Shylock a Villain in appearance, a Victim at heart Essay

In many plays there are two types of characters, good and evil. Then there are those few who could be on either side of the fence. The character could have both good and evil aspects, creating a complex personality. In The Merchant of Venice, by William Shakespeare, there is an example of one of those characters. Shylock could be one of the most controversial characters ever created. Some people believe he is a victim, while others say he is a villain. In order to trace this idea we should know why people in the Elizabethan era hates Jews. Rodrigo Lopez was a Jew of Portuguese decent, who fled to England in 1559 where he worked as a physician. His practice grew, and in time he was appointed physician to the Queen of England. But the†¦show more content†¦He says it aside when Antonio comes to him to borrow three hundred ducats. So he hates Antonio for no reason only because he is a Christian. Moreover it may be understood further that Shylock accepts to give the money for Antonio only because he knows that he wont be able to pay it back, therefore he will sue him to satisfy himself. Another quote which shows how Shylock wants to exploit Antonio in order to humiliate him: ?Signior Antonio, many a time and oft?/you have rated me/About my moneys and my usuances:/Still have I borne it with a patient shurg,/For sufferenace is the badge of all our tribe./You call me misbeliever, cut-throat dog,/And spit upon my Jewish gaberdine,/And all for use of that which is mine own. Well then, it now appears you need my help?.? (Shakespeare:I,III,106-114) This quote actually doesnt require explanation. Its very clear even to a blind man. After all what Antonio does to Shylock, he lends him the money. What a kind of man who prefers money on the expense of his dignity. Antonio insults Shylock. He calls him a dog, he spits on him and spurns him. But Shylock give him the ducats. A rational man would not even give him a penny if the other insults him in such way. When Antonio goes to Shylock to ask for money. Shylock makes a contract but it seems strange, if Antonio doesn?t repay the money on time, Shylock will get a pound of his flesh. He says: ?Go with me to aShow MoreRelatedThe Merchant of Venice: Is Shylock a Villain or a Victim? Essay846 Words   |  4 PagesIn this essay I will try to discover is Shylock a villain or a victim, in the William Shakespeare play â€Å"The Merchant of Venice† It is difficult to say if Shylock is a complete villain or a victim, as his character is complex and ambiguous. However, it is difficult to view Shylock as anything other than a devious, bloodthirsty and heartless villain in the majority of the play. There are a few points in the story where he can be viewed as victimised, as most Jews were at that time, but ShakespeareRead MoreShylock: Villain or Victim6154 Words   |  25 PagesShylock: Victim or Villain? He is a Jewish moneylender who earns his living by charging interest on money he loans (like modern banks). He often speaks prose in the play, which marks him out as an outsider. He is persecuted by all the non-Jews he knows: He tells Antonio, suffrance is the badge of all our tribe. He is verbally abused and bullied by most characters in the play and is called cruel names including villain with a smiling cheek, cut-throat dog, bloody creditor, damned inexecrableRead MoreMerchant Of Venice Film Analysis1309 Words   |  6 Pagesover the bridge as Shylock looks on, is influential in setting the films anti-Semitic theme. This scene also reveals the volatile relationship between Shylock and Antonio. When Antonio first emerges, he is walking through a mob of Christians as they berate the Jews for their usury profession. Hes wearing a large crucifix around his neck, which serves as a compelling visual link between Antonio and the church. Antonio is being beckoned to in a friendly, welcoming tone by Shylock who then reaches hisRead MoreThe Merchant of Venice by William Shakespeare2080 Words   |  9 PagesMerchant of Venice by William Shakespeare The play revolves around one main plot and three sub-plots. The main plot centres on the question of mercy and forgiveness as seen in the relationship between Antonio, the kind Christian, and Shylock, the unrelenting Jew. The three subplots revolve around the romances of Portia and Bassanio (the most important couple in the play), of Lorenzo and Jessica, and of Gratiano and Nerissa (the least important couple of the play). AllRead MoreThe Tragedy of Shylock, a Critical essay on Shakespeares Merchant of Venice2008 Words   |  9 PagesRaymond Schmit ï ¿ ½ PAGE * MERGEFORMAT ï ¿ ½6ï ¿ ½ Shakespeare The Tragedy of Shylock I had not read the _Merchant of Venice_ before this class. All of my familiarity with the play was based on hearsay, and for some reason I got the idea in my heads that it was a tragedy. I thought that Shylock_did_ receive a pound of flesh from Antonio, but that it was just skin removed from his back. This gruesome image was what I was waiting for during my entire reading of the play. But I was pleasantly surprised toRead MoreThe Merchant of Venice- Critical Evaluation2293 Words   |  10 Pagesbeautiful heiress of Belmont. The second part deals with the bond Antonio makes with Shylock, the wealthy Jew. Antonio agrees that if the three thousand ducats he borrows are not repaid within three months he will lose a pound of flesh in order to finance Bassanio’s courtship. Bassanio eventually wins Portia but discovers that Antonio has forfeited the bond. However, disguised as a lawyer, Portia crushes Shylock in the Venetian Court when he tries to get his pound of flesh, and the Chr istians return

Drug Abuse Among Teenagers And Young Adults - 1114 Words

For several generations now drug abuse among teenagers and young adults has been a major problem in American society. To address the problem successfully in term of diminishing the amount of illegal drug use among this age demographic, we must first understand the patterns and trends over time in terms of what drugs teenagers use, how they obtain them and then use them, and what factors cause or influence them to engage in such activities. First we should define our terms and limits of discussion. â€Å"Drugs† here means not only substances that are illegal in themselves like marijuana and cocaine, but misused prescription medications as well as household substances not meant to be used as drugs such as glue and nutmeg. Doctors can actually sometimes prescribe drugs like cocaine, marijuana, and steroids for medical purposes but which are more often used illegally and harmfully. We are not going to consider alcohol even though perhaps it should be because it is a substance used to later mods and our mental states just like illegal drugs. Most of can recite the reason drug are bad for teenagers. Drug use can delay or even permanently damage adolescent brains that are still growing. Drug abuse can lead to poor life choices such as driving under their influence or engaging in criminal activity or just impairing teenagers ability to keep up with schoolwork. The reason we care about teenage drug use from the standpoint of developmental psychology has to do with the impact of drug useShow MoreRelatedPrescription Drug Abuse1483 Words   |  6 Pagesbe addressing is parents, caregivers and school educators about the dangers of prescription drugs and how we can better educate teenagers and young adults on the dangers of abusing them. 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Advocates of social media may claim that social networking platforms benefit adolescents by increasing connectivity, helping people make friends, and giving young adults a sense of belonging. However, they overestimate the benefits of new technology and lack of consideration on the dangerous influence it has. In factRead MoreThe Effects Of Drug Abuse Among Youth1346 Words   |  6 PagesThere is a growing trend of drug abuse among youth which can’t be ignored in today’s society. It has been repor ted that â€Å"the greater numbers of young people were reporting weekly consumption of alcohol and young drinkers were consuming larger amounts per drinking occasion† (Coleman Cater, 2003). Teenagers who persistently use drug out of control often experience serious problems. 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Economic Integration Of The Baltic Sea Region Essay Example For Students

Economic Integration Of The Baltic Sea Region Essay Economic Integration of the Baltic Sea Regionand the Passenger Traffic IssuesHelsingin YliopistoBaltic CitiesAugust 2000Christopher Dahlstrand and Devon WebsterTable of Contents:I.Introduction2II.Goals of Economic Integration2III.VASAB 20103IV.Oresund vs. Helsinki Tallinn Link4V.Aviation Development in Scandinavia7VI.Conclusion10VII.Works Cited11I. IntroductionEconomic integration is not an easy task. This is clearly evident by its nature, and even more so a problem in the Baltic region where there have been so many political changes in recent history. We have seen the formation of three newly re-independent states, Estonia, Latvia, and Lithuania. East and West Germany have been reunited to form a new nation. The communist governments of the former Soviet Bloc have been replaced by democracy. These changes have made economic integration not only more difficult, but also to some degree more necessary. Europe as a whole is becoming an economically integrated union, mainly in the natio ns of the European Union, but in non-member nations as well. Perhaps the best example of this phenomenon of economic integration is the introduction of a common European currency, the Euro. This more than anything signifies the changes and levels of increasing co-operation between European Union nations. A second example could be the creation of a common trade zone, with the creation of a common tax base and the abolition of import-export fees, and the creation of the common European market, where business effectively get to treat the entire European Union as one state. Because economic integration has been a major issue in the new EU, there have been long lasting effects on the Baltic Sea region. For the purposes of this essay, we have chosen to examine the impacts of economic integration in the Baltic region in the transportation sector. This work will examine the meaning of economic integration, the VASAB 2010 project, and two case studies. These studies will be investigating avi ation development in Scandinavia and its feasibility, as well as the possibility of a Helsinki- Tallinn link similar to the bridge-link opened in Oresund. Economic integration is impossible to address fully in a short essay, but hopefully this work will at least touch upon the important aspects effecting transportation issues with relation to economics in the Baltic Sea region. II. Goals of Economic IntegrationDefinitionEconomic integration can be defined as an economic alliance or network based on co-operation, collaboration, flexibility, adaptation, risk and cost reduction, shared interests and objectives, closeness, openness, and a commitment between different countries on an integrating, ongoing basis. ExplanationThis rather technical definition essentially means that economic integration is the creation of a network of like-minded states who, together, design economic goals and work together to attain these goals. Economic integration can be accomplished on a case by case basis, or can be an ongoing collaboration between nations to enhance economic conditions over a long period of time. Perhaps it is best to explain with an example: that of the co-operation between Tornio in Finland and Haparanda in Sweden. In this instance, these two border towns have decided to co-operate on a number if issues to enhance the quality of life and economic activity in t he region. Because of their co-operation, both cities have benefited from enhanced city-provided services, which each town on their own would not have been able to afford. These two cities have been successful enough in their economic integration that there are now talks about integrating the entire region straddling the Sea of Bothnia. This region of successful economic integration can be used as a model for other areas, both in Scandinavia and throughout the world. Relation of Economic Integration to Land and Air Transportation Economic integration and transportation are closely linked. Indeed, it is difficult to have integration of any sort, including economic, in an area without the ability to get from one location to the other. If a link is created between to previously unlinked areas, there are numerous economic consequences. An example timeline is increased tourism initially, followed by small-business investment, and ultimately the rise of co-operation in major projects. Transportation links create economic benefits for both of the linked areas, and transportation, in all of its forms, can therefore be said to be an important factor in creating the economic integration of an area. III. VASAB 2010As a supplementary issue to the larger topic of this paper, we will discuss VASAB 2010. In August of 1992, representatives from national and regional ministries of the Baltic Sea Region responsible for spatial planning and development met in Karls korona in Sweden to discuss the future of spatial development for the Region. The outcome of this summitt was a permanent co-operation between the governments of the Baltic Sea Region in the field of spatial planning in the form of a program called Visions and Strategies Around the Baltic Sea 2010. (Westerman 169) The program, or vision that is VASAB 2010 in its most basic form is aimed at improving the quality of life in the area of the Baltic Sea. Four more elements constitute the heart of the program, and give it purpose: (Westerman 171)-development beyond economic growth and prosperity,-economic, social and environmental sustainability, -freedom pertaining to the ability to choose in accordance with regional preferences,-solidarity, sharing benefits from economic development. Since the first meeting in 1992, the 11 participating countries have met to discuss action plans on a regular basis. A list of priority actions was put together in 1996, highlighting projects that the VASAB countries agreed upon to be most critical at that time. (Westerman 172) Of this list, several of those endeavors have moved forward. Pilot projects focusing on transport corridors in fast developing areas such as Tampere-Helsinki-Tallinn-Riga, and the areas surrounding the Trans European Motorway have accelerated quite successfully. The development of a transport network in the Baltic Sea Region has positive and negative effects on regional development. A better system of transportation would enhance economic development by increasing mobility opportunities, attracting capital and improving accessibility. At the same time, too intense development can jeopardize the preservation of natural resources, wildlife areas and the environment. Thus, harmony must be sought between the devel opment of corridors and the preservation of sensitive areas. VASAB 2010 recognizes that spatial planning and economic integration must shift its attention from solely the building of an infrastructure, to the analysis of green areas, preservation of resources and natural landscape, and a means of reconciling socio-economic development with nature and culture. VASAB 2010 is well on its way to achieving it goals of integration and peace by demonstrating that its programs can be carried out, while balancing economic development with environmentally and culturally sound means of land and water transport that will take the region well into the 21st century. IV. Oresund vs. Helsinki- Tallinn LinkThere are three questions I pose for this section, which compares the recently opened Oresund- Malmo link, connecting the city and environs of Copenhagen with southern Sweden. These questions are: Would a link like Oresund be needed for Helsinki and Tallinn, would it be a practical project, and wo uld it be feasible (meaning would it be a technical possibility)? As we will see, there are many similarities between Copenhagen and Malmo and between Helsinki and Tallinn. For instance, the populations of the regions are remarkably similar, with each city pair containing around 1.5 million inhabitants. Another similarity is that it is anticipated that the Oresund link will cause 4,015,000 crossings a year, remarkably close to the 5 million that currently use the Helsinki- Tallinn links. (Janos 22) Are these similarities enough to cause the construction of the largest land link in history? Is a Link Between Helsinki and Tallinn Needed?This in an interesting question to pose, and there are definitely two sides to this issue. On one hand, we have upwards of 5 million Finns and Estonians making the crossing over the Gulf of Finland yearly. This would clearly indicate a strong demand for regional transportation links. On the other hand, we have to look at the reasons people are making t he crossing, and what a new link would mean, or not mean, to them. First lets examine the issue of the quantities of people making the crossing now. Since the fall of the Soviet Union and the independence of Estonia in 1991, there has been a dramatic increase in traffic between Finland and Estonia. Up until independence, it was extremely difficult to make the crossing without first going through an intermediary destination, such as Moscow or St. Petersburg. There have been ships crossing the Gulf of Finland since 1965, however, the traffic was heavily regulated by the Soviet government and was largely limited to the tourist trade. (Ruoppila 124) Since the first link was established after Estonian re-independence, and became increasingly popular, we now have around 5 million people making the crossing yearly. In the almost 10 year period there has been a tremendous growth rate in the crossing. If the trend continues, there would definitely be a demand for some sort of bridge or tunne l between Helsinki and Tallinn. However, one must also look at the population of the region. In Helsinki and Tallinn combined, there are approximately 1,334,000 inhabitants. For the two countries, the combined population is just over 7 million people. For there to be up to 5 million crossings yearly, there either has to be a lot of repeat travellers, or practically every Finn making the crossing at least yearly. I think unless there is a great boom in tourism, above and beyond what it is now in the area, the growth rate of travel between Helsinki and Tallinn will gradually level off. To take a second look at the issue, we need to examine why Finns and Estonians are making the crossing from one capital to the other. A majority of travellers between the two cities are Finnish. The main reason that Finns travel to Estonia is to shop and purchase duty-free items. (Ruoppila 125) There may be some element of tourism involved, with Finns, foreigners, and Estonians making the crossing merel y to sightsee. For the purposes of this paper, I think most of the crossings are done as a matter of consumer consumption or business. The business aspect of the crossings cant be neglected, however, there is not a significant number of commuters on the Helsinki- Tallinn route. When compared to the need for an Oresund-type link over the Gulf of Finland, the commuter traffic wont play as large as role as it did in the Copenhagen- Malmo region. Goods and services are many times cheaper in Estonia, and for this reason I think there has been the great boom in travel between the two cities, especially for the Finns. They can make the crossing relatively cheaply, and if they purchase enough goods at lowered or duty-free prices, they can actually save money by making the journey. Tobacco and alcohol seem to be especially popular purchases, with savings over 20% off of normal, retail Finnish prices. Kyresha LeFever EssayIs Aviation Development in the Baltic Region Feasible?Money is always the bottom line in any business transaction. And setting up airline service between two cities constitutes just that. Airlines have limited resources that must be taken into account before any deal is finalised. Pilots, crew, aircraft, maintenance employees, spare parts and storage and a plethora of other logistical minutiae are all considered carefully before inaugurating service between new city pairs. If the airline is young and strapped for resources, they will focus all of their energy on an area where they know they can make a profit and serve the majority of their customers best. Usually, this is at a hub in a large city. This does not always have to be the case, however. It takes a special leader, special employees, and a special vision to run an airline without a hub and make it work. Hubs are the lifeblood of a scheduled air carrier. The companys top executives, the fleet, the emplo yees are all concentrated there for convenience purposes. And in terms of shuttling passengers around with the least amount of hassle, its the system that makes the most sense. Passengers are ferried in from all over the country, brought to a common airport, and ferried out again. Its a simple one-stop way of connecting passengers with their destinations. Southwest Airlines operates as one of the best airlines in the United States, and it does not conform the hub and spoke system. Essentially, the airline operates from city to city, sometimes stopping 3 or 4 times before reaching its final destination. A system like that of Southwests is what would be necessary in the case of the Baltic region. Airlines with their bases in these areas are not capable, not strong or large enough to support a vast network of hub and spoke operations with their small fleets and limited human resources. Feasible, yes. But difficult, indeed; and risky, too. Finnair, for example, would have to cease non-s top operations from Helsinki to Kittila, and instead, fly a route where the aircraft would make 3 stops before arriving. This would not, however, be a feasible plan, as the aircraft do not have the capacity to operate routes like that. Airlines also risk losing passengers to carriers who can get them to their destination without the hassle of having to stop. Thus, the feasibility of developing routes in the Baltic in this manner is closely linked with the carriers availability of resources, and is usually too great a risk to attempt. VI. ConclusionThe necessity and feasibility of a link similar to that constructed between Oresund and Malmo would not be practical for Helsinki and Tallinn, as closely linked and as co-operative as the two capitals are. There simply is not the demand nor the resources needed to complete such a major project. Passenger traffic flows are high enough to warrant a link, however, there is also currently more than enough methods of making the crossing than really needed. A new link would almost certainly be uneconomical, and would do little to enhance passenger traffic between Finland and Estonia. In the arena of aviation in Scandinavia, the necessity and practicality of further aviation development in Finland and Estonia will not precipitate major changes in the transportation infrastructure of either country for some time. Currently, the areas served by both countrys air carriers are suitable, and in some cases, excessive for the number of passengers residing in areas of low population density and minimal economic activity. People tend to gravitate toward centers of high economic growth and development, and airports are placed in and around those areas to provide easy and ample access to those places. Thus, if the airports and carriers are already serving those areas which need it most, it would seem as though the government and private aviation companies have a firm grasp on things. In conclusion, we have determined that there is little than can be done in terms of passenger traffic to enhance the economic integration of the Baltic Sea area, especially in and between Finland and Estonia. The low population of the area and the already adequate services further restrict the need for a greater transportation infrastructure in the area. VII. Works CitedAirlines in Europe Page: E,F,G. Airline Directory. 8 August 2000 http://www.airlines.com/directory.cfmAirlines in Europe Page: R,S,T. Airline Directory. 8 August 2000 http://www.airlines.com/directory.cfmDestinations in Finland Page. Finnair Oyj. 11 August 2000 http://www.finnair.com/flights/dest_fin.htmGreve, Irene. The Best of Copenhagen and Malmo. Highlife. July 2000, 28. Janos, Nemes. Koppenhaga. Horizon. July 2000, 22. Ruoppila, Sampo. Helsinki- Tallinna. Helsinki: The City of Helsinki, Information Management Centre. 1996: 124. U.S. Congress on the Internet Page. Thomas Legislative Information. 10 August 2000 http://thomas.loc.gov/ Westerman, Ralph. VASAB 2010: A Critical Analysis. 1998.

International Business Strategy Literature Review Of The Coca-Cola

Question: Discuss about the International Business Strategy for Literature Review of the Coca-Cola. Answer: Introduction: This review paper will analyze best international business which in this case happens to be the Coca-Cola company. A leader in the nonalcoholic beverage business, the company was incorporated on September 1819, as a beverage company, the organization has over 500 beverage nonalcoholic brands across the globe. Some of its famous brands include Coca-Cola, Fanta, sprite and diet coke. Coca-Cola company supplies its beverage product through its network of owned and co-owned bottling centers across the world. The beverage content, is packaged in refillable bottles and non-refillable plastic bottles and cans. The organizational market is global; it has a joint venture called Beverage partners worldwide, which markets and distribute products in Canada and Europe. Main competitors include; Pepsi, Nestle, Mondelez international and Uniliver. Competitive strategy of the Coca-Cola business To be a leader in the beverage industry, Coca-Cola has developed a number of strategies such as market segmentation, communication advertising, segmentation of the lifestyle in the market and also product differentiation this is aimed to attain an upper hand over its competitors (Michman Mazze1998, p.233).For example, Coca-Cola introduction of the diet soda called Tab, made its main competitor Pepsi, to introduce Diet Pepsi. The Tab brand was originally a product developed or designed for the female market but with introduction of Diet Pepsi, Coca-Cola, diversified its market, for the Tab to be consumed by men and families too. While Pepsi produced a Diet Pepsi, to counter Coca-Cola markets for Tab, Coca-Cola couldnt throw away its product with a new rival in the market but diversify the market through the competitive strategy of segmenting more customers that can be on the reach out by the Tab diet brand. Another competitive strategy of the Coca-Cola company, is product differentiation. Coca-Cola has reinvented or made its products different with time and again in the market for relevance.to manage change Coca-Cola has always introduced new brands in the market, for instance in 1989, the organization introduced Power Ade which happens to be a sports drink. In 1990s Coca-Cola came up with products such as bottled water, fruit juices like minute maid and tea. The Coca-Cola is not resilient introducing new products, as well as differentiating it products to meet the market gap and thus it employs use of competitive strategy product differentiation. (Michman Mazze1998, p.240). Coca-Cola has highly invested heavily, in promotional or advertising strategy across the globe, what makes its advertising to be a great strategy is advertising on uniform information and Coca- Cola, creative team behind advertising always comes up with appealing information to the markets, for instance in 2013 Coca Cola invested $3.3 billion geared towards marketing and advertising, in the Share a coke campaign the campaign was aimed at allowing the Coca-Cola fans ,to share bottles or cans personalized with their names. The campaign saw Coca-Cola company volume of sales rise at 5% in Germany, Nordics and North west Europe regions. On January 2016, Coca-Cola united its advertising information globally to be the same, embracing the new slogan Taste the feeling the Chief Marketing Officer Coca-Cola company Marcos de Quinto justified the advertising campaign by stating that even though, Coca-Cola has different brands in the market, they all share the same values in the market. Whenever coca cola does advertising it is global and the information is uniform, this strategy has helped the organization to inform its clients about the products always. Use of the media in advertising instill perceptions and preferences in customers, the media is capable of communicating to large numbers and thus making awareness of the Coca-Cola brand globally a reality (Wood,2010, p.82). Industry best practice models where available For the organizations in the beverage industry to thrive, competitive strategies arent enough, organization need to come up with other models that can support the strategies in place. Coca-Cola needs to come up with the corporate social responsibility model. (Mullerat Brennan, 2005, p.4) Corporate social responsibility involves companies, giving services or money in kind, supporting certain causes in the society where their business operates in. Coca-Cola will need to support causes like donating football uniforms in primary schools where it has a business footprint, the uniforms should be branded with coca cola logo. Coca-Cola can also support digging up of boreholes, especially in African communities, where piped water is very scarce The corporate social responsibility increases shareholder value, the aspect of giving uniforms to football clubs and supporting causes in the society, enables the society to interact more with the Coca-Cola brand. Most investors tend to partner or inv est with companies that have certain principles, Corporate social responsibility gives Coca-Cola an advantage to woo investors. (Mullerat Brennan, 2005, p.127). Another model to be embraced is the London benchmarking Group model, the model embraces aspects such as corporate social responsibility, corporate interest on a long-term basis and direct commercial interest. This model was formed in 1994 September, it was formed in the United Kingdom and it analyses how different organizations have funded their communities activities, the London benchmarking model measures the benefits of community investments to a company, the model will allow Coca-Cola to be mindful of its communication and other competitive strategy since, Coca-Cola engagement with the community is highly measured. In a world whereby people are fighting with obesity and cancer is becoming a global threat, Coca-Cola can highly encourage people to consume the Diet Coke Tab and engage the community with a corporate social responsibility of education on healthy living (Hancock, 2004, p.19-20) Another aspect of the London benchmarking model is a long term corporate interest; companies should not be seen using certain brand aspects in the mother countries only but also globally whereby they have business, Coca-Cola should be seen having an impact in its market directly, they should create employment in host countries. Natives of the business host countries should be the people employed and not export talent from their mother countries to where they have business. Creating opportunities in other countries increases the believability of the Coca-Cola brands. (Hancock, 2004, p.23) Profit model for the business can be used by Coca-Cola in its operations, the model focuses on the pricing of the goods by the stakeholders, this design focuses on where the income originates from, the cost of business operation and the relationship between income and expenditure, the model looks at deriving income from the customers as it reduces the cost of production. (Lin et all2015, p.1-2). Since Coca-Cola has continuously reinvented its goods, the model can really be in sync with Coca-Cola operations as it embraces innovation, as well as cost reduction while generating huge corporate profits. (Brandenburg, 2013, p.41). The profit models take into consideration too, on the cost of the fixed assets of an organization and impact of the assets on the shareholder inputs monetary value or investments. Coca-Cola has assets globally and thus it is the high time that the business examines the assets in each and every country of operation, the cost of managing the assets and the profit m argin to the shareholders of the company. Developing corporate social responsibility model and the key factors to consider when developing it. After an analyzing various models to be used internationally for the Coca-Cola international business execution, I highly recommend the corporate social responsibility model to be deployed in Coca-Cola as a corporate entity globally. As discussed earlier the model advocates, Coca-Cola to give services or money kind to the community where it operates. This will in the long run woo investors and believability in the markets they operate. (Mullerat Brennan, 2005, p.4.). Factors to consider include; All the teams of the organization where the organization has a presence should be highly made aware of the corporate social responsibility activity and the period which the activity will be rolling out, this is a strategy that will be executed by the communications team, with the help of human resources department. (Aras, 2016, p.357-359). Increasing employees awareness is the first step towards execution of the model. Coca-Cola should have a future vision about the goal to the organization, the organization should factor in the relevance of the event pursued in organization future presence, that is if it is within the vision and mission of the organization. (Ward Smith,2008, p.13). The organization should consider a factor like budgeting for the entire corporate social responsibility activity either as a corporate entity or in various places they have business, there should be a team that does the whole cost analysis. (Nicholson Meek,2010 p.184). It is the duty of the top managers, or directors to execute the event into a reality, they should be seen as the first selling points of the event especially when availing the event. (Idowu Louche ,2011, p.39). After Coca-Cola has informed, budgeted and executed the CSR event, it has to factor the monitoring aspect of the activity, raising concerns; like how relevant has the project been? what needs to be improved in future? and so forth (Katamba,2012, p.5). Conclusion The paper has availed a review of international business and in this context, Coca-Cola was used, a global leader in the soft drink beverage business, the competitors and its mode of operation was analyzed. Several competitive strategies of Coca-Cola like market segmentation and product differentiation have been discussed. The paper farther points out on the models, like the corporate social responsibility, to be used in the soft drink beverage industry where Coca-Cola plays a key role. 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