great Gatsby, would be different. He said, â€Å"In my new novel I’m thrown directly on purely creative work† (F. Scott Fitzgerald). He did not realize or did not want it to appear that he was taking his own story and intertwining it within his new novel. In The Great Gatsby, by F. Scott Fitzgerald, he imitates his lifestyle through the Buchanan family to demonstrateRead MoreThe Great Gatsby By F. Scott Fitzgerald1607 Words   |  7 Pages The Great Gatsby is an American novel written in 1925 by F. Scott Fitzgerald. One of the themes of the book is the American Dream. The American Dream is an idea in which Americans believe through hard work they can achieve success and prosperity in the free world. In F. Scott Fitzgerald s novel, The Great Gatsby, the American Dream leads to popularity, extreme jealousy and false happiness. Jay Gatsby’s recent fortune and wealthiness helped him earn a high social position and become one of the mostRead MoreThe Great Gatsby By F. Scott Fitzgerald1592 Words   |  7 PagesMcGowan English 11A, Period 4 9 January 2014 The Great Gatsby Individuals who approach life with an optimistic mindset generally have their goals established as their main priority. Driven by ambition, they are determined to fulfill their desires; without reluctance. These strong-minded individuals refuse to be influenced by negative reinforcements, and rely on hope in order to achieve their dreams. As a man of persistence, the wealthy Jay Gatsby continuously strives to reclaim the love of hisRead MoreThe Great Gatsby By F. Scott Fitzgerald1646 Words   |  7 PagesThe 1920s witnessed the death of the American Dream, a message immortalized in F. Scott Fitzgerald’s The Great Gatsby. Initially, the American Dream represented the outcome of American ideals, that everyone has the freedom and opportunity to achieve their dreams provided they perform honest hard work. During the 1920s, the United States experienced massive economic prosperity making the American Dream seem alive and strong. However, in Fitzgerald’s eyes, the new Am erican culture build around that

The Emperors Club Reflection Paper - 1516 Words

Reflection Paper 1 Dec. 5, 2012 Thesis: Past is both past and not past. How we perceive and act in the future is completely up to us. If I was asked to describe studying history, all I can say is one word, Dà ©jà   vu. Dà ©jà   vu is a French word meaning â€Å"already seen†. This phenomenon strikes when an occurrence you are currently experiencing seemed to have occurred in the past. It is that moment when an event flashes back right in front you and you seem to know what was going to happen next. However, not everything that happen turns out to be â€Å"picture-perfect† the way you knew it before. The occurrence in your head is very similar to what is happening but not the exact same thing because, as science would explain it, our brain does†¦show more content†¦Hundert and that should’ve been enough for him to learn from his mistakes. But he didn’t. He cheated once, but that didn’t made him realized that it was bad. Moreover, it has influenced him to cheat once again. Choosing to go with the path of cheating instead of going against the mistakes was his choice. And no one should be blamed for what he did but himself. How we perceive and act in the future is completely up to us. We are liable to the consequence of perceptions and actions that we make. These consequences, may it be good or bad, becomes our future. No one can see the future. And there are infinitely many possibilities of that could happen to us. But then again no one can determine nor control what will happen to the future. Yet there is only one who can decide for your own future, no one else but you. We have the freedom to do anything we want. And there’s no one holding us back. Though we always have these options, there are also responsibilities attached to this freedom. Whatever happens, each of our own future certainly depends on no one else but our own. Mr. Hundert was telling the two things he was certain of at the first part of the film. One of this was, â€Å"A man’s character is his fate.† The way we think, the way we choose to do what’s right or wrong, the way we live our life directs us to the path where we decide to go. And the character we build up on this decisions make up the future, the future that is determined by us. When Mr. HundertShow MoreRelatedA001426205 Bellamy Charles STMK Essay2945 Words   |  12 Pagesdeadline? ASSESSMENT SHEET (to be completed by the examiner) Student name: Course name: Subject name: COMMENTS Principles used (for example, number and understanding of concepts referred to, their influence on the structure of this paper, number and correct citations of  references, use of appropriate jargon)      /4 Application of those principles, that is, the  analysis and evaluation of the example problem based on the principles, including the final recommendations and their justificationRead MoreManagement and Mcd2040 Managing People6266 Words   |  26 Pagesmanagement functions. †¢ Describe the three steps in the control process. †¢ Explain how organisational performance is measured. †¢ Understand tools used to measure organisational performance. †¢ Discuss contemporary issues in control Topic 12 Review and reflection †¢ No new theory is introduced and the purpose of this week is for you to check your progress against the overall aims of the unit. Students should note that the program outlined above is a guide to the material to be covered in this unit and notRead MoreOrganisational Theory230255 Words   |  922 Pagessociology. I. Duberley, Joanne. II. Johnson, Phil, 1955III. Title. HM786.M33 2007 302.3’5—dc22 2006022347 10 9 8 7 6 5 4 3 2 1 10 0 9 08 07 06 Typeset in 10/12.5 pt sabon by 72 Printed by Ashford Colour Press Ltd., Gosport The publisher’s policy is to use paper manufactured from sustainable forests. . Brief Contents Preface List of figures List of tables Acknowledgements xiii xvii xix xx 1 2 3 4 5 6 7 8 9 10 Introducing organization theory: what is it, and why does it matter? ModernistRead MoreEssay on Fall of Asclepius95354 Words   |  382 Pagesmuch as Thomas. His hair was a dark red colour from a botched dying job. Both of them had rather pale skin. Yeah, Lucas replied with enthusiasm. Just like the supplier said, they are completely authentic. They are also sharpened. Let a piece of paper fall on it and it will split into two. Have you tested to see how tough it is at cutting solid objects yet? Costing a few thousand for each sword, I rather not. It was hard enough to get these blades. You have to be a very good friend with

Fedex Annual Report 2012 Free Essays

string(37) " firm that analyzes online commerce\." to stay ahead, we go beyond FedEx Annual Report 2012 â€Å"I wIll make every Fedex experIence outstandIng. † — The Purple Promise When the going gets tough, FedEx shows the spirit and determination that have always set us apart. FY12 was a year of challenges marked by economic and political disruptions and lagging growth around the globe. We will write a custom essay sample on Fedex Annual Report 2012 or any similar topic only for you Order Now To stay ahead, we go beyond — in the way we manage our business, deliver the quality service our customers expect and create solutions for a more sustainable world. A good or acceptable experience doesn’t cut it for us. We share a goal to deliver outstanding FedEx experiences, a commitment we call the Purple Promise. Our team members around the world add up to a powerful advantage for FedEx. One that goes beyond the ordinary to achieve the extraordinary. When We go beyond, our customers and communities thrive. each year we honor the best of the best of our team members with the Purple Promise Chairman’s Award. Meet three of the recipients, from left: Joe Reedy, supervisor, Fedex Custom Critical; Megan hershberger, supervisor, Fedex Custom Critical; William davis, customer advocate representative, Fedex TechConnect. o to fedex. com/annualreport2012 to read their stories. 1 to stay ahead, we lead the way Three things that differentiate FedEx — our people, our strategy and our focused networks — will allow us to achieve this goal. STRATegiC diSCiPline How a business responds during difficult times is a true measure of its resilience and a test of its strategy. In a volatile marketp lace, dedicated FedEx team members turned in a world-class performance last fiscal year. Their dynamic, disciplined approach to some pretty stiff headwinds defines FedEx at its best. Our long-term strategies are working, and we believe we will improve our competitive position and our financial performance over the next several years, as a result. To do so, we must take advantage of our scale to improve our efficiency. And second, we must remain nimble and responsive to our customers. We try to manage the critical balance between the two every day. In this regard, our flexibility kept FedEx profitable during the 2008-2009 recession, and we emerged stronger. In the same vein, we recognize many residual challenges are ongoing and require us to run a lean and flexible organization. All companies, including FedEx, face many rising costs they cannot directly control, be it health care or energy. This, in turn, requires relentless focus on quality, which has been embedded in our culture since our first day of operations. Utilizing our Quality Driven Management system, we are confident we can reduce costs while simultaneously improving service levels. To Our Shareowners, FedEx showed real grit in FY12. We committed to a strong performance, and we delivered — no small feat, given the year’s challenges. Our earnings per share increased 40 percent, and annual revenues exceeded $42 billion, a 9 percent increase, despite political gridlock in the United States, financial turmoil in Europe, a slowing Asian economy and volatile fuel prices. Despite these issues, we managed and improved yields across all of our transportation businesses, allowing us to continue enhancing the services and technology that make our customers more successful and more productive. FedEx Ground had a stellar year, delivering 18. 4 percent operating margins and accounting for more than half of FedEx operating profit. Online shipments spurred record volumes. More than one quarter of our FedEx Ground lanes are now faster in terms of transit times than the competition, boosting service and customer satisfaction to unprecedented levels. As a result, including FedEx SmartPost, our overall U. S. ground parcel-market share has increased to nearly 30 percent, doubling over the last decade. The rapid transformation of FedEx Freight, which basically reinvented the LTL freight industry a little more than a year ago, is paying off with a strong eturn to profitability. Revenues grew 8 percent year over year. Offering both priority and economy service options and industry-leading transit times have made FedEx Freight a market share leader, and customers are delighted by our LTL value proposition. Global uncertainty, a slowdown of Asia exports and weakness in the technology sector challenged FedEx Express in FY12. Although U. S. domestic and international priority package volumes were down, yield improvements h elped FedEx Express maintain profitability. We’re taking advantage of the flexibility we’ve built into our system to match our capacity to the demand; we’ve accelerated the retirement of older, less efficient aircraft and are replacing them with more fuel-efficient planes; and we are taking other actions to increase FedEx Express margins in the future, despite the low-growth environment. 2 FoCuSed neTWoRkS Our customers’ expectations and needs evolve constantly, and so must we. The Roman statesman Marcus Aurelius summed it up best: â€Å"Nothing happens without change. † That’s why our operating companies relentlessly adjust their networks to meet traffic flows and levels. Each network is discrete so it can optimize its business without compromise. Hence our competitive advantage of speed and flexibility: FedEx Express, FedEx Ground and FedEx Freight are superior networks with industry-leading service levels. Superior networks translate into superior solutions for customers. That’s real value. Take as an example the global rise of online buying, now growing at three to four times the rate of retail sales growth overall. For FedEx, that means more deliveries, whether a product is purchased or returned. It’s the perfect fuel for growth, internationally and in the United States. Retailers want a range of shipping options that satisfies their customers’ various expectations for cost and service. In the U. S. we offer express service, customized ground home delivery, and FedEx SmartPost, our most inexpensive shipping option. The low cost of FedEx SmartPost allows retailers to offer free shipping as a marketing tactic. In fact, consumers â€Å"We’re keeping our eye on the ball — loWering costs and improving our efficiency for continued success. † chose the free-shipping option for half of holiday ecommerce transactions last November and December, according to omScore, a firm that analyzes online commerce. You read "Fedex Annual Report 2012" in category "Essay examples" As noted earlier, our QDM philosophy and methods are built on the proven premise that higher quality lowers costs, improves service levels, and enhances the customer experience. It’s a three-legged stool that supports our long-term growth strategies. We apply QD M principles to our sustainability decisions, just as we do to our business decisions, because it’s good business and good for the planet. The FedEx Express vehicle fleet is ahead of plan to be 20 percent more fuel efficient by 2020 than it was in 2005. To support our air fleet modernization program, we have recently agreed to purchase additional Boeing 767 aircraft that are substantially more fuel efficient than the aircraft they will replace. In FY12, we invested about $4 billion in capital expenditures, about half related to modernizing our air fleet. We think such initiatives are an integral part of this year’s No. 6 ranking on fortune’s World’s Most Admired Companies list and No. 7 on the Reputation Institute’s list of the most socially responsible companies in the United States. FedEx provides the efficient access that businesses of all sizes need to succeed, build prosperous communities and raise living standards worldwide. Just ask a British mother who redesigned a simple handbag. In just three years this FedEx customer turned her product into a $3. 3 million global business called Cambridge Satchel Company. Or talk to the founder of OtterBox, a company that makes protective cases for mobile devices. Thanks to the mastery of global supply chains, he grew his business from $5 million to almost $169 million in just three years, while creating more than 500 jobs in his hometown of Fort Collins, Colo. We believe we can continue to improve FedEx’s financial performance in fiscal year 2013 and beyond based on the strategy and initiatives discussed above. But we understand our achievements rely on the trust of our customers, shareowners, and team members and we will continue to earn their confidence by conducting our business with integrity, dependability, and commitment every day, every transaction. That’s our Purple Promise. Sincerely, WoRld-ClASS SoluTionS Growth in the U. S. and Europe is moderate, but there are positive signs worldwide because of the strength of emerging markets. Countries such as China, India, Mexico and Brazil are quickly becoming consumers as well as producers, driving increased demand. The long-term future for global trade remains solid, and we are committed to providing solutions for businesses — large and small — to effectively compete in this important market. Air express will continue to grow long term as the integration of the world’s economies generate more small shipments moving directly from the point of production to the end user. That’s why the unique capabilities of our Boeing 777Fs are a distinct advantage for us. Their long range and nonstop capabilities provide shippers more time to process shipments each day. Concurrently, air freight shipping is becoming more episodic. High-value technology products make up a large portion of this market these days, and more of these goods are being shipped as part of large new product launches. As a consequence, it often takes a large fleet of wide-body aircraft like ours to quickly flex capacity up and down. If a customer asks us to add extra flights, FedEx can do it better than our competitors because we have the largest all-cargo fleet in the world. These trends are reinforced by improved production scheduling, reliability, and logistics information systems. Better visibility into supply chains allows greater use of ocean transportation to ship customers’ commodity freight, a distinct advantage given higher fuel prices. As a result, we’ve been expanding our FedEx Trade Networks capabilities. Since 2008, we’ve opened 47 freight-forwarding offices worldwide to help businesses reach their markets via ocean or air. It’s a key part of our strategy to provide customers with the world-class solutions they need to compete. Despite the slowdown in Europe last year, our business there continues to grow. To better serve customers, FedEx Express is opening stations across Europe. We’ve also recently completed acquisitions of transportation companies in Poland, France, and Brazil to provide customers in those markets with better domestic service and improved access to global markets. innovATion AT WoRk As we grow, we know we must continue to connect the world responsibly. It starts with the Purple Promise, which FedEx team members deliver millions of times a day worldwide: â€Å"I will make every FedEx experience outstanding. If the Purple Promise is our heart, Quality Driven Management (QDM) represents our hands — it’s how we do things at FedEx. Frederick W. Smith Chairman, President and CEO MORE fedex. com/annualreport2012 3 to stay ahead, we change the game As the speed of global change accelerates, the difference between leaders and followers is defined by one word — agilit y. We not only have the ability to quickly react to changing economic conditions and customer needs, but also the agility to anticipate and effect change. FedEx is redefining our industry as we continually reshape and refine our focused networks to gain speed and efficiency. When we change the game, our customers win. ACCeleRATing ACCeSS gAining SPeed FedEx Express is the largest all-cargo airline in the world and the largest express transportation company. Our long-range Boeing 777F aircraft directly link global markets, speeding customers’ shipments door-to-door. In the last two years, we’ve improved global access by completing acquisitions in India, Mexico, Poland, France and Brazil. To accommodate evolving customer needs, the global offices of FedEx Trade Networks offer end-to-end shipping services, including air and ocean freight forwarding supported by customs brokerage. FedEx Ground continues to delight customers by shortening transit times throughout the U. S. and Canada. Businesses can reach more locations faster than with any other ground carrier. Convenient FedEx Ground home delivery and FedEx SmartPost services support the growing consumer trend to buy online, which grew by double digits in each of the last two years. In the United States, Cyber Monday online sales rose 22 percent, to $1. 25 billion last year — the largest online shopping day ever, boosting holiday shipping volumes to record levels. CuSToMeRS ARe in The FAST lAne thanks to a dedicated Fedex ground team that continually fine-tunes the ground network, much like a race car, to enhance speed, safety and reliability. From left: kimberly Whigham, managing director, vehicle Maintenance; Jeff grimm, managing director, linehaul Planning; brian neal, manager, Safety Process Management; Steve griffin, vice president, linehaul; Rich Sturges, senior manager, linehaul engineering. go to fedex. com/annualreport2012 to read their story. 4 ShiFTing geARS innovATing SoluTionS FedEx Freight is the first carrier to offer less-than-truckload (LTL) shipping customers two choices: priority and economy. In an industry where most shipments are processed manually, we’re automating much of the shipping process, improving customers’ productivity and earning their loyalty. We’ve also made it much easier and faster for shippers to classify freight with Freight Central, our convenient online resource for LTL shippers. Combined with industry-leading transit times, these changes have made FedEx Freight a market leader in the U. S. LTL industry, a $31 billion market in 2011. FedEx Services transforms our superior technology and delivery services into shipping and business solutions for customers. Their choices are based on what’s most important to them today. That’s why our portfolio includes air and ocean freight forwarding solutions to complement our express and air cargo services. Meanwhile, at FedEx Office locations, we installed 8,000 pieces of printing equipment in the last two years. The technology can deliver a variety of signage and over-sized prints for customers ranging from big-box retailers with multiple locations to large corporations to small businesses. uperior netWorks deliver game-changing customer solutions. MORE fedex. com/annualreport2012 5 to stay ahead, we do what’s right A passion for quality drives FedEx team members worldwide. Our culture of continuous improvement embraces change and drives innovation. In turn, we enhance the lives of our customers and their communities so that our customers remain among th e most satisfied and loyal in the industry. Whether it’s the transportation services we provide, the information technology we support or the sustainable solutions we implement, when we do the right thing, we earn their trust. QuAliTy dRiven MAnAgeMenT is how we successfully respond to the pressures of today’s business environment. In a recent improvement effort, we’ve reduced lost and damaged shipments, demonstrating our commitment to service excellence and saving millions of dollars. Global teams also worked on behalf of customers to continue improving the customs clearance process. More accurate clearance documentation, technology improvements and better collaboration among global regulatory authorities give FedEx customers an edge in the marketplace. inFoRMATion about a shipment is as important as the shipment itself. Whether it’s an overnight holiday gift or a supply chain that stretches across the globe, our customers stay in-the-know thanks to our superior technology. The new Colorado Springs Enterprise Data Center is the heart of a cutting-edge IT transformation to hybrid cloud architecture. This innovative technology enables FedEx to be more productive and efficient by accessing computer resources even as data expands at 40 percent per year. The size and scope of the implementation is one of the largest within a commercial real-time system. iF knoWledge iS PoWeR, Fedex customers have a competitive advantage thanks to he Fedex Trade networks team that manages My global Trade data. They’re dedicated to providing the quality tracking and reporting that are essential to managing international freight forwarding shipments. From left: Renee brown, product specialist; Paul kirkeby, senior programmer analyst; Chauntisse Foster, senior product advisor; Alan hunt, iT manager. go to fedex. com/annualreport2012 to read their story. 6 SuSTAinAbiliTy and innovation go hand in hand at FedEx. We call it EarthSmart — FedEx solutions for a more sustainable world. Our customers can now neutralize their carbon emissions when they ship their documents by taking advantage of our new FedEx carbon-neutral envelope shipping. FedEx Express is the first global express transportation company to offer the program to customers at no charge. We’re modernizing our aircraft fleet with Boeing 757s, 767s and 777s, which are delivering significant increases in fuel efficiency and reduced operating costs and emissions. After only six years into our 15-year plan, we have completed 69 percent of our goal to reduce aircraft emissions intensity 20 percent by 2020. Because we’re ahead of plan, our goal is to now reduce aircraft emissions intensity 30 percent by 2020. At FedEx Office, more than 5 million pounds of paper were recycled in 2011, saving tens of thousands of trees. FedEx Office built independent paper-recycling systems into all of its North America locations, because many communities have inadequate recycling or none at all. FedEx is closing in on our vehicle fleet fuel-efficiency goal — making our vehicle fleet 20 percent more fuel efficient by 2020 — years ahead of schedule. Our strategy has been to reduce the number of vehicles that we need by continually making our routes more efficient and then selecting the most efficient vehicle for the job. We’re adding 87 all-electric trucks to the fleet to bring the total to 130 in the United States, Asia and Europe. About 11,000 Sprinter vans will also be added. Each is 70 to 100 percent more fuel efficient than the truck it replaces. MORE fedex. com/annualreport2012 7 OPERATING MARGIN 2008(4) 2009(3) 2010 2011(2) 2012(1) 5. 5% 2. 1% 5. 8% 6. 1% 7. 5% financial highlights 2008(4) DILUTED EARNINGS PER SHARE $3. 60 $0. 1 $3. 76 (in millions, except earnings per share) 2012(1) Percent 2011(2) Change 9 34 140bp 40 40 – 17 22 9 (1) (3) 2009(3) 2010 2011(2) REVENUE 2012(1) Operating Results Revenues $ 42,680 $ 39,304 Operating income 3,186 2,378 Operating margin 7. 5% 6. 1% Net income 2,032 1,452 Diluted earnings per common share 6. 41 4. 57 Average common and common equivalent shares 317 317 Capital ex penditures 4,007 3,434 Financial Position Cash and cash equivalents Total assets Long-term debt, including current portion Common stockholders’ investment $ 2,843 29,903 1,667 14,727 $ 2,328 27,385 1,685 15,220 in billions) $4. 57 $6. 41 2008 2009 2010 $38. 0 $35. 5 $34. 7 RETURN ON AVERAGE EQUITY 2011 (4) 2008 2009 2012 (3) 2010 2011(2) 2012(1) 8. 3% $39. 3 0. 7% $42. 7 8. 6% 10. 0% 13. 6% OPERATING MARGIN DEBT TO TOTAL CAPITALIZATION 2008(4) 2009(3) 2008 2010 5. 5% 2. 1% 12. 1% 5. 8% 15. 9% 12. 3% 10. 0% 10. 2% 2011(2) 2012 2009 2010 2011 2012 (1) 6. 1% 7. 5% DILUTED EARNINGS PER SHARE 2008(4) 2009 2010 STOCK PRICE (May 31 close) $91. 71 $55. 43 $83. 49 2008 (3) 2009 2010 $3. 60 $0. 31 $3. 76 COMPARISON OF FIVE-YEAR CUMULATIVE TOTAL RETURN* 120 $110 $100 $90 $80 $70 $60 $50 $40 5/07 5/08 5/09 5/10 5/11 5/12 2011(2) 2011 2012(1) 2012 $93. 64 $4. 57 $89. 14 $6. 41 RETURN ON AVERAGE EQUITY 2008(4) 2009(3) 2010 2011(2) 2012(1) 8. 3% 0. 7% 8. 6% 10. 0% 13. 6% DEBT TO TOTAL CAPIT ALIZATION 2008 2009 2010 2011 2012 12. 1% 15. 9% 12. 3% 10. 0% 10. 2% FedEx Corporation SP 500 Dow Jones Transportation Average *$100 invested on 5/31/07 in stock or index, including reinvestment of dividends. fiscal year ending may 31. (1) results for 2012 include a $134 million ($84 million, net of tax or $0. 6 per diluted share) impairment charge resulting from the decision to retire 24 aircraft and related engines at fedex express and the reversal of a $66 million legal reserve initially recorded in 2011. (2) results for 2011 include charges of approximately $199 million ($104 million, net of tax and applicable variable incentive compensation impacts, or $0. 33 per diluted share) for the combination of our fedex freight and fedex national ltl operations and a $66 million reserve associated with a legal matter at fedex express. (3) results for 2009 include a charge of $1. billion ($1. 1 billion, net of tax, or $3. 45 per diluted share) primarily for impairment charges associated with goodwill and aircraft. (4) results for 2008 include a charge of $891 million ($696 million, net of tax, or $2. 23 per diluted share) recorded during the fourth quarter, predominantly for impairment charges associated with intangible assets from the fedex office acquisition. STOCK PRICE (May 31 close) 2008 2009 2010 2011 2012 $91. 71 $55. 43 $83. 49 $93. 64 $89. 14 COMPARISON OF FIVE-YEAR CUMULATIVE TOTAL RETURN* 8 ManageMent’s discussion and analysis of results of operations and financial condition OVERVIEW OF FINANCIAL SECTION The financial section of the FedEx Corporation (â€Å"FedEx†) Annual Report (â€Å"Annual Report†) consists of the following Management’s Discussion and Analysis of Results of Operations and Financial Condition (â€Å"MDA†), the Consolidated Financial Statements and the notes to the Consolidated Financial Statements, and Other Financial Information, all of which include information about our significant accounting policies, practices and the transactions that underlie our financial results. The following MDA describes the principal factors affecting the results of operations, liquidity, capital resources, contractual cash obligations and the critical accounting estimates of FedEx. The discussion in the financial section should be read in conjunction with the other sections of this Annual Report and our detailed discussion of risk factors included in this MDA. our reportable segments. Our FedEx Services segment provides sales, marketing, information technology, communications and back-office support to our transportation segments. In addition, the FedEx Services segment provides customers with retail access to FedEx Express and FedEx Ground shipping services through FedEx Office and Print Services, Inc. (â€Å"FedEx Office†) and provides customer service, technical support and billing and collection services through FedEx TechConnect, Inc. â€Å"FedEx TechConnect†). See â€Å"Reportable Segments† for further discussion. The key indicators necessary to understand our operating results include: the overall customer demand for our various services based on macroeconomic factors and the global economy; the volumes of transportation services provided through our networks, primarily measured by our average daily volume and hipment weight; the mix of services purchased by our customers; the prices we obtain for our services, primarily measured by yield (revenue per package or pound or revenue per hundredweight for LTL freight shipments); our ability to manage our cost structure (capital expenditures and operating expenses) to match shifting volume levels; and the timing and amount of fluctuations in fuel prices and our ability to recover incremental fuel costs through our fuel surcharges. ORGANIZATION OF INFORMATION Our MDA is composed of three major sections: Results of Operations, Financial Condition and Critical Accounting Estimates. These sections include the following information: Results of Operations includes an overview of our consolidated 2012 results compared to 2011, and 2011 results compared to 2010. This section also includes a discussion of key actions and events that impacted our results, as well as our outlook for 2013. The overview is followed by a financial summary and analysis (including a discussion of both historical operating results and our outlook for 2013) for each of our reportable transportation segments. gt; Our financial condition is reviewed through an analysis of key elements of our liquidity, capital resources and contractual cash obligations, including a discussion of our cash flows and our financial commitments. Critical accounting estimates discusses those financial statement elements that we believe are important to understanding certain of the material jud gments and assumptions incorporated in our financial results. We conclude with a discussion of risks and uncertainties that may impact our financial and operating results. The majority of our operating expenses are directly impacted by revenue and volume levels. Accordingly, we expect these operating expenses to fluctuate on a year-over-year basis consistent with the change in revenues and volumes. Therefore, the discussion of operating expense captions focuses on the key drivers and trends impacting expenses other than changes in revenues and volume. Except as otherwise specified, references to years indicate our fiscal year ended May 31, 2012 or ended May 31 of the year referenced and comparisons are to the prior year. References to our transportation segments include, collectively, our FedEx Express, FedEx Ground and FedEx Freight segments. DESCRIPTION OF BUSINESS We provide a broad portfolio of transportation, e-commerce and business services through companies competing collectively, operating independently and managed collaboratively, under the respected FedEx brand. Our primary operating companies are Federal Express Corporation (â€Å"FedEx Express†), the world’s largest express transportation company; FedEx Ground Package System, Inc. (â€Å"FedEx Ground†), a leading North American provider of small-package ground delivery services; and FedEx Freight, Inc. (â€Å"FedEx Freight†), a leading North American provider of less-than-truckload (â€Å"LTL†) freight services. These companies represent our major service lines and, along with FedEx Corporate Services, Inc. (â€Å"FedEx Services†), form the core of 9 management’s discussion and analysis RESULTS OF OPERATIONS CONSOLIDATED RESULTS The following table compares summary operating results (dollars in millions, except per share amounts) for the years ended May 31: Percent Change 2011(2) 2010 2012/2011 2011/2010 2012(1) Revenues $ 42,680 $ 39,304 $ 34,734 9 13 Operating income 3,186 2,378 1,998 34 19 Operating margin 7. 5% 6. 1% 5. 8% 140bp 30bp Net income $ 2,032 $ 1,452 $ 1,184 40 23 Diluted earnings per share $ 6. 1 $ 4. 57 $ 3. 76 40 22 (1) Operating expenses include an impairment charge of $134 million resulting from the decision to retire 24 aircraft and related engines at FedEx Express and the reversal of a $66 million legal reserve associated with the ATA Airlines lawsuit which was initially recorded in 2011. (2) Operating expenses include $133 million in costs associated with the combination of our FedEx Freight and FedEx National LTL operations, effective January 30, 2011, and a $66 million legal reserve associated with the ATA Airlines lawsuit against FedEx Express. The following table shows changes in revenues and operating income by reportable segment for 2012 compared to 2011, and 2011 compared to 2010 (dollars in millions): Revenues Dollar Change Percent Change 2012/2011 2011/2010 2012/2011 2011/2010 $ 1,934 $ 3,026 8 14 1,088 1,046 13 14 371 590 8 14 (13) (86) (1) (5) (4) (6) NM NM $ 3,376 $ 4,570 9 13 Operating Income Dollar Change Percent Change 2012/2011 2011/2010 2012/2011 2011/2010 $ 32 $ 101 3 9 439 301 33 29 337 (22) 193 (14) – – – – – – – – $ 808 $ 380 34 19 FedEx Express segment(1) FedEx Ground segment FedEx Freight segment(2) FedEx Services segment Other and eliminations (1) FedEx Express segment 2012 operating expenses include an impairment charge of $134 million resulting from the decision to retire 24 aircraft and related engines at FedEx Express and the reversal of a $66 million legal reserve associated with the ATA Airlines lawsuit which was initially recorded in 2011. (2) FedEx Freight segment 2011 operating expenses include $133 million in costs associated with the combination of our FedEx Freight and FedEx National LTL operations, effective January 30, 2011. 0 management’s discussion and analysis Overview Revenues, operating income and operating margins increased in 2012 due to the exceptional performance of our FedEx Ground segment, improved profitability at FedEx Freight and increased yields across all our operating segments, despite moderating global economic conditions. Our results for 2012 include the impact of cert ain charges and credits as described below, which favorably impacted our year-overyear results by $0. 15 per diluted share, after considering the effect of variable incentive compensation accruals. In addition, our results significantly benefited in 2012 from the timing lag that exists between when fuel prices change and when indexed fuel surcharges automatically adjust. We also benefited from a milder winter, as our 2011 results were negatively impacted by unusually severe winter weather. 26 related engines, as well as six Boeing MD10-10 aircraft and 17 related engines. The decision to retire these aircraft will better align the U. S. domestic air network capacity of FedEx Express to match current and anticipated shipment volumes. Our 2011 results include one-time costs associated with the combination of our FedEx Freight and FedEx National LTL operations of $133 million, including $89 million of impairment and other charges. Our results for 2011 reflected the momentum of improved global economic conditions and strong demand for our services, which drove yield growth and volume increases across all our transportation segments, particularly in International Priority (â€Å"IP†) package shipments at FedEx Express. Our FedEx Ground segment delivered strong results through increasing volume, yield and operating margins. The FedEx Freight segment returned to profitability in the fourth quarter of 2011, primarily due to higher LTL yield. All of our transportation segments benefited from our yield management initiatives in 2011. The combination of our FedEx Freight and FedEx National LTL operations was completed in 2011. Our combined LTL network increases efficiencies, reduces operational costs and provides customers both Priority and Economy LTL freight services across all lengths of haul from one integrated company. Our 2012 results include the reversal of a $66 million reserve associated with the ATA Airlines lawsuit at FedEx Express. This reserve was initially recorded in 2011 when a loss was deemed probable as a result of an adverse decision in the lawsuit. We reversed this reserve during 2012 when FedEx Express won the appeal of this case and the appeals court overturned the prior ruling (See Note 17 of the accompanying consolidated financial statements). Additionally, our 2012 results include a noncash impairment charge of $134 million due to our decision to retire from service 18 Airbus A310-200 aircraft and 11 management’s discussion and analysis 3,000 3,000 2,603 2,603 2,638 2,638 2,684 (1) (1) FedEx FedEx Express(1) Express(1) Average Daily Package Volume Average Daily Package Volume 2,684 3,000 2,577 FedEx Express(1) Average Daily Package Volume 2,638 2,684 4,100 FedEx FedEx Ground(2) Ground(2) Average Daily Package Volume Average Daily Package Volume 4,100 (2) (2) FedEx Ground( Average Daily ,907 3,907 FedEx FedEx Ground Ground FedEx FedEx Express Express 2,500 2,500 2,500 The following graphs for FedEx Express, FedEx Ground and FedEx Freight show selected 3,900 3,900 (in thousands) for the years ended May 31: volume trends Average Daily Package Volume 3,900 Average Daily Package Volume Average Daily Package Volume 2,000 Average Daily Package Volume 2,000 2,000 3,000 1,500 2,500 1,000 3,000 2,000 500 2,500 1,500 0 2,000 1,000 1,500 500 1,000 0 500 0 3,000 2,603 1,500 2,500 1,000 3,000 2,000 2,603 475 500 2,500 1,500 0 2,000 2009 1,000 2,577 2,603 ,100 2,577 FedEx2,603 2,638 Express(1) 2,684 2,577 1,500 2,577 Express(1)2,638 2,684 FedEx Average Daily Package Volume Average Daily Package Volume 523 2,603 2,638 475 575 523 2,638 2,684 575 2,684 559 2,577 1,000 500 559 2,577 475 523 575 4,100 4,100 3,700 3,700 3,900 3,900 4,100 559 4,100 3,500 3,500 3,404 3,700 3,900 3,300 FedEx Ground(2) FedEx Ground(2) 3,700 Average Daily Package Volume Average Daily Package3,907 3,907 Volume 3,523 3,523 3,404 2009 3,523 2010 3,404 3,523 2009 2010 3,404 3,523 2010 2011 2011 2012 2012 3,746 3,746 3,500 3,907 3,300 3,907 3,404 ,746 3,746 3,523 0 2010 2010 2011 2011 2012 2012 2009 575 575 559 559 523 523 U. S. domestic package 475 475 U. S. domestic 1,500 U. S. domestic package package IP package IP package 500 2009 2010 1,000 0 2009 475 500 0 2009 575 559 575 559 2009 2010 2010 2011 2011 2012 2012 523 523 475 U. S. dom estic package package IP package IP package U. S. domestic 3,700 3,900 3,300 2011 2012 2009 3,500 3,500 IP package 3,404 3,700 3,700 3,300 3,500 3,300 2009 3,500 3,404 3,300 3,523 2011 2010 3,746 2011 3,746 2012 2012 2009 2010 2) 2011 2012 2011 2012 FedEx2009 2010 Freight2011 FedEx 2010 Freight FedEx2009 2010 Express and FedEx Ground(2)FedEx Express and FedEx Ground2009 FedEx and FedEx Ground(2) 2012 Express 2010 2011 U. S. domestic package package IP package IP package Volume U. S. domestic Total Average Daily Package Volume AverageLTL Shipments Total Average Daily Package Volume Total Average Daily Package Average Daily Daily LTL Shipments 3,300 2012 FedEx Freight Average Daily 7,800 7,600 7,400 7,800 7,200 7,600 7,000 7,800 7,400 6,800 7,600 7,200 6,600 7,400 7,000 7,200 6,800 7,000 6,600 6,800 7,800 7,600 7,800 (2) (2) 7,538 7,6007,538 90. 0 7,538 0. 0 86. 0 86. 0 90. 0 FedEx FedEx Express and FedEx Ground Express and FedEx Ground Total Average Daily7,353 7,353 Volume Total Aver agePackage Daily Package Volume 7,400 7,400 (2) FedEx Express and FedEx Ground(2) FedEx Express and FedEx Ground7,200 7,200 7,600 Total Average Daily Package 7,538 7,538 Total Average Daily Package Volume Volume 7,002 7,002 7,800 7,353 85. 0 90. 0 80. 0 85. 0 FedEx FedEx Freight Freight 84. 9 84. 9 85. 0 Average Daily LTL Shipments Average Daily LTL Shipments 82. 3 82. 3 90. 0 80. 0 7,000 7,800 7,400 6,780 6,800 7,600 7,200 6,600 7,400 2009 7,000 6,780 7,002 2009 2010 6,780 7,002 2009 2010 6,780 7,002 ,353 7,353 7,000 7,002 6,800 7,538 7,538 7,002 2010 7,353 2011 7,353 2012 2011 6,600 6,780 85. 0 90. 0 75. 0 80. 0 85. 0 70. 0 85. 0 74. 4 90. 0 75. 0 FedEx FreightFreight86. 0 FedEx 80. 0 86. 0 Average Daily LTL Shipments 84. 9 Average Daily LTL Shipments 84. 9 74. 4 82. 3 82. 3 86. 0 86. 0 84. 9 2009 2010 82. 3 74. 4 2010 2011 82. 3 2011 2012 70. 0 75. 0 84. 9 2012 2009 74. 4 82. 3 2012 2009 2010 2011 7,200 6,780 6,800 7,000 6,600 2009 6,780 6,800 80. 0 85. 0 70. 0 2012 2009 74. 4 75 . 0 75. 0 80. 0 80. 0 70. 0 75. 0 70. 0 74. 4 2009 75. 0 2010 2010 2011 2011 2012 2012 74. 4 2009 2010 2010 2011 2011 2012 012 70. 0 70. 0 6,600 6,600 The following graphs 2010 FedEx Express, FedEx Ground and FedEx Freight show selected yield trends for the years ended 2011 31: for May 2011 2009 2010 2011 2011 2012 2012 2009 2009 2009 2010 2010 2012 2012 FedEx FedEx Express Express Revenue per Package – Yield– Yield Revenue per Package (1) (1) FedEx Express Revenue per Package – Yield (1) FedEx FedEx Ground Ground Revenue per Package – Yield– Yield Revenue per Package $9. 25 (2) (2) (2) (2) FedEx Ground ( Revenue per P $70. 00 $60. 00 $50. 00 $70. 00 $40. 00 $60. 00 $30. 00 $70. 00 $50. 00 $20. 00 $60. 00 $40. 00 $10. 00 $50. 0 $30. 00 $40. 00 $20. 00 $30. 00 $10. 00 $20. 00 $21. 00 $10. 00 $20. 00 $19. 00 $21. 00 $18. 00 $20. 00 $21. 00 $17. 00 $19. 00 $20. 00 $16. 00 $18. 00 $19. 00 $17. 00 $70. 00 $57. 81 $60. 00 $70. 00 $57. 81 $53. 10 (1) (1) $56. 08 $53. 10 FedEx FedEx Express Express Revenue per Package – Yield– Yield Revenue per Package $50. 00 $50. 00 $40. 00 $57. 81 $60. 00 $30. 00 $70. 00 $50. 00 $30. 00 $70. 00 $60. 83 $60. 83 $57. 81 $60. 00 $56. 08 $9. 25 $53. 10 $56. 08 $8. 75 $9. 25 $8. 25 $8. 75 $9. 25 $7. 75 $14. 61 2010 $15. 59 $8. 25 $8. 75 $7. 25 $9. 25 $60. 83 $8. 75 FedEx FedEx Ground Ground $8. 77 $8. 77 $8. 5 Revenue per Package – Yield– Yield Revenue per Package FedEx Express(1) FedEx Express(1) $60. 83 $40. 00$60. 83 $57. 81 Revenue$53. 10 Package – Yield– Yield Revenue$53. 10$56. 08 $56. 08 per per Package $16. 21 $57. 81$14. 61 $53. 10 2009 2010 $15. 59 $14. 61$56. 08 $53. 10 2010 2011 $60. 83 $17. 12 $17. 12 $20. 00$60. 83 $16. 21 $15. 59 $56. 08 $10. 00 2011 2012 2012 2009 $9. 25 $8. 25 $20. 00 $16. 21 $57. 81 $60. 00 $40. 00 $10. 00 $50. 00 2009 $30. 00 $8. 75 $9. 25 $7. 70 $7. 75 $17. 12 FedEx Ground (2) FedEx Ground (2) $8. 25 $8. 17 $8. 17 Revenue pe r Package – Yield– Yield $8. 77 Revenue per Package $8. 7 $7. 70 $7. 73 $7. 73 $8. 17 2009 2010 $7. 70 $7. 73 2010 2011 $7. 73 $8. 17 $8. 17 $8. 77 2011 2012 $8. 17 $7. 75 $8. 77 $7. 25 2012 2009 2010 $7. 70 $7. 73 U. S. domestic $17. 12 $40. 00 U. S. domestic package package IP package IP package $17. 12 $20. 00 $16. 21 $16. 21 $15. 59 $14. 61 $15. 59 $14. 61 U. S. domestic package $8. 25 $8. 75 $7. 25 2011 2012 2009 $7. 70 $7. 75 $7. 75 IP package $8. 25 $8. 25 $30. 00 $10. 00 2009 2010 2010 2011 2011 2012 2012 2009 $17. 12 $17. 12 $20. 00 $16. 21 $16. 21 $15. 59 $14. 61 U. S. domestic package U. S. domestic package $14. 61$15. 59IP package IP package $21. 00 $21. 0 $10. 00 2009 2010 2010 2011 2011 2012 2012 2009 $20. 00$19. 57 $20. 00 $19. 57 U. S. domestic package package IP package IP package U. S. domestic $19. 07 $19. 07 $19. 07 $19. 00 $21. 00 $19. 00 FedEx Freight FedEx FedEx Freight Freight Average Fuel Cost per Gallon Gallon Average Fuel Cost per $7. 25 $7. 25 $7. 73 $7. 70 $7. 70 $7. 73 2009 2009 2010 2010 2011 2011 2012 $7. 75 $7. 75 LTL Revenue per Hundredweight – Yield– LTL Revenue per Hundredweight – Yield LTL Revenue per Hundredweight Yield FedEx FedEx Freight Freight LTL Revenue per Hundredweight – Yield– Yield LTL Revenue per Hundredweight $18. 24 $17. 7 $4. 50 $7. 25 $4. 00 $4. 50 $7. 25 2009 $4. 00 $19. 57 $4. 50 2009 2010 2010 2011 2011 $3. 80 2012 2012 Average Fuel C 2012 $4. 00 Average Fuel Cost per Gallon Gallon $3. 80 Average Fuel Cost per $3. 04 $3. 25 $2. 69 $2. 66 $3. 25 $3. 31 $3. 50$3. 31 $2. 66 $3. 80 $3. 04 $2. 69 $2. 15 FedEx FreightFreight FedEx $18. 24 $18. 24 LTL Revenue per Hundredweight – Yield– Yield LTL Revenue per Hundredweight $18. 00$19. 57 $18. 00 $20. 00 $19. 57 $19. 07 $21. 00 $17. 00 $19. 00 $20. 00 $19. 07 $16. 00 $18. 00 2009 $19. 00 $17. 00 $19. 07 $17. 07 $17. 07 $18. 24 $19. 07 2009 2010 $17. 07 2010 2011 $17. 07 $18. 4 $18. 24 $17. 00 $19. 57 $1 9. 57 $16. 00 2011 2012 2012 2009 2010 2011 $3. 50 $3. 50 $3. 04 $4. 50 $4. 50 $3. 00 $3. 00 $2. 62 $4. 00 $4. 00 $2. 50 $2. 50 $4. 50 $4. 50 $3. 50 $3. 50 $3. 04 $2. 00 $2. 00 $4. 00 $4. 00 $3. 00 $3. 00 $2. 62 $1. 50 $1. 50 $3. 50 2012 $3. 50 2009 $2. 50 $2. 50 $3. 04 $3. 00 $2. 00 $2. 50 $1. 50 $2. 00 $1. 50 Average Fuel Cost per Gallon Gallon Average Fuel Cost per $3. 00 $2. 62 $2. 69 $3. 04 $2. 15 $2. 15 $3. 25 $2. 69 $2. 66 2010 $3. 25 2011 $2. 15 $2. 69 $2. 66 $2. 15 2010 2011 Jet 2010 2011 Jet $3. 25 $3. 31 $2. 50 $3. 80 $2. 62 $3. 31 $3. 80 $2. 00$3. 80 $2. 66 $1. 50$3. 1 $3. 25 $3. 31 2011 2012 2012 2009 Jet $2. 66 Jet Vehicle 2010 $2. 62 $2. 69 $18. 00 $18. 00 (2) Package statistics do not include the operations of FedEx SmartPost. $17. 07 $17. 07 $16. 00 $16. 00 2009 2009 2010 2010 2011 2011 2012 2012 $17. 00 $17. 00 (1) Excludes international domestic operations. $18. 24 2009 2010 $3. 04 $2. 15 Vehicle $3. 00 Vehicle $2. 00 $2. 62 $2. 69 $2. 62 $2. 15 2009 2010 Vehicle Vehicle $2. 50 $1. 50 2009 $2. 00 $1. 50 2009 2011 2012 Jet 2011 2012 Jet 2012 12 $16. 00 $16. 00 2009 2009 2010 2010 2011 2011 2012 2012 2009 2010 Vehicle Vehicle 2012 management’s discussion and analysis evenue During 2012, revenues increased 9% due to yield growth across all our transportation segments. At FedEx Express, revenues increased 8% in 2012 led by higher U. S. domestic and IP package yields. However, U. S. domestic package and IP package volumes declined due to weakening global economic conditions. Revenues increased 13% during 2012 at our FedEx Ground segment due to higher yields and strong demand for all our major services. At FedEx Freight, revenues increased 8% during 2012 due to higher LTL yield as a result of higher fuel surcharges and yield management programs, despite a decrease in volume. Revenues increased 13% during 2011 due to yield increases and volume growth across all our transportation segments. Yields improved due to higher fuel surcharges and increased base rates under our yield improvement programs. At FedEx Express, revenues increased 14% in 2011 led by IP volume growth in Asia, as well as U. S. domestic and IP package yield increases. At the FedEx Ground segment, revenues increased 14% in 2011 due to continued volume growth driven by market share gains and yield growth at both FedEx Ground and FedEx SmartPost. At FedEx Freight, yield increases due to our yield management programs and higher LTL fuel surcharges, and higher average daily LTL volumes led to a 14% increase in revenues in 2011. impairment and Other Charges In May 2012, we made the decision to retire from service 18 Airbus A310-200 aircraft and 26 related engines, as well as six Boeing MD10-10 aircraft and 17 related engines. As a consequence of this decision, a noncash impairment charge of $134 million ($84 million, net of tax, or $0. 26 per diluted share) was recorded in the fourth quarter. The decision to retire these aircraft, the majority of which were temporarily idled and not in revenue service, will better align the U. S. domestic air network capacity of FedEx Express to match current and anticipated shipment volumes. Operating inCOme The following tables compare operating expenses expressed as dollar amounts (in millions) and as a percent of revenue for the years ended May 31: 2012 2011 2010 Operating expenses: Salaries and employee benefits $ 16,099 $ 15,276 $ 14,027 Purchased transportation 6,335 5,674 4,728 Rentals nd landing fees 2,487 2,462 2,359 Depreciation and amortization 2,113 1,973 1,958 Fuel 4,956 4,151 3,106 Maintenance and repairs 1,980 1,979 1,715 (1) (2) Impairment and other charges 134 89 18 Other (3) 5,390 5,322 4,825 Total operating expenses $ 39,494 $ 36,926 $ 32,736 (1) Represents charges resulting from the decision to retire 24 aircraft and related engines at FedEx Express. (2) Represents charges associated with the combination of our FedEx Freight and FedEx National LTL operations, effective January 30, 2011. 3) Includes the 2012 reversal of a $66 million legal reserve associated with the ATA Airlines lawsuit which was initially recorded in 2011 (See Note 17 of the accompanying consolidated financial statements). Percent of Revenue 2012 2011 2010 Operating expenses: Salaries and employee benefits Purchased transportation Rentals and landing fees Depreciation and amortization Fuel Maintenance and repairs Impairment and other charges Other (3) Total operating expenses Operating margin 37. 7% 14. 9 5. 8 5. 0 11. 6 4. 6 0. 3(1) 12. 6 92. 5 7. 5% 38. % 14. 4 6. 3 5. 0 10. 6 5. 0 0. 2(2) 13. 5 93. 9 6. 1% 40. 4% 13. 6 6. 8 5. 6 8. 9 4. 9 0. 1 13. 9 94. 2 5. 8% In 2011, we incurred impairment and other charges of $89 million related to the combination of our LTL operations at FedEx Freight. In 2010, we recorded a charge of $18 million for the impairment of goodwill related to the FedEx National LTL acquisition, eliminating t he remaining goodwill attributable to this reporting unit. (1) Represents charges resulting from the decision to retire 24 aircraft and related engines at FedEx Express. 2) Represents charges associated with the combination of our FedEx Freight and FedEx National LTL operations effective January 30, 2011. (3) Includes the 2012 reversal of a $66 million legal reserve associated with the ATA Airlines lawsuit which was initially recorded in 2011 (See Note 17 of the accompanying consolidated financial statements. ) Our 2012 operating income increased 34% and operating margin increased 140 basis points driven by higher yields across all our transportation segments due to higher fuel surcharges and our yield management programs. Our results lso significantly benefited in 2012 from the timing lag that exists between when fuel prices change and when indexed fuel surcharges automatically adjust. FedEx Ground segment operating income increased $439 million in 2012 driven by higher yields and strong demand for all our major services. At our FedEx Freight segment, operating income increased $337 million due to higher LTL yield and efficiencies gained from the combination of our LTL operations in 2011. Additionally, our year-over-year comparisons were favorably impacted by several items as described above in the â€Å"Overview† section. 13 anagement’s discussion and analysis FedEx Ground (2) Revenue per Package – Yield Salaries and benefits increased 5% in 2012 primarily due to higher $9. 25 incentive compensation costs and the full reinstatement of 401(k) $8. 77 company-matching contributions effective January 1, 2011. Purchased $8. 75 transportation costs increased 12% in 2012 due to volume growth and higher fuel surcharges at FedEx Ground, costs associated with the $8. 25 $8. 17 expansion of our freight forwarding business at FedEx Trade Networks $7. 73 and higher utilization of third-party transportation providers in interna$7. 0 $7. 75 tional loca tions primarily due to business acquisitions at FedEx Express. $7. 25 The following graph for our transportation segments shows our average 2009 2010 2011 2012 cost of jet and vehicle fuel per gallon for the years ended May 31: Salaries and employee benefits increased 9% in 2011 due to the reinstatement of merit salary increases, increases in pension and medical Average Fuel Cost per Gallon costs and the reinstatement of full 401(k) company-matching contributions effective January 1, 2011. Purchased transportation increased $4. 0 20% in 2011 due to volume growth, higher fuel surcharges and higher $3. 80 $4. 00 rates paid to our independent contractors at FedEx Ground, as well as costs associated with the expansion of our freight forwarding business $3. 31 $3. 25 $3. 50 $3. 04 at FedEx Trade Networks. Maintenance and repairs expense increased $3. 00 $2. 69 $2. 66 $2. 62 15% in 2011 primarily due to an increase in maintenance events, as a $2. 50 result of timing, and higher utilizatio n of our fleet driven by increased $2. 15 volumes. Other operating expense increased 10% primarily due to $2. 0 volume- and weather-related expenses. $1. 50 2009 2010 2011 2012 Vehicle Jet costs, and increased maintenance and repairs expenses had a negative impact on our performance for 2011. Costs related to the combination of our FedEx Freight and FedEx National LTL operations also negatively impacted our 2011 results by $133 million. Unusually severe weather in the second half of 2011 caused widespread disruptions to our networks, which led to lost revenues and drove higher purchased transportation, salaries and wages and other operational costs. Additionally, a $66 million reserve associated with an adverse jury decision in the ATA Airlines lawsuit against FedEx Express was recognized in 2011. Fuel expense increased 19% during 2012 primarily due to price increases. Our fuel surcharges, which are more fully described in the â€Å"Quantitative and Qualitative Disclosures About Market Risk† section of this MDA, have a timing lag and are designed to pass through the price of fuel not included in our base shipping rates to our customers. Based on a static analysis of the impact to operating income of year-over-year changes in fuel prices compared to changes in fuel surcharges, fuel surcharges significantly exceeded incremental fuel costs in 2012. If fuel prices remain at current levels, that effect is expected to reverse in 2013. Our analysis considers the estimated impact of the reduction in fuel surcharges included in the base rates charged for FedEx Express and FedEx Ground services. However, this analysis does not consider the negative effects that fuel surcharge levels may have on our business, including reduced demand and shifts by our customers to lower-yielding services. While fluctuations in fuel surcharge rates can be significant from period to period, fuel surcharges represent one of the many individual components of our pricing structure that impact our overall revenue and yield. Additional components include the mix of services sold, the base price and extra service charges we obtain for these services and the level of pricing discounts offered. In order to provide information about the impact of fuel surcharges on the trend in revenue and yield growth, we have included the comparative fuel surcharge rates in effect for 2012, 2011 and 2010 in the accompanying discussions of each of our transportation segments. In 2011, operating income increased 19% primarily due to yield and volume increases across all our transportation segments. Higher compensation and benefits, including retirement plans and medical Fuel expense increased 34% during 2011 primarily due to increases in the average price per gallon of fuel and fuel consumption driven by volume increases. Based on a static analysis of the net impact of yearover-year changes in fuel prices compared to year-over-year changes in fuel surcharges, fuel had a positive impact on operating income in 2011, predominantly at FedEx Express. Other inCOme and expense Interest expense decreased $34 million in 2012 due to debt maturities, an increase in capitalized interest related to the timing of progress payments on aircraft purchases and lower financing fees. Interest expense increased $7 million in 2011 due to a decrease in capitalized interest related to timing of construction projects and progress payments on aircraft purchases. nCOme taxes Our effective tax rate was 35. 3% in 2012, 35. 9% in 2011 and 37. 5% in 2010. Our 2012 rate was lower than our 2011 rate primarily due to favorable audit developments. The 2011 rate was lower than our 2010 rate primarily due to increased permanently reinvested foreign earnings and a lower state rate driven by favorable audit and legislative developments. Ou r permanent reinvestment strategy with respect to unremitted earnings of our foreign subsidiaries provided a 1. 3% benefit to our 2012 effective tax rate. Our total permanently reinvested foreign earnings were $1. 0 billion at the end of 2012 and $640 million at the end of 2011. Our current federal income tax expenses in 2012, 2011 and 2010 were significantly reduced by accelerated depreciation deductions we claimed under provisions of the Tax Relief and the Small Business Jobs Acts of 2010, the American Recovery and Reinvestment Tax Act of 2009, and the Economic Stimulus Act of 2008. Those Acts, designed 14 management’s discussion and analysis to stimulate new business investment in the U. S. accelerated our depreciation deductions for new qualifying investments, such as our new Boeing 777 Freighter (â€Å"B777F†) aircraft. These are timing benefits only, in that the depreciation would have otherwise been recognized in later years. The components of the provision for federal income taxes for the years ended May 31 were as follows (in millions): Current Deferred Total Federal Provision 2012 $ (120) 947 $ 827 2011 $ 79 485 $ 564 2010 $ 36 408 $ 444 OutlOOk We anticipate revenue and earnings growth in 2013 despite only modest growth in the global economy. We believe U. S. domestic and global economic conditions will be impacted by the European debt crisis, slowing growth in Asia, and the uncertainty these issues create on the global economy and the demand for our services. These weaker global economic conditions have driven a shift by our customers from premium services to our deferred services, and we expect that trend to continue in 2013. For 2013, we expect our effective tax rate to be between 37. 0% and 38. 0%. The actual rate, however, will depend on a number of factors, including the amount and source of operating income. We also expect our current federal income tax expense will increase in 2013, possibly significantly, due to lower accelerated depreciation benefits than in prior years. Additional information on income taxes, including our effective tax rate reconciliation and liabilities for uncertain tax positions, can be found in Note 11 of the accompanying consolidated financial statements. Business aCquisitiOns During 2012, we continued to expand our FedEx Express international network. On July 25, 2011, we completed our acquisition of Servicios Nacionales Mupa, S. A. de C. V. (MultiPack), a Mexican domestic express package delivery company, for $128 million in cash from operations. Last year, FedEx Express completed the acquisition of the Indian logistics, distribution and express businesses of AFL Pvt. Ltd. and its affiliate Unifreight India Pvt. Ltd. for $96 million in cash on February 22, 2011. The financial results of these acquired businesses are included in the FedEx Express segment from the date of acquisition and were not material, individually or in the aggregate, to our results of operations or financial condition. Substantially all of the purchase price was allocated to goodwill, which was entirely attributed to our FedEx Express reporting unit. Our anticipated earnings growth in 2013 is predicated on continued improvement in profitability at our FedEx Freight segment from yield growth and efficiency improvements and the sustained strong performance of our FedEx Ground segment. International revenue growth and network efficiency improvements at FedEx Express should also contribute to our earnings growth in 2013. However, significant cost headwinds in pension expense will hamper earnings growth in 2013 as a historically low discount rate at our May 31, 2012 measurement date will increase these costs by approximately $150 million. During 2013, we will continue to evaluate actions and opportunities to reduce costs, improve efficiencies and adjust our networks to match anticipated demand. Initial actions were taken in 2012, as we made the decision to retire 24 aircraft and related engines at FedEx Express to better align the U. S. omestic air network capacity to match current and anticipated shipment volumes. In addition, we remain focused on modernizing our aircraft fleet at FedEx Express by adding newer aircraft that are more reliable, fuel efficient and technologically advanced, and retiring older, less-efficient aircraft. As a result of these efforts, FedEx Express is shortening the depreciable lives of the following aircraft and related engines: 31 additional Boeing MD10-10s, 18 additional Airbus A310s, four Boeing 727s (â€Å"B727†) and one Boeing MD10-30. This will accelerate the retirement of these aircraft to align with the delivery schedule for replacement Boeing 767-300 Freighter (â€Å"B767F†) and Boeing 757-200 (â€Å"B757†) aircraft. The accelerated depreciation on these aircraft is expected to total $69 million in 2013, with a partial offset from the avoidance of depreciation related to the aircraft retirements (described in the â€Å"Impairment and Other Charges† section above). FedEx Express is also developing an operating and cost structure plan during 2013 to further improve its operational efficiency. Our capital expenditures for 2013 are expected to decrease to approximately $3. 9 billion, with fewer aircraft deliveries in 2013. We will continue to evaluate our investments in critical long-term strategic projects to ensure our capital expenditures generate high returns on investments and are balanced with our outlook for global economic conditions. On June 29, 2012, FedEx Express entered into a upplemental agreement to purchase nine additional B767F aircraft, exercised ten B767F options available under the December 2011 agreement and purchased the right to 15 additional options. In conjunction with the supplemental agreement to purchase B767F aircraft, FedEx Express converted four B777F aircraft deliveries to equivalent purchase value for B767F aircraft purchased under the supplemental agreement. For additional details on key 2013 capital projects, refe r to the â€Å"Capital Resources† and â€Å"Liquidity Outlook† sections of this MDA. Subsequent to year-end, we completed the following acquisitions: Opek Sp. z o. o. , a Polish domestic express package delivery company, for $54 million in cash from operations on June 13, 2012 TATEX, a French express transportation company, for $55 million in cash from operations on July 3, 2012 Rapidao Cometa Logistica e Transportes S. A. , a Brazilian transportation and logistics company, for $398 million in cash from operations on July 4, 2012 Based on the timing of the completion of these acquisitions in relation to the date of issuance of the financial statements, the initial purchase price accounting was not completed for these acquisitions. The financial results of these acquired businesses will be included in the FedEx Express segment from the date of acquisition and will be immaterial to our 2013 results. These acquisitions will give us more robust transportation networks within these countries and added capabilities in these important global markets. 5 management’s discussion and analysis Our outlook is dependent upon a stable pricing environment for fuel, as volatility in fuel prices impacts our fuel surcharge levels, fuel expense and demand for our services. Historically, our fuel surcharges have largely offset incremental fuel costs; however, volatility in fuel costs may impact earnings because adjustments to our fuel surcharges lag changes in actual fuel prices paid. Therefore, the trailing impact of adju stments to our fuel urcharges can significantly affect our earnings either positively or negatively in the short-term. NEW ACCOUNTING GUIDANCE New accounting rules and disclosure requirements can significantly impact our reported results and the comparability of our financial statements. During our fiscal year, the Financial Accounting Standards Board issued new guidance to make the presentation of items within other comprehensive income (â€Å"OCI†) more prominent. The new standard will require companies to present items of net income, items of OCI and total As described in Note 17 of the accompanying consolidated financial comprehensive income in one continuous statement or two separate statements and the â€Å"Independent Contractor Matters† section of our consecutive statements, and companies will no longer be allowed to FedEx Ground segment MDA, we are involved in a number of lawsuits present items of OCI in the statement of stockholders’ equity. This new and other proceedings that challenge the status of FedEx Ground’s standard is effective for our fiscal year ending May 31, 2013. wner-operators as independent contractors. FedEx Ground anticipates continuing changes to its relationships with its contractors. The nature, We believe there is no additional new accounting guidance adopted but not yet effective that is relevant to the readers of our financial timing and amount of any changes are dependent on the outcome of statements. However, there are numerous new proposals under develnumerous future events. We cannot reasonably estimate the potenopment which, if and when enacted, may have a significant impact on tial impact of any such changes or a meaningful range of potential outcomes, although they could be material. However, we do not believe our financial reporting. that any such changes will impair our ability to operate and profitably REPORTABLE SEGMENTS grow our FedEx Ground business. See â€Å"Risk Factors† for a discussion of these and other potential risks and uncertainties that could materially affect our future performance. seasOnality Of Business Our businesses are cyclical in nature, as seasonal fluctuations affect volumes, revenues and earnings. Historically, the U. S. express package business experiences an increase in volumes in late November and December. International business, particularly in the Asia-to-U. S. market, peaks in October and November in advance of the U. S. holiday sales season. Our first and third fiscal quarters, because they are summer vacation and post winter-holiday seasons, have historically experienced lower volumes relative to other periods. Normally, the fall is the busiest shipping period for FedEx Ground, while late December, June and July are the slowest periods. For FedEx Freight, the spring and fall are the busiest periods and the latter part of December, January and February are the slowest periods. For FedEx Office, the summer months are normally the slowest periods. Shipment levels, operating costs and earnings for each of our companies can also be adversely affected by inclement weather, particularly the impact of severe winter weather in our third fiscal quarter. FedEx Express, FedEx Ground and FedEx Freight represent our major service lines and, along with FedEx Services, form the core of our reportable segments. Our reportable segments include the following businesses: FedEx Express Segment FedEx Ground Segment FedEx Freight Segment FedEx Services Segment gt; FedEx Express (express transportation) FedEx Trade Networks (air and ocean freight forwarding and customs brokerage) FedEx SupplyChain Systems (logistics services) FedEx Ground (small-package ground delivery) FedEx SmartPost (small-parcel consolidator) FedEx Freight (LTL freight transportation) FedEx Custom Critical (time-critical transportation) FedEx Services (sales, marketing, information technology, communi cations and back-office functions) FedEx TechConnect (customer service, technical support, billings and collections) FedEx Office (document and business services and package acceptance) 6 management’s discussion and analysis FEDEX SERVICES SEGMENT The FedEx Services segment operates combined sales, marketing, administrative and information technology functions in shared services operations that support our transportation businesses and allow us to obtain synergies from the combination of these functions. For the international regions of FedEx Express, some of these functions are performed on a regional basis by FedEx Express and reported in the FedEx Express segment in expense line i How to cite Fedex Annual Report 2012, Essay examples

Genetics Engineering Essay Example For Students

Genetics Engineering Essay Genetic engineering is an umbrella term that can cover a wide range of ways of changing the genetic material the DNA code in a living organism. This code contains all the information, stored in a long chain chemical molecule, which determines the nature of the organism. Apart from identical twins, genetic make-up is unique to each individual. Individual genes are particular sections of this chain, spaced out along it, which determine the characteristics and functions of our body. Defects of individual genes can cause a malfunction in the metabolism of the body, and are the roots of many genetic diseases. In a sense, man has been using genetic engineering for thousands of years. We werent changing DNA molecules directly, but we were guiding the selection of genes. For example the domestication of plants and animals. Recombinant DNA technology is the newest form of genetic engineering, which involves the manipulation of DNA on the molecular level. This is a totally new process based on the science of molecular biology, a relatively new science only forty years old. It represents a major increase in our ability to improve life. But a negative aspect is that it changes the forms of life we know of, possibly damaging our environment It has been known for some time that genetic information can be transferred between micro-organisms. This is process it done via plasmids (small circular rings of DNA) or phages (bacterial viruses). Both of these are termed vectors, this is because of their ability to move genetic material. In general this is limited to simpler species of bacteria. nevertheless, this can restriction can be overcome with the use of genetic engineering because it allows the introduction of any gene. While genetic engineering is beginning to be used to produce enzymes, the technology itself also depends on the harnessing of enzymes, which are available in nature. In the early 1970s Herbert Boyer, working at the University of California Health Science Centre in San Francisco, and Stanley Cohen at Stanford University found that it was possible to insert into bacteria genes they had removed from other bacteria. First they learned the trick of breaking down the DNA of a donor organism into manageable fragments. Second, they discovered how to place such genes into a vector, which they used to ferry the fragments of DNA into recipient bacteria. Once inside its new host, a transported gene divided as the cell divided, leading to a clone of cells, each containing exact copies of the gene. This technique became known as gene cloning, and was followed by the selection of recipient cells containing the desired gene. The enzymes used for cleaving out the DNA pieces act in a highly specific way. Genes can, therefore, be removed and transferred from one organism to another with extraordinary precision. Such manoeuvres contrast sharply with the much less predictable gene transfers that occur in nature. By mobilising pieces of DNA in this way (including copies of human genes), genetic engineers are now fabricating genetically modified microbes for a wide range of applications in industry, medicine and agriculture. The underlying idea of transferring genes between cells is quickly explained. However the actual practice is an extremely complicated process. The scale of the problem can be gauged from the astronomical numbers involved: the DNA of even the simplest bacterium contains 4,800,00 pairs of bases. But there is only one copy of each gene in each cell. First, restriction enzymes are used to snip the DNA into smaller pieces, each containing one or just a few genes. These enzymes cut DNA in very precise ways. Commentary On Brave New World Essay The cuts produce pieces of double helix with short stretches of single stranded DNA at each end. These are know as sticky ends. If the enzyme is allowed to act for a limited time, it may not have a chance to attack all the recognition sequences in the chain. This will result in longer fragments. As in natural DNA replication, bases have an inherent propensity to join up with their partners A with T, for example, and G with C. So too with sticky ends. For example, the sequence TTAA will tend to re-associate with AATT. Genetic engineers use another type .