Wednesday, January 18, 2006

Clemenceau: Egypt didn't consult India

Source: The Hindu

Documents obtained by The Hindu indicate that Egypt decided to allow the asbestos-laden French warship, the Clemenceau, transit through the Suez Canal without consulting India.

  • No effort made to get fresh certificates that would have highlighted the present situation

  • Old certificates issued by the Indian authorities and sent by a tugboat company relied upon

  • No letters from France's Basel Convention focal point and the Indian Basel focal point

  • Neither the Egyptians nor the French authorities made any effort to contact India

The papers also indicate that Egypt, under pressure from France, took the decision on the basis of the certificates issued by the Indian authorities in June 2004 and May 2005. Tugboat Company Tug Sumatras had sent the certificates to Egypt's Environmental Affairs Agency.

Welcome back Martina!

Martina Hingis is back, having returned to the professional circuit since 2002, and there she was on her favorite court, having her way through in the first round with a less consistent, less resourceful player Zvonareva.

Hingis, now 24, three times winner of the Australian Open, three times a runner up, and former numero uno left the circuit because of injuries, has become an expert at linguistics and speaks five languages fluently.

Hingis, whose tactical prowess seems outdated when placed alongside the power of the Williams sisters and Maria Sharapova, evokes images of a time when tennis was a game to be admired and appreciated rather than merely watched and feared.

She’s picked up where she left; and looks relaxed & confident this time around. Wishing her all the very best in this comeback trail.

Tuesday, January 17, 2006

Asbestos Carrier – Clemenceau

Coming back to the ‘Clemenceau Imbroglio’; this story has been making headlines! Greenpeace has been campaigning pro-actively against this decision citing pathetic working conditions & exposure to toxic wastes for the workers who work at Indian & Bangladeshi ship-breaking yards without any protective gear.

This is the second time that the decision to send Clemenceau to India has run into rough weather. Earlier in 2005, the decision had to be stalled due to court cases filed by French environment activists. But this time around, the sail was authorized after claims from the French government that the ship had been de-contaminated. Greenpeace has been insisting that these claims are false and Greenpeace came out with the report on the inhuman working conditions of the workers at the yards.

The estimates of asbestos on board the carrier have been far from complete & helpful, ranging from 50 to 500 tonnes. Greenpeace has been maintaining that the ship is not in line with the Basel International treaty on movement of hazardous waste.

For those of you who are not aware,
Alang is the world’s largest ship-breaking yard situated on the beaches of Gujarat, India. As per some reports, currently there are 15 ships being dismantled at Alang employing over 40,000 workers, and with phasing out of single hull tankers, about 1,500 ships will be ready to be scrapped in the next two years.

With the Indian Environment Ministry saying that Clemenceau will not be turned away, a Supreme Court committee on hazardous waste was asked to meet and decide on the carrier. In the first week of January 2006, the SCMC had asked the ship to change course and stay away from Indian waters until the information was clear and helpful. Gujarat government has been maintaining that it will wait for the papers to come from France before reacting, as it cannot allow more than 25 tonnes of asbestos on the ship.

By this time, the carrier had been turned back by Greece & done a turnaround from Turkey as well. Egypt, initially refused passage to the carrier through the Suez Canal, and asked for the certificates. Later, the passage was negotiated through the canal.

The solution seems to be simple; the countries should decontaminate the old ships before they are sent for scrapping. Now, the Indian Supreme Court will take the next decision on the carrier, but by then perhaps, the ship may already be at India's doorstep…

Ship Breaking in India
History of the carrier

Without tax, petrol would cost Rs 19.6 a litre!

December 13, 2005 15:05 IST [Source: Rediff Business]

More than half of the retail selling price of petrol and one-third of the selling price of diesel is made up of central and state duties, Petroleum Minister Mani Shankar Aiyar said on Tuesday.

The cost of production of petrol is only Rs 19.58 per litre as opposed to the sale price of Rs 43.49 a litre (in Delhi), the remaining being made up of customs and excise duty and sales tax, he said in a written reply to a question in the Rajya Sabha.

In Delhi, customs duty adds Rs 1.73 (or 4 per cent) to the price of a litre of petrol, while excise duty adds another Rs 14.93 (34 per cent). Local sales tax accounts for Rs 7.25 in the retail selling of Rs 43.49 for a litre of petrol.

Similarly in diesel, customs duty of Rs 1.81 (6 per cent), excise duty of Rs 5.07 (17 per cent) and sales tax of Rs 3.39 make up for 34 per cent of the Rs 30.45 a litre sale price in Delhi. The basic cost of production of diesel is only Rs 20.18 a litre.

Aiyar said the cost to produce a cylinder of LPG (liquefied petroleum gas) was Rs 261.97 and local sales tax of Rs 32.75 took the retail selling price of it to Rs 294.75, while a litre of kerosene was produced at Rs 8.70 and is sold at Rs 9.05.

To another question, Aiyar said since the end of 2003, there had been an unprecedented, sharp and spiralling increase in international oil prices. The Indian basket of crude oil touched an all-time high of $62.78 per barrel on September 1, 2005.

Against the average Indian crude basket price of $27.96 per barrel during 2003-04 and $39.21 a barrel in 2004-05, the average for November 2005 was $53.14 per barrel, he said.

© Copyright 2005 PTI

Auditing Oracle

Before I go back to writing more on Clemenceau; here’s a write-up on auditing Oracle database. Oracle auditing is generally considered to be a very slow and tedious set of activities. However, in my experience, when auditing is used diligently and with prejudice, it helps when it matters the most.

Introduction
This paper introduces the basics of auditing an Oracle database. Oracle is a functionally rich product and there are a number of auditing alternatives available. This paper will cover the basics of why, when and how to enforce an audit on oracle, which is practical, easy to understand and implement and the outputs are easy to comprehend.

Why is audit needed in Oracle?
A lot of organizations don’t actually use the internal audit features of Oracle, and when they do use them with the help of some external vendors, they are so overwhelmed with choice; they turn on everything for security and maintainability; then realize that there is far too much data and audit results to analyze and digest so these mechanisms are quickly put off again.

We all have come across organizations using firewalls, intrusion detection systems, and various other tools for system and network security. All these tools help us to determine if the networks or the systems are being misused or abused in any way.

So, why not audit what users are doing to the "crown jewels" of an organization, the data and the schema. Oracle audit can help detect unauthorized access and internal abuse of the data held in the database.

Audit also helps in Product Upgrades: I’ve come across cases in the past, when upgrades were a pain, just because we weren’t able to identify the changes in the development database, which needed to be incorporated in the production database. Wouldn’t it be much easier to upgrade a site, even after 6 months, if we knew the exact nature and number of DDL commands executed in the last 6 months?

When should Oracle users be audited?
A simple basic set of audit actions should be active all the time. The ideal minimum is to capture user access, use of system privileges and changes to the database schema structure. From a data management point of view, Monitoring schema change on critical tables (such as transactions, masters) should be considered.

Oracle Audits
Here are some of the methods that can be used to audit an oracle database.
  • Oracle Audit

  • System Triggers

  • Update, Delete And Insert Triggers

  • Fine - Grained Audit

  • System Logs


Working Example

Here’s how this works...
Oracle recognizes DDL statements i.e. DROP, ALTER, CREATE executed on any table space (database) on the server.

For the audit to be setup, we need to create an isolated and secured table space, and a user to store the results for analyzing or publishing periodically. A table is then created in this table space for storing the information related to DDL executions.

A system level trigger, created under sys user, is fired every time a DDL is fired, and inserts data into the logging table with the following data:
Oracle username, Execution Date, DDL type, Object Type, Owner, Object Name, Oracle SID, OS Username, Machine/Terminal, Program Name, Logon Time, IP Address of the terminal.

Following are the scripts for creation of the table space, user, the table and the system level trigger.

A. Creating Audit Table space and User

CREATE TABLESPACE logging DATAFILE ‘logging'
SIZE 30M AUTOEXTEND ON NEXT 10M MAXSIZE UNLIMITED
DEFAULT STORAGE (INITIAL 16K NEXT 16K
MINEXTENTS 1 MAXEXTENTS UNLIMITED
PCTINCREASE 0)
ONLINE
PERMANENT;

CREATE USER logging IDENTIFIED BY logging
DEFAULT TABLESPACE logging
TEMPORARY TABLESPACE TEMP;

GRANT CONNECT, RESOURCE, DBA, UNLIMITED TABLESPACE TO logging;
GRANT SELECT ON sys.v_$session TO logging;
GRANT SELECT ON sys.v_$sql TO logging;
GRANT ALTER SYSTEM TO logging;


B. Creating Audit Table

CONNECT logging/logging @ servername;

CREATE TABLE ddl_log_nxt
(
user_name      VARCHAR2(30)      NULL,
ddl_date           DATE           NULL,
ddl_type           VARCHAR2(30)      NULL,
object_type      VARCHAR2(18)      NULL,
owner           VARCHAR2(30)      NULL,
object_name      VARCHAR2(128)      NULL,
audsid           NUMBER           NULL,
osuser           VARCHAR2(30)      NULL,
machine           VARCHAR2(64)      NULL,
terminal           VARCHAR2(30)      NULL,
program           VARCHAR2(48)      NULL,
logon_time      DATE           NULL,
ip_address      VARCHAR2(30)      NULL,
client_info      VARCHAR2(64)      NULL
);


C. Creating System Trigger

CONNECT sys/change_on_install @ servername;

CREATE OR REPLACE TRIGGER ddl_trigger
AFTER CREATE OR ALTER OR DROP
ON DATABASE
DECLARE
BEGIN
INSERT INTO LOGGING.DDL_LOG_NXT
(user_name, ddl_date, ddl_type,
object_type, owner, object_name, audsid, osuser, machine, terminal, program, IP_ADDRESS, CLIENT_INFO, logon_time)

SELECT ORA_LOGIN_USER, SYSDATE, ORA_SYSEVENT,
ORA_DICT_OBJ_TYPE, ORA_DICT_OBJ_OWNER, ORA_DICT_OBJ_NAME,
sys_context('USERENV', 'SESSIONID'), sys_context('USERENV', 'OS_USER'),
sys_context('USERENV', 'HOST'),
sys_context('USERENV', 'TERMINAL'), program,
sys_context('USERENV', 'IP_ADDRESS'),
sys_context('USERENV', 'CLIENT_INFO'), logon_time

FROM v$session
WHERE
audsid = sys_context('USERENV','SESSIONID')
AND terminal = sys_context('USERENV', TERMINAL');
EXCEPTION
WHEN OTHERS THEN
NULL;
END;


Summary
Creation of this system level trigger will insert a audit record into the logging table, every time a DDL is executed on the database.

Monday, January 16, 2006

End Of Life Ships - The Human Cost Of Breaking Ships

Source: Sam Bond; Edie Newsroom
© Faversham House Group Ltd 2005.

End of Life Ships - the human cost of breaking ships is a joint report by Greenpeace and The International Federation for Human Rights (FIDH), that aims to shed light on the extremely poor working and environmental conditions that are still prevailing at shipbreaking yards all over the world.

The 64-page report contains a liberal scattering of statistics that illustrate the grim reality that sees wealthy countries dumping their hulks on the beaches of the developing world with little or no regard for the people or the environment.

But it is the dozens of tragic case studies, showing how real people are being maimed, crippled and killed with frightening regularity that really drives the point home.

Shipbreaking yards provide the last resting place for end of life ships. At these yards, ships are scrapped, primarily for their steel content. The industry provides employment to thousands of workers in Asia and allows the recycling of many materials used in the ship's construction.

However, it is a dirty and dangerous business. Almost all of the vessels condemned for breaking contain hazardous substances such as asbestos, oil sludge, paints containing lead, other heavy metals like cadmium and arsenic, poisonous biocides as well as PCBs and even radioactive substances.

Greenpeace and FIDH delegations went to the working and living places of these workers in India and Bangladesh. According to their field workers it was extremely difficult to gather comprehensive data about the shipbreaking workers. Most of the time there simply are no records kept by the authorities and if these records do exist, they often do not reflect the reality.


Gujarat Maritime Board in India, for example, records 372 casualties due to accidents from the beginning of shipbreaking activities in 1983 up to mid 2004. But, when compared to eyewitness statements, these official 'figures' about deaths by accidents seem largely underestimated.

In Bangladesh there are no records kept, neither by yard owners, nor by the authorities. The only written sources are the reports of local media. The NGOs estimate that at least 1,000 people have died in Chittagong due to accidents over the last decades. "Not all of the casualties of this toxic trade are known," said Sidiki Kaba, president of FIDH. "The stories represent only the tip of the deadly iceberg, it is estimated that the death toll over the last twenty years runs into the thousands. "In addition there is no record of those who died of long term diseases related to toxic exposure."

Workers die and get injured because of the poor implementation of labour rights at the yards in India and Bangladesh, including the lack of protective equipment and restrictions on the right to organise and join trade unions. When they die, they leave their widows and children without any income.

The International Maritime Organisation (IMO), hazardous waste watchdog the Basel Convention and the International Labour Organisation (ILO) met this week to discuss ways to bring the ship breaking industry under control. The IMO has always advocated self-regulation and has announced plans to develop a new treaty on ship scrapping. It will not come into effect for at least another five years, however, which means it is unlikely to affect the huge influx of single-hull tankers which must be phased out over coming years due to new regulations.

FIDH and Greenpeace claim immediate action is needed to prevent further deaths. "The shipping industry is happy to continue to send undecontaminated end of life ships - with asbestos, other hazardous waste and dangerous gasses in their structure and tanks - to places where workers and the environment are not protected and without taking any measure to prevent fatal accidents and pollution" said Marietta Harjono of Greenpeace International. "While the talking continues so does the dying. This week's discussions must conclude at a minimum that until the IMO provides new regulations for shipbreaking, the ILO Guidelines on shipbreaking and the Basel Convention should be applied."

The launch of the report has been timed to coincide with the decision-making meeting and the high profile Greenpeace blockade of the redundant French aircraft carrier the Clemenceau, which the Government plans to send to India for scrapping.

Clemenceau!

The French government’s decision to send the 27,000 tonne decommissioned military aircraft carrier ‘Clemenceau’ to Alang ship breaking yard in India to be taken apart has resulted in a complicated and embarrassing state of things since December 2005.

The global environment NGO, Greenpeace, has alleged that the carrier, with thousands of kilograms of toxic wastes in asbestos linings, and liters of liquid non-biodegradable wastes could pose a hazard to both environment and ship-breakers.

Before, I write more on this, let me take you through a study jointly conducted by Greenpeace and the International Federation for Human Rights (FIDH) looking at the environmental and human cost of the ship-breaking industry in the developing world.

Incoming Free For Life!

Compiled from Rediff Business and TRAI website

The launch of prepaid cards with lifetime validity for incoming calls has become the latest trend in an attempt to woo customers & also to tap into the fast growing prepaid segment within the Indian mobile user market.
According to operators, the advantage of this scheme is that a prepaid user can continue to receive incoming calls for life even after the recharge period is over, as against the current system of restricted validity, based on the value of the recharge package.

Indian mobile users have always been attracted to the longest validity period without recharges & these schemes (Free For Life) launched by almost all of the GSM operators (Airtel, Hutch, MTNL, Idea) and Reliance (CDMA) comes close on the heels of Tata Teleservices’ launch of a scheme allowing users to receive calls for two years without recharging!

But is there a catch? Or can the mobile be free for life?

Telecom Regulatory Authority of India (
http://www.trai.gov.in/) has raised several doubts on the viability of these schemes. TRAI in its meetings & consultation papers has indicated that these plans raise the following issues:

  • Long-term viability and sustainability

  • Whether lifetime can exceed the balance license period of the operators and if not, would the plans vary in their validity duration?

What will happen to the plans if the traffic patterns and Interconnect User Charges regime changes substantially, and the matter of protection of interest of consumers who are subscribing to the lifetime tariff plan.
TRAI expects the final decision in this regard would be taken by February 2006.

So what does it mean for us as consumers?
  1. All the service providers specify that the user must recharge every six months to ‘enjoy uninterrupted services’!

  2. Call charges will be more expensive than the normal prepaid charge. ‘Free’?!

  3. On an average, the card of Rs 999 gives you a talk time of Rs 25!

  4. ‘Full Talk Time’ – are exclusive of taxes, even for a chota recharge!

  5. The call rates are ~Rs 1.99 for all local calls and ~Rs 2.99 for all STD calls!
I as a consumer, would want to wait till end of this quarter for three reasons,
  • Verdict from the TRAI is expected soon;

  • BSNL is expected to slash STD rates by ~70%

  • Introduction of One India tariff plan
Wishing you all a lifetime talk!

Oracle's special users: SYS, SYSTEM, INTERNAL

SYS is the owner of all dictionary objects i.e. it owns the base objects related to oracle system. This is the most powerful user in Oracle.

SYSTEM is a privileged administration user, and typically owns Oracle provided tables other than the dictionary. SYSTEM uses the system objects of SYS as VIEWS. Don't create your own objects under SYSTEM. Oracle recommends that DBAs should use SYSTEM for administration and not SYS, to keep them from the error of mistakenly modifying/deleting system table's data, or manipulate dictionary objects/data directly. This is the 2nd powerful user in Oracle.

INTERNAL is an obsolete (as of 8i) special user which is allowed access to the database even when the database is in NOMOUNT or MOUNT state. This user is typically used for physical database maintenance. The user internal is not maintained in the datadictionary but in the Oracle password file. The internal mechanism has been replaced by the SYSDBA and SYSOPER privilege in Oracle 8 and beyond.

Both, SYS and SYSTEM are default users, created with the creation of the database. Although they have much power - as they are granted the DBA role - they're still ordinary users. Because SYS owns the data dictionary, (s)he is considered a bit more special than SYSTEM. But SYS has the SYSDBA privilege which SYSTEM doesn't. This makes it possible for SYS to become a very very powerful user. This is the case when (s)he connects as sys/password as SYSDBA or / as sysdba. The as sysdba phrase is a request to acquire the privileges associated what the single SYSDBA system privileges. The difference becomes clear if you try to shutdown the database as ordinary SYS: you get insufficient privileges as result. However, if connected as SYSDBA, it's possible. Note, SYSDBA is not a role, it is a privilege. You'll find it in system_privilege_map, not in dba_roles. Anytime, someone connects as SYSDBA, it turns out it's being SYS. That is, if SYSDBA is granted to JOHN and John connects as SYSDBA and select user from dual, it reveals he's actually SYS. SYS is also special in that it is not possible to create a trigger in the sys schema. Also, a logon trigger is not executed when sys connects to the database.

Thursday, January 12, 2006

Office Posters Our Bosses Would Love To See!

Time to smile & giggle! Here's my compiled list of office posters our bosses would love to see... Enjoy...
  • The light at the end of the tunnel may be an incoming train…
  • Born free taxed to death!
  • Everyone has a photographic memory; some just don't have film…
  • Smile, it makes people wonder what you are thinking…
  • The trouble with being punctual is that no one is there to appreciate it…
  • If you tell a man there are 300 billion stars in the universe, he'll believe you… But if you tell him that a park bench has just been painted, he has to touch it to be sure…
  • I had a friend once, then the rope broke and he got away…
  • If you can't convince them, confuse them…
  • Rome did not create a great empire by having meetings; they did it by killing all those who opposed them!
  • If you can stay calm, while all around you is chaos... then you probably haven't completely understood the seriousness of the situation.
  • Doing a job RIGHT the first time gets the job done…
    Doing the job WRONG 14 times gives you job security!
  • Eagles may soar, but weasels don't get sucked into jet engines.
  • Artificial intelligence is no match for natural stupidity
  • A person who smiles in the face of adversity... probably has a scapegoat…
  • Plagiarism saves time.
  • Never put off until tomorrow what you can avoid altogether.
  • We waste time, so you don't have to.
  • Hang in there, retirement is only thirty years away!
  • INDECISION is the key to FLEXIBILITY.
  • Aim Low, Reach Your Goals, Avoid Disappointment.
  • TEAMWORK... means never having to take all the blame yourself.

India Joins The Supersonic Speed Club!

New Delhi: India has joined an elite group of countries by successfully testing a supersonic rocket technology that enables inexpensive space travel as well as reduction of satellite launching costs by over 90 per cent, reports and officials said Wednesday.

Indian Space Research Organization (ISRO) said it had achieved a breakthrough in supersonic combustion technology after testing its Supersonic Combustion Ramjet (or Scramjet) for seven seconds at its facility on Tuesday.

The technology propels rockets at 4,560 miles per hour (7,339 kilometers per hour) about three times faster than the Concorde, the Hindustan Times reported.

The technology will allow India to build rockets that are lighter and thus carry heavier satellites at lower than one-tenth the costs now. Currently, space transportation systems cost between 12,000 to 15,000 dollars per kilogram of payload. Only the U.S. and Australia had reported success with such high speed vehicles, the paper said.

NASA's X-43 aircraft had established a record 6,600 mph (10,621 kmph) in November 2004 during its 10 second flight. In July 2002, Australia reported a successful flight of a Scramjet engine.

Work related to supersonic combustor designs in other countries like Japan, China, Russia and Europe are either in their initial or ground-testing phase. In the coming years, ISRO is planning to flight test an integrated Scramjet propulsion system comprising of air-intake, combustor and nozzle, by using a cost effective two stage RH-560 sounding rocket.

'Development of such a high technology system will come in a big way towards meeting the futuristic space transportation needs of our country,' the Indian space agency stated.

© 2006 dpa - Deutsche Presse-Agentur

Mustang! This is Ghost Rider 110...

This is one of the most memorable quotes in the movie 'Top Gun', which is a conversation between two navy fighter pilots while flying in a hostile environment:

Cougar: Got dammit mustang! This is Ghost Rider 117, this bogey is all over me. He's got missile lock on me. Do I have permission to fire?
Stinger: Do not fire until fired upon...

Now, why did I change Ghost Rider 117 to Ghost Rider 110?!
I have always been fascinated by the lives of fighter pilots since the time I remember; and the movie 'Top Gun' released in 1986 (8 Oscars, and another 5 nominations!) revolving around the students of an elite US Flying school for advanced fighter pilots compete to be best in the class, only reinforced my fascination for fighters and speed!

I own a 150CC Fiero FX, and 'Ghost Rider 110' is his call-sign! (MH 04 BZ 110)
And remember; the Tom Cruise's callsign in the movie is 'MAVERICK'! Maverick can be defined as 'An unidentified specimen' or as 'irregular; someone who exhibits great independence in thought and behaviour'!
Sounds familiar!! :)

Cheers!