HR Management, Training and Development Essay Example | Topics and Well Written Essays - 750 words

HR Management, Training and Development - Essay Example Where Mel tends to believe that the feedback generated daily, by Jennifer, should be enough to enhance the levels of productivity within the subordinate staff members, Jennifer believes that a more formal approach to identifying strengths and weaknesses would create a more positive outcome in terms of overall productivity. Using Abraham Maslows Hierarchy of Needs as an appropriate example to support Jennifers position, under this theory employees cannot reach the apex of their abilities (this being self-actualization) without the receipt of self-esteem (Morris & Maisto, 2005). In the business world, self-esteem has been known as a positive outcome of continuous reinforcement, both positive and critical (Green, 2004). Though the case study suggests that Jennifer is routinely aware of the activities of her subordinate employees and makes attempts to highlight their strengths and weaknesses, it is important to formalize these discussions so as to promise an offer of various rewards for performance. For instance, if the goal of this particular organization is to increase sales, then Jennifer (and Mel) should adopt the formal appraisal process not only to secure a more motivated and productive staff, but to ensure that the employees clearly understand their job-related expectations and receive the necessary self-confidence (esteem) to genuinely enjoy coming to the workplace. This creates a perception of fairness and balance in the management team where the employees can come to rely on truthful reporting of their competency levels and build camaraderie between the management staff and themselves. With this in mind, avoiding the formal appraisal process in exchange for other business-related issues that are considered priority, the organization is denying themselves the opportunity to create a more cohesive staff who works toward strategic objectives in exchange for a fair analysis of their function within the business. Though Mels arguments are somewhat

Construction and culture- Old Trafford Stadium (Manchester United Research Paper

Construction and culture- Old Trafford Stadium (Manchester United Stadium) - Research Paper Example Old Trafford was the premiere stadium to have a ring of seats and stands that completely surrounded the pitch. Opened in 1910, Old Trafford was originally intended to hold eighty thousand spectators, making it the second-largest sports ground in the country following Wembley Stadium. The clubs rich history from its founding in 1878 to date is all preserved in the Manchester United Museum whilst the Hall of Fame reveres numerous soccer athletes who have assisted the team, Manchester United, rule the English football league throughout the years. The Trophy Room displays sufficient silver and brass that can try to outshine the Crown Jewels. Introduction The Industrial Revolution began in the late 18th century in England. It has been extensively well-known that from the conclusion of the 18th century, essential economic and social transformation occurred in England and afterward, in other places, including a remarkable increase in countrywide population sizes, brought about by a more rap id growth of existing towns and cities, changing birth and mortality rates, predominantly in capital cities as well as the manifestation of new social classes associated to people’s place as workers within the industry or as the owners of industries in the manufacturing process. In addition to the aforementioned reasons for the economic and social developments, progress in transportation and networks of communication also propelled the movement. The Industrial Revolution, as noted by historians, was marked by important changes in society. These changes incorporated advancements in agriculture, such as the implementation of new systems of farming and the creation of new equipment which permitted for an amplified availability of food as well as the expansion of new machinery in industrial manufacture from increases in information that were more often than not the product of informed empiricism and practical experiences. This revolution and its civilization at the time, saw to t he spread of the football culture in Britain and consequently to the construction of soccer stadiums. Old Trafford In its early days the Manchester United (Newton Heath) club used to play on different pitches before moving to North Road Monsall in the year 1880 (Manutd.com- The Official Website, 2011). This pitch was among the worst pitches in the entire league. It was always covered with the smoke from the nearby industry. It is also to mention that poor condition of the pitch was due to the uneven cover of gravel to marsh. The pitch was originally opened in 1909, after the club shifted its base from their old ground at Bank Lane, Clayton. An interesting observation is that the pitch only had one covered stand, with standing room only, for several years but it offered untold luxuries - tea-rooms, tip-up seats and attendants to politely point the way. Following serious financial debt and expenses, Sir John Henry Davies rescued the team from grave bankruptcy and renaming by giving aw ay a grand total of sixty thousand pounds in 1909 for the purchase and development of a site at Trafford Park. The novel ground next to the Bridgewater Canal, which was near the Northern end of the Warwick Road in Old Trafford, was complete and ready

Role Of Transportation In Economic Development Of Pakistan Tourism Essay

Role Of Transportation In Economic Development Of Pakistan Tourism Essay It is defined in term of gross domestic product (GDP) and market production. It is increased the number of goods and services produced by an economy in defined time period. Introduction: Motorway network of any country is of vital importance of its economic development and effect positive on different fields of economy. An economy seems to developed and industrialized if widespread transport system. It is extremely difficult to put the economy on the high rapid path without an efficient transport system. An efficient communication system is essential for trade, national commerce and integration. Pakistans economic development depends upon improvements and modernization of its transport system. In 1947 depends on roads was only 8 %, now it is more than 96% of inland freight and 92% of passenger traffic. Now it is a backbone of Pakistanis economy. Motorway boost Pakistan economy Motorway increase positive effect on production, Supply and employment Fiscal impact of motorway Motorway and land use Motorway speedy access to labour, education, Health. Motorway transport and poverty Motorway and environment National Highway Authority (NHA) It is responsible for the development and maintenance of national highways and motorways. The total length of roads under the NHA is 12000 which accounts 4% of the entire road network and take 80% of Pakistans commercial traffic. Road density is an indicator of development. Current road density is 0.32 km/km2, which is much less even from regional standard. The government wants to bring double digit of 0.64 km/km2. Pakistans current road network is now more than 260000 km. Pakistans motorways are part of Pakistans National Trade Corridor Project, which aims to link Pakistans three Arabian Sea ports (Karachi Port, Port Bin Qasim and Gwadar Port) to the rest of the country and further with Afghanistan, Iran, India, Central Asia and China. M-1 Motorway Islamabad to Peshawar Pakistans motorway (M-1) 155 km 6-lane, linking Peshawar, Charsada, Noshera, Sawabi, Attock, Burhan, Hasanabadal to Islamabad capital of Pakistan, has been operational since 30 October 2007. It has become a vital link to Afghanistan and Central Asia and is expected to take much traffic off the highly used N5. It is safe way of NATO supply line to Afghanistan. It is the most beautiful motorway of Pakistan crossing river Sindh and river Kabil. M-2 Motorway Islamabad to Lahore Pakistans first motorway, the 367 km 6-lane M-2, connecting the Pakistan capital Islamabad and Lahore, was constructed by South Koreas Daewoo Corporation and was inaugurated in November 1997 in Nawaz Sharif Govt and was the first motorway to be built in South Asia. It is strategic road during war using as emergency run way. The M-2 is a motorway in the Punjab Province of Pakistan. It is 367 km long and connects Lahore with Islamabad. It passes through Kala Shah Kaku, Sheikhupura, Khanqah Dogran, Kot Sarwar, Pindi Bhattian, Sial Morr, Kot Momin, Salem, Lilla, Kallar Kahar, Balksar, and Chakri before ending just outside the twin cities Rawalpindi and Islamabad. It then continues on to eventually become the M1 motorway linking the twin cities with Peshawar. The M-2 crosses the junction of the M3 (to Faisalabad) at Pindi Bhattian. It has connected best places for tourists like Hiran Minar, Waris Shah Tomb, Khewara mine, salt range, Citric fields, Rice fields and Kalar Kahar Jheel. M-3 Motorway Pindi Bhatian to Faisalabad Pakistan motorway (M-3), the 54 km 4-lane linking the Pindi Bhattian Arch bridge Junction on the M-2 with Faisalabad. Initially, it was planned to have 6-lanes, however, due to the shortage of funds, it was decided to reduce the number of lanes to 4 with an option to upgrade it to 6-lanes in future. Construction of the M-3 began in May 2002 and it was completed ahead of schedule in September 2003 at a cost of Rs 5.3 billion. It was inaugurated and opened for traffic on 2 October 2003. Now industrial Area of Punjab Govt is being constructed on Sahinwala interchange. (M-4) Motorway Faisalabad to Multan It has length of 233 km 4-lane, began on 19 August 2009 with breaking ceremony performed by Pakistans Prime Minister, Syed Yousaf Raza Gillani. There is working on progress at two constructions Phase Faisalabad to Gojra and Khanewal to Multan. It will link Multan with the M-3 Motorway at Faisalabad. The M4 will begin Faisalabad interchange at the Sargodha Road of Faisalabad. It will continue on a southwest course connecting the cities of Faisalabad, Jhang, Gojra, Toba Tek Singh, Shorkot, Khanewal and Multan. Once at Khanewal, it will merge onto the N5 temporarily until the M5 is complete.. The M4 will be constructed in four stages (i) Faisalabad-Gojra (58  km), (ii) Gojra-Shorkot (61  km), (iii) Shorkot-Din Pur-Khanewal (65  km) and (iv) Khanewal-Multan (65  km), whereas two large bridges will be constructed on the River Ravi and Shadhnai Channel. Estimated cost is USD 601 million. M-5 Motorway Multan to Dera Khazi Khan It is a planned 4 lane motorway that will link Multan with Dera Ghazi Khan. It will be constructed after the completion of the Faisalabad Multan (M-4) Motorway. M-6 Motorway Dera Ghazi Khan to Ratodero It is a planned 4 lane motorway that will link Dera Ghazi Khan with Ratodero. It will be constructed after the completion of the Multan to Dera Khazi Khan( M-5) Motorway. M-8 Motorway Ratodero To Gawader The 892 km 4-lane M-8 is under-construction in Sindh and Balochistan provinces. Initially, it will have 2 lanes with a further 2 lanes planned. The 4 lane motorway will be upgradable to 6 lanes. Once completed it will directly link the port city of Gwadar with the rest of Pakistans motorway network at Ratodero where it will link up with the M-6 Dera Ghazi Khan-Ratodero Motorway. M-9 Motorway Haiderabad to Karachi Hyderabad-Karachi Super Highway is in the process of being upgraded into a 6-lane access-controlled motorway designated the M-9. Expression of Interest (EOI) was invited by the National Highway Authority (NHA) in May 2011. The NHA awarded the Rs. 24.93 billion contract to the Malaysian construction company on Built Operate Transfer (BOT) basis in January 2012. The proposed 136-km long motorway will be completed in three years. Patrolling and enforcement National Highways and Motorway Police (NHMP) is responsible for enforcement of traffic rules and safety measures, security and free flow of traffic on the Pakistan Motorway network. The NHMP use heavy jeeps, cars and heavy motorbikes for patrolling and help purposes and uses day and night vision speed cameras for enforcing speed limits. It is friendly and corruption free police in Pakistan. SIGNIFICANCE OF TRANSPORTATION AND ITS SENERIO: Road transport is the backbone of Pakistans transport system. The 9,574 km long National Highway and Motorway network, which is 3.65 percent of the total road network, carries 80 percent of Pakistans total traffic. Over the past ten years, road traffic, both passenger and freight, has grown significantly faster than the national economy. Currently, it is accounting for 91 percent of national passenger traffic and 96 percent of freight. Port traffic in Pakistan grows at 8 percent annually in recent years. Two major ports, Port Karachi and Port Qasim, handle 95 percent of all international trade. Port Gwadar, which was inaugurated in March 2007 and is being operated by Singapore Port Authority, is aiming to develop into a central energy port in the region. 14 dry ports cater to high value external trade. Pakistan Railways (PR) has a broad gauge system (with a small network of meter gauge in the South East). The network consists of the main North South corridor, connecting the Karachi ports to the primary production and population centers in Pakistan. The track is in good condition with an axle-load of 23 tons and maximum permitted speeds of 100/110 kph. There are 36 operational airports. Karachi is Pakistans main airport but significant levels of both domestic and international cargo are also handled at Islamabad and Lahore. Pakistan International Airlines (PIA), the major public sector airline, though facing the competition from a few private airlines, carries approximately 70 percent of domestic passengers and almost all domestic freight traffic. The transportation sector accounts for about 10.5 percent of the countrys GDP and 27.4 percent of Gross Fixed Capital Formation (GFCF) in FY06. It provides over 6 percent of employment in the country and receives 12 to 16 percent of the annual Federal Public Sector Development Program (PSDP). Government agencies dominate the sector. Although the sector is functional, its inefficiencies with long waiting and traveling times, high costs, and low reliability are dragging the countrys economic growth. These factors also reduce the competitiveness of the countrys exports, increase the cost of doing business in Pakistan, and constrain Pakistans ability to integrate into global supply chains which require just-in-time delivery. The poor performance of the sector is estimated to cost the economy 4-6 percent of GDP each year. Roads Over half the national highways network is in poor condition, and the road safety record is poor. The countrys truck fleet is mostly made up of obsolete, underpowered, and polluting vehicles, and trucks are often grossly overloaded. Truck operating speeds on the main corridors are only 40 50 kph for container traffic, half of the truck speeds in Europe. For trucks carrying bulk cargoes, the journeys take 3-4 times longer than in Europe. Bridge between South Asia and South West Asia; Iran and Afghanistan are energy abundant while India and China are lacking of. China finds way to Indian ocean and Arabian Sea through Korakaram. China with its fastest economic growth rate of 9%; is developing its southern provinces because its own port is 4500 km away from Sinkiang but Gawader is 2500km away. Pakistan offers to CARs the shortest route of 2600 km as compared to Iran (4500 km) or Turkey (5000 km). Land locked Afganistan now at the phase of Reconstruction, finds its ways through Pakistan. Gawader port with its deep waters attracts the trade ships of China, CARs and South East Asian Countries. Hypothesis of the study: The research study will examine the impact of motorways on Pakistan Economy. I will describe the relationship between motorway and economy. H1: There will be positive impact of motorway on Pakistan Economy which is assumption of proposal. H2: There will be negative impact of motorway on Pakistan economy which is against of H1. H3: There will be effective relationship of motorway with Pakistan economy. H4: There will be ineffective relationship of motorways with Pakistan economy. ASSUMPTION OF STUDY Limitations: Time constraints of the semester require less time than may be ideal for an ethnographic study. By being in the organization for only four hours a week for five weeks, there are bound to be aspects of leadership practice, organizational culture and team communication that will not be revealed during my observations. Being an outsider may also limit what is revealed to me. The team members may be guarded in their conversations around me, especially in my initial observations. [Describe conditions beyond your control that place restrictions on what you can do and the conclusions you may be able to draw] Delimitations: I am choosing not to observe multiple teams, even though such comparisons might be valuable, in order to allow more depth of understanding regarding the group on which I will focus. Additionally, I will not use structured interviews in order to minimize my obtrusiveness and my influence on the team members. [Describe the boundaries of the study that you determine] OBJECTIVE OF STUDY There will be following main objective of my research. Economic growth Private Sector Development Regional Cooperate Social growth Description The overall objective of the study will be to provide the Government with a detailed implementation plan for the motorway corridors, and to prepare the highest priority project ready for award and implementation using an appropriate public-private partnership model. (i) Pakistan road sector; (ii) the project preparation phase to prepare a project for the selected motorway link; and (iii) the procurement preparation phase to prepare necessary documents and prerequisites for procurement process. Linkage to Country/ Regional Strategy to reduce logistics cost and increase the countrys global competitiveness. The overall objective of the road network is to reduce logistics costs in Pakistan through the promotion of (i) more efficient logistics in the production sector, (ii) more efficiency in the transport sector, (iii) the development of private sector logistics businesses, (iv) better facilitation for international trade, and (v) better human resource development. Within the road subsector, the Government intends to pursue its overall goal of reducing logistics costs and maintaining or increasing the countrys regional competitiveness primarily within the framework of these five areas. A number of challenges and constraints must be overcome to achieve this goal within a reasonable period, including (i) developing a broadly based financing plan that reaches well beyond the dependence on normal yearly budget allocations; and (ii) making significant changes to Pakistans legal and contractual frameworks to provide the environment essential for the introduction of innovative public private partnerships. REVIEW OF LITERATURE Considerable progress has been made in the transport and communication sector during the current fiscal year. During July-March 1999-2000, the total length of roads in the country was 249,959 km, including 138,726 Km of high type and 111,233 km of low type. Total number of motor vehicles on roads stood at 4.085 million during the same period. The construction work on Islamabad-Peshawar Motorway which started in 1998, is expected to be completed with the cost of Rs.26 billion by December 200:1. Pakistan Railways network consists of 7,791 route km during July-March, 1999-2000. Its major assets include 582 locomotives, 2,029 passenger coaches and 22,247 freight wagons. During 1999-2000 (July-March) it carried 49.2 million passengers and 3.8 million tons freight and its gross earnings stood at Rs.7,208 million. The network of Pakistan International Airlines covers 37 international destinations and 35 domestic stations covering almost all parts of the country. Its fleet consists of 48 aircrafts of varied types. Presently, three .private airlines i.e. Shaheen Air International, Bhoja Air Line and Aero Asia are operating on local and international routes, while the fourth private sector airlineSafe Air International is operating on domestic routes only. The country has two major sea ports namely, Karachi Sea Port and Port Qasim. Beside, two Fish Harbour-Cum-Mini Ports are being developed at Gawadur and Keti Bunder. The Karachi Port has handled 18.0 million tons of cargo during July-March, 1999-2000, compared with 1.7.6 million tons of cargo during the corresponding period of last year. Pakistan is now connected with most of the countries of the world through international gateway exchanges. Value added services such as internet, E-mail, cellular mobile telephone, optical fiber system, card pay phone, paging services etc. are now available in the country which are providing innovative and modern services to the consumers. At present, about 21,000 customers are connected through internet, whereas the total number of internet users in Pakistan upto March, 2000 are 120,000. There are more than 3.8 million telephone lines, out of which about 3.03 million lines are connected to the customers, 2,663 telephone exchanges, 1,362 NWD exchanges, 10,256 VHF PCOs, 393 telegraph offices and 112 customer service centres are working in the country. The estimated number of TV and VCR sets in the country as on June 30, 1999 were 3.035 million and 0.136 million respectively. As on March 31, 2000, the TV and VCR sets are estimated to be 3.150 million and 0.136 million respectively. Pakistan is an emerging market for automobiles and automotive parts offers immense business and investment opportunities. The total contribution of Auto industry to GDP in 2007 is 2.8% which is likely to increase up to 5.6% in the next 5 years. Auto sector presently, contributes 16% to the manufacturing sector which also is expected to increase 25% in the next 7 years. Pakistan, with 155 million people, has a reasonably developed transport infrastructure. Road transport is the backbone of Pakistans transport system. The 9,574 km long National Highway and Motorway network, which is 3.65 percent of the total road network, carries 80 percent of Pakistans total traffic. Over the past ten years, road traffic, both passenger and freight, has grown significantly faster than the national economy. Currently, it is accounting for 91 percent of national passenger traffic and 96 percent of freight. Port traffic in Pakistan grows at 8 percent annually in recent years. Two major ports, Port Karachi and Port Qasim, handle 95 percent of all international trade. Port Gwadar, which was inaugurated in March 2007 and is being operated by Singapore Port Authority, is aiming to develop into a central energy port in the region. 14 dry ports cater to high value external trade. Pakistan Railways (PR) has a broad gauge system (with a small network of meter gauge in the South East). The network consists of the main North South corridor, connecting the Karachi ports to the primary production and population centers in Pakistan. The track is in good condition with an axle-load of 23 tons and maximum permitted speeds of 100/110 kph. There are 36 operational airports. Karachi is Pakistans main airport but significant levels of both domestic and international cargo are also handled at Islamabad and Lahore. Pakistan International Airlines (PIA), the major public sector airline, though facing the competition from a few private airlines, carries approximately 70 percent of domestic passengers and almost all domestic freight traffic. The transportation sector accounts for about 10.5 percent of the countrys GDP and 27.4 percent of Gross Fixed Capital Formation (GFCF) in FY06. It provides over 6 percent of employment in the country and receives 12 to 16 percent of the annual Federal Public Sector Development Program (PSDP). Government agencies dominate the sector. Although the sector is functional, its inefficiencies with long waiting and traveling times, high costs, and low reliability are dragging the countrys economic growth. These factors also reduce the competitiveness of the countrys exports, increase the cost of doing business in Pakistan, and constrain Pakistans ability to integrate into global supply chains which require just-in-time delivery. The poor performance of the sector is estimated to cost the economy 4-6 percent of GDP each year. Methodology This presents an overview of the methods to use in the research. It shows the research design, population, sample and sampling techniques, data collection and analysis. Research Design The study will involve the evaluating the role of motorways in the Pakistan economy. It will be effect at regional countries like China, Central Asia, Afghanistan and India. Consequently, the research will be designed to achieve the objectives set out by research. Population The transport sector of Pakistan is playing an important role in the economy. The ministry of communication is main controlling authority on motorways for planning and construction. The ministry of communication including their Departments like National Highways motorway police, National Highway authority and Transport research center essential for operational process. The targeted population for the study thus includes the following Ministry of communication (FEDRAL) National Highway authority (NHA) National Highways Motorways police (NHMP) National transport research center (NTRC) National trade corridor improvement program (NTCIP) Frontier works organization (FWO) The Main cities (Population) liked with motorways Sample The research belongs to impact of all motorways of Pakistan but in sample I will discuss only Lahore Islamabad Motorway (M-2) Only such department belonging to M-2 will be considered. The questionnaire and date will be collected only for M-2. Sampling and Sampling Technique It obvious from the population above that a census is not feasible in this study. Accordingly, I shall adopt the survey type of research in which a sample from the target population will be used for the study. In total, a sample of 150 elements will be selected from a targeted population of 300. Details of the sample are as follows: 20 officers and official from NHA 20 officers and staff from NHMP 30 transporters and 20 passengers 20 economy experts 20 officers planning department 40 citizens near motorway The research study will adopt a multistage stratified sampling method to select elements. First, the  population will be divided into officers and officials. Next, It will be grouped into Ministries, Departments and Agencies and into Metropolitan, Municipal and Districts. This will ensure a fair representation of each group of institutions since their  operations are significantly different. Data Collection The focus of study is on attitudes and perception and the importance of primary data cannot beover-emphasised. However, secondary data will also be collected to augment the studies. Before the actual data collect the researcher will collect introductory letter from the School of  Business of the University of Cape Coast to the sampled institutions. The initial visit to the selected institutions will therefore be to introduce himself, familiarize himself with those institutions as well as seek their consent for the study. Data collection instrument The researcher will collect data by administering a questionnaire. The questionnaire will unstructured questions, consisting of approximately 20 questions divided into three sections A, B, and C. Section A will consist of seven questions seeking to answer the first research question. Section B will consist of six questions covering the second research question where as Section C will consist of questions to test the hypothesis and also answer the third research question. Table 1: Section Research Question Investigative Questions A Sample Investigative Questions SectionResearch QuestionInvestigative Questions A à ¢Ã¢â€š ¬Ã‚ ¢ What account for the lowsupport for Internal Audit by  public sector managers? à ¢Ã¢â€š ¬Ã‚ ¢ Are you aware of the role of the Internal Auditor  in you organisation? à ¢Ã¢â€š ¬Ã‚ ¢ How important do you think is the role of theInternal Auditor to your organisation? à ¢Ã¢â€š ¬Ã‚ ¢ In your view, is the Head of Internal Audit placedappropriately on the organisational chart?B à ¢Ã¢â€š ¬Ã‚ ¢ What actions are necessary toget the support of  management of internalauditing in the public sector? à ¢Ã¢â€š ¬Ã‚ ¢ Generally, how will you rank the relevance of  Internal Audit in your organisation? à ¢Ã¢â€š ¬Ã‚ ¢ What reasons account for your answer above? à ¢Ã¢â€š ¬Ã‚ ¢ What do you consider the three most importantactions needed to promote Internal Auditing inthe public sector?C à ¢Ã¢â€š ¬Ã‚ ¢ Is there a link between thequality of service the InternalAuditor provides for hisorganisation and the attitudeof managers towards theInternal Audit function? à ¢Ã¢â€š ¬Ã‚ ¢ What do you consider to be the highest achieve of  your internal audit department? à ¢Ã¢â€š ¬Ã‚ ¢ Would agree to the statement that ones  perception of the Internal Auditor is influenced byhow they perceive his role in the company? à ¢Ã¢â€š ¬Ã‚ ¢ Will your attitude towards Internal Audit bedifferent if they help you achieve your objectives? Research proposal SB/MAC/08/0005 Page 10 Most of the structured questions will be the close-ended type and respondents willbe asked to mark the appropriate box matching the correct answer. Otherquestions, however, will require respondents to give opinions. RESULTS AND DISCUSSION: After analytical study keeping in view their results, discussions will be suggested to solve the problem for this purpose also policy implications will be discussed. This study will be useful for the research on the topic and will provide guideline for planner and policy maker. REFRENCES www.worldbank.org.pk//PAKISTANEXTN/0,,content MDK: en.wikipedia.org/wiki/Motorways_ of _Pakistan SACTRA. (1999), Transport and the economy. HMSO, London. Mewton, R. 1997, The costs and benefits of induced traffic on the Sydney Harbour Tunnel and Gore Hill Freeway. Masters Dissertation. University of New England, Armidale. The Institute of Internal Auditors (the IIA). (2007),The Professional Practices Framework. Florida, U.S.: The IIA Research Foundation. B., Cooper, D.R., and Schindler, P.S. (2005)  Business Research Methods,Maidenhead, McGraw-Hill

Essay example --

Can Anticipatory Logistics Work In The Corporate World? I do not see any reason, based on the article provided, as to why anticipatory logistics cannot work in the corporate world. In my opinion both are significantly similar in function and operation. The basic aim of both the supply chain management that is frequently used in the corporate world and the anticipatory logistics used by the armed forces are same, and that Is to satisfy the customer better than the competitor. It is true that in each industry the requirements, needs and demands of customers are different, specifically in the corporate world where one company sells pharmaceutical products while other sells ready made clothes. However, in the industry, all the companies compete for a greater market share and that share is contributed by earning customers, loyal or not. When there is a question of winning customers, then there is a concern about the cost, the pricing of the product or service, the speed and ease of delive ry, the psychological acceptance, and many other such elements that make the organization ponder on efforts that would let them survive not just in the corporate world, but also in the war or preparations for war. Anticipatory logistics work in the similar fashion as the supply chain management works. Defining the supply chain management, Li et al (1999) writes that the supply chain management is the â€Å"management of materials and information flow both in and between facilities across SC†, where the SC or the supply chain is a â€Å"network of facilities and distribution options that performs the function of procurement of materials, transformation of these materials into intermediate and finished products, and distribution of these finished products to custo... ...n Empirical Comparison of Anticipatory and Response Based Supply chain Strategies.† The International Journal of Logistics Management. 9: 2; 21-33. Lair, Noor Ajian Mohd, Awaluddin Mohamed Shaharoun and Mohamed Shariff Nabi Baksh, â€Å"JIT Implementation across A Supply Chain and It effects on Inventory Distribution†, http://www.moste.gov.my/kstas/NSFWorkshop/NSF/nsf%5CAAI16.DOC Lenzini, Joshua M (2002) â€Å"The Army's answer to supply chain management Army Logistician†; Fort Lee; Sep/Oct 2002 Li, Yuan, Fan, Zhiping and Zhao, Xuan (1999). â€Å"An Integrated Framework of Supply chain Management System.† Software Engineering Conference 1999. Proceeding sixth Asia Pacific. 196 – 199 Pagh, Janus D and Martha C Cooper (1998) â€Å"Supply chain postponement and speculation strategies: How to choose the right strategy†, Journal of Business Logistics, Issue # 2, Volume 19, Pg. 13-33.

Health Care Rights

Should you have to work for your health care or is it a right that should be given. March 21, 2013 Have you ever been in a car accident and the air bag deployed? It may have saved your life and you start to become thankful for having air bags in your vehicle. Now if an air bag weren’t place in the car then you would heighten the risk of getting injured and dying. This is also the same concept that goes with healthcare and us. If healthcare weren’t available to everyone then we would heighten the risk of dying if we get ill or injured.Healthcare should be a standard role in everyone’s lives just how airbags are standard in all cars that are produced in today’s society. That is why healthcare should be an essential and prominent right that should be given to everyone who needs it, because we all need it as our airbag to stay alive. Lets start backwards to get some information on how healthcare has formed throughout history. President Teddy Roosevelt was the first to push universal health care for all Americans during 1912. 1 Health insurance was largely unavilable at the time.Doctors were not as extremely educated enough about diseases to really provide much useful care to sick people and there for they didn’t charge very much. The Social Security Act became establish as a system of federal old-age benefits and to provide states with funds to build local health departments. This took place during the great depression (1935), when Franklin D. Roosevelt was president. Around this time doctors began learning more about diseases and effective treatments. In 1946, the hospital survey and construction act was past.This act gave states access to federal grants to help pay for the maintenance and construction of public health centers. When President Eisenhower was in office, he past the Internal Revenue Act and authorize military Medicare. These acts created tax exclusion for many employers to provided benefits and extend health insuran ce to dependents. The supply of health insurance increased as commercial insurance companies entered the market. The Union negotiations also reinforce the employment-based health insurance system. The use of healthcare increased as medical technology became more ophisticated and cost started to rise. The government started to encourage employers to offer health insurance as part of employee compensation packages. The problem that came up is that those who retired from their job lost their health insurance. Speeding the process up we enter 1965, were Medicare and Medicaid programs are past in order to provide the elderly with medical coverage. Currently we have a good understand on the development of healthcare. This 20th century healthcare has been getting out of control. There are a number of factors that has drive the cost of healthcare sky high.This is from medical technology, increasing medication costs, and problems with managed care systems. There are a large number of America ns who don’t have health insurance and can testify that the healthcare system needs to be reform. The 2 primary issues of healthcare that needs to be reform are the available access to healthcare and the affordability of healthcare. Many Americans, with and without health insurance, face crippling financial debt from their medical care. The big question is what should be done with this large healthcare problem?Should healthcare be a right given to Americans or should you have to work for it? First of all the Declaration of Independence clearly states that all men have the unalienable right to â€Å"Life†. If we don’t have health care to support that natural right then we are like in an ocean that we can fish in all we want but without any supplies to do so. Second of all the Preamble of the Constitution states that its purpose is to â€Å"promote the general welfare† which health care has to be included into this idea because it helps promote the general welfare of the people by taking care of them.In addition, if we give everyone healthcare then people will be able to live longer and more durable lives that can help them work harder to help stimulate our economy. Also, Americans suffer from uninsurance from about $65-130 billion annually due to medical bills. [1] In 2007 62% of all US bankruptcies were related to medical expenses and 78% of these bankruptcies were filed by people who had medical insurance. [2]That is crazy when you think about how much debt Americans are in right now and medical expenses cause a majority of it. All that money could be saved and help the American people get out of debt and stop mooching of the government so much. In addition, if a disease came out of nowhere and started spreading through the American population then so many people would get ill and not go to the hospital. They are nervous of the medical expenses awaiting them and how it could financially ruin them. This would devastate our country w ith such ignorance because the disease might kill thousands and cracking the foundation of our society.Also, health care is an important and crucial service for our society just like public schools and fire department services. Our tax money goes to those services, which help lives, but health care is somehow different, I don’t understand that concept. However other people say no to having healthcare open to everyone for multiple reasons. The role of the government is to protect the rights of individuals to freely pursue their own interests in the economic marketplace without violations of their liberty through coercion, manipulation, or fraud. [3] 9 With this being the main point, no one has a right to health care.They state that most people wont fall into medical problems if they choose a healthy lifestyle and prevent these problems from happening. In addition, they say that since healthcare will be open to everyone that hospitals will back up with patients and it will take everyone longer to get their treatment and diagnoses. This can lead to major dissatisfaction with the people and maybe death if they are treated too late due to this act which was suppose to help this person live. In addition, they state that since healthcare will be placed on the government now, they must spend more money, which would get them into more debt. 4]Then as a result the government might have to higher taxes and hurt the economy and individual wallets. Also, since the free market rules healthcare right now, this allows competition to flourish between companies which can help create the best services and most advanced technology made for health. In addition, people might develop a problem know as â€Å"moral hazard† which means that people might take riskier actions because they know healthcare already covers them if they get injured. All these points are wrong and narrowed minded views of ignorant people.Giving healthcare to people will definitely save more lives then what’s happening now. This will also help cause the economy to grow because the taxes put on the people due to this change doesn’t even compare to the hospital bills we pay now. In addition, I believe that the government can create more advanced services and technology due to size of our government’s wallet and spending budget compared to a small company. Also, people wont be stupid enough to kill themselves because healthcare might save there lives, that is just crazy and extremely childish to put your life in harms way.That idea doesn’t even compare to scope of mankind’s morals right now. In conclusion, we should let everyone have healthcare provided for him or her. This helps stimulate economic growth in multiple areas of our society and keeps the money flowing. In addition, a lot of American people will be pulled out of medical expenses, which they can use their money to put to better uses like food and the necessities of life. Also, this helps secure a natural human right that our society’s foundation was built upon ever since the founding of this free nation of ours.This position also helps focus on the idea that healthcare should not be earned by hard work but instead given to Americans as their natural right. By making the right to health care a special case of rights to equality of opportunity, we arrive at a reasonable, albeit incomplete and imperfect. It’s a way of restricting its scope while still recognizing its importance. [5] Healthcare for everyone not only helps our society out right now but also secures a bright future for our future generations to follow and build upon.Bibliography Vaughn, L. (2010) Bioethics: principles, issues, and cases. New York: Oxford University Press. Jonathan Alter, â€Å"Health Care As a Civil Right,† Newsweek, Aug. 15, 2009 American Medical Student Association (AMSA), â€Å"Arguments and Counterarguments about Health Care Reform,† www. amsa. org ( accessed Aug. 27, 2009) American Medical Student Association (AMSA), â€Å"The Case for Universal Healthcare,† www. amsa. org (accessed Aug. 27, 2009) Max Baucus, â€Å"Call to Action: Health Reform 2009,† www. finance. senate. gov, Nov. 12, 2008Board on Health Care Services (HCS) and Institute of Medicine (IOM), â€Å"Insuring America's Health: Principles and Recommendations,† www. nap. edu, 2004 Yaron Brook, MBA, PhD, â€Å"There Is No Right to Health Care,† www. aynrand. org, July 23, 2009 John Campbell, â€Å"John Campbell: A Right to Health Care? ,† OC Register, July 13, 2009 Michael F. Cannon, MA, JM, â€Å"A ‘Right' to Health Care? ,† National Review Online, June 29, 2007 Jean Carmalt and Sarah Zaidi, â€Å"The Right to Health in America: What Does It Mean,† www. cesr. org, Oct. 2004Centers for Medicare & Medicaid Services (CMS), â€Å"National Health Expenditures 2007 Highlights,† www. cms. hhs. gov (accessed Aug. 27, 2009) Community Voices: HealthCare for the Underserved, â€Å"Nation's Health Care System Ill, Survey Finds,† www. wkkf. org, Jan. 13, 2004 ———————– [1] Francesca Colombo and Nicole Tapay, â€Å"Private Health Insurance in OECD Countries: The Benefits and Costs for Individuals and Health Systems,† www. oecd. org, 2004( . [2] David U. Himmelstein, MD, Debors for Individuals and Health Systems,† www. oecd. org, 2004?. 3] David U. Himmelstein, MD, Deborah Thorne, PhD, Elizabeth Warren, JD, and Steffie Woolhandler, MD, MPH, â€Å"Medical Bankruptcy in the United States, 2007: Results of a National Study,† American Journal of Medicine, Aug. 2009 ? [4] Vaughn, L. (2010) Bioethics: principles, issues, and cases. New York: Oxford University Press, p. 684. [5] Theresa Tamkins, â€Å"Medical Bills Prompted More than 60 Percent of U. S. Bankruptcies,† www. cnn. com, June 5, 2009? [6] Vaughn, L. (2010 ) Bioethics: principles, issues, and cases. New York: Oxford University Press, p. 684.

A Comparative Look at Beethoven and Mozart Lives

Beethoven and Mozart are great and famous composers of classical music who share similarities in musical composition and still both exhibit certain differences. Being counted among the list of the most influential composers in the history of music, Wolfgang Mozart and Ludwig Beethoven are artists who have much in common.This paper draws on the views that both of these composers have the same musical foundation having been introduced to music by their fathers. It seeks to explore the similarities as well as differences in the lives of Mozart and Beethoven in the history of music.Mozart and Beethoven are from the same origin and they worked in the same musical genres such as classical and romantic thus exemplifying themselves as very talented musician a as well as prolific composers. However, it is plausible to accept the fundamental truth there are no two people are exactly the same. On this basis, Mozart and Beethoven harbor certain differences that emanate from their different perso nalities and perspectives in music. As a result, it emerges that the age at which they began composing points out clear differences in their composition and musical careers coupled by their musical style.Differences The first notably difference between Mozart and Beethoven lies in their musical style. Brown (23-25) postulates that the overwhelming greater part of the composition of Mozart is not only light but also very aerial and delightful. As such, music critics have attributed that the musical pieces of Mozart aim at general entertainment and extensively apt relaxation which underlies the whole paradigm in which music is composed and performed. On the hand, Beethoven’s music is typical of intensive drama which makes it heavier and typical of a wide range of pith.In light of this, Wallace (105-107) explains that the music of Beethoven exhibits a lot of in-depth passion and dynamism in composition as well as performance. Notably, another important difference that marks the Beethoven and Mozart is their entry age in the field of musical composition. Arguably, Mozart began his musical career at the age of five and grew up composing music for royal people in most cases (Lancaster, 37-39). On the same note, Beethoven is said to have delved into music when he was already a teenager and concentrated a composing music for the public at large.With regard to this difference, both musical artists grew in different circumstances as pertains their introduction to music and thus, their audience became marked by the conditions that characterized their entry in music. With the different audiences, Mozart and Beethoven had to compose music at deferent condition and they addressed different thematic concerns hence marking their greatest difference in their lives and music (Pestelli, 52-54). Significantly, it is prudent to note their difference in notation styles. Mozart continued to produce musical piece that was marked by clear and neat notations.Comparatively, this was greatly different from the notational styles of Beethoven since his composition was marked by sloppy, unclear and somewhat careless notations (Brown, 49-51). Extensively, the style of their music as well as the audience they composed for left them emotionally feeling different. For instance, as Mozart became a happy, easy-going composer and person in life while Beethoven was typical of bad temper and largely became depressive. On this note the life experiences of these two life time composers propelled them to different pedestals.Essentially, Beethoven led a lone life but his due to the question that he composed and performed for the general public he received an honorable burial after his death at the age fifty six. On the other hand, Mozart who specialized in composing for the royalties was buried in unmarked grave in Vienna at the age of thirty six (Lancaster, 87-89). Unlike Mozart, Beethoven had a method of composing which mirrored a situation where he recorded ideals in not ebooks and later used them in building up blocks for his composition.For example, the Ode of Joy, a symphony that was build on the theme of seeds was a concept conceived several years ago Accordingly, it is a reflection of a long gestation period of composition where Beethoven paid supreme attention to minute details in a bid to depict that in the music lies strength of idealism (Wallace, 36-38). This creative process marked the inspirational ability of Beethoven. However, Mozart was radical and was dubbed the Trent Reznor of his lifetime. He succeeded in his spontaneity ability as well as his outspoken nature.With regard to their musical works, Beethoven composed pieces that rapidly diverged from his teacher and peers. Revolution was in air and Beethoven’s symphonies mirrored both political and artistic features. For example, his third symphony was dedicated to Napoleon but later own, Beethoven deleted his name on the title of the Symphony after the realization that Napoleon had already declared himself an emperor (Pestelli, 41-42). The resulting events led to Beethoven to produce shorter symphonies such as his fourth and eighth.In light of this, Beethoven explored new areas in life and extensively wrote string quartets following the influence he got from his teacher Haydin. The works of Beethoven largely bordered personal introspective works that slid into uncharted musicals that still remained intimate. As a result, Brown (45-48) highlights that Beethoven composed various pieces that included several overtures, a mass and opera as well as concertos. He even stretched his base to write for piano with a host of sonatas and concertos for violins.On the other hand, Mozart influenced greatly on the musical development by drawing his works from figures and preludes and extensively employed fugal writing within the larger composition of symphonies. Although this influenced greatly on the development of classical music, it had little connection to his creati vity. Wallace (28-29) argues that the feelings, thoughts and ideologies of Mozart formed the basis of his influence and success in musical composition. As a result, these influence strove Mozart to commit to the depth of musical form and thus position him as a successful romantic composer.In the same vein, both great musicians had extraordinary pieces of music and performed in different era. Mozart belonged to the classical period while Beethoven belonged to the romantic era. As such, Mozart ended up being criticized for composing radical music that endangers the morals of the women since majority of these women were aroused with Mozart music. Beethoven on the other hand Beethoven had the advantage of in paving way for the creation and invention of pianoforte. The greatest music of Beethoven is his symphonies which are still heard in the present time as they were listed to in his time.Compared to Mozart, Beethoven continued to unify contrasting movements using musical continuity. Of ten, his music would have unclear ending, something that made his symphonies a bit longer (Brown, 57-61). Similarities It is worth noting that ideas and differences between Beethoven and Mozart can not suffice to say that either of them was better than the other but the interesting point of focus should be built around the understanding that both of them made major contributions in the world of classical music; contributions which led to the development of music as an art.Arguably, we can draw from their differences to construct a viewpoint of how Mozart and Beethoven are similar. Significantly, considering the fact that both of them were creative and gifted innovators of classical music during the classical and romantic period, both Mozart and Beethoven share a similar characteristic of being musical genius (Pestelli, 12-17). In addition, Brown (65-67) illustrates that Beethoven went at length of achieving the iconic status of musical composer.This factor is equally shared by Mozar t and thus, the iconic status as a composer was a status achieved as a result of ones revolutionary and immense influence on the development of music within the milieu of pivotal points in terms of the classical and the romantic periods. As such, the symphonies of Mozart as well as Beethoven demonstrates the development for music in these eras as the themes portrayed in these symphonies resonate what was entirely used as the European anthem. Moreover, their images are construed within the parameters of musical history.Beethoven, just like Mozart was born into a musical family where the father and grandfather were singers. Although this is not to the same extent, it is plausible to argue both Beethoven and Mozart were musical prodigies who were taught music by their parents at a tender age. Lancaster (121-122) asserts that the education of these two musical composers was courted by musicians such as Neefe; a factor which enabled them to demonstrate their musical talents in areas such as keyboard playing piano and harpsichord.In addition, composers during their eras were employees of the church, state or rich patron who were requested to compose musical works to articulate different occasions that were deemed important within the precincts of religion as well as secular. According to Wallace (23-44) both Beethoven and Mozart exhibited some sense of independence in their creative works. As such, they could set their own agenda in the entire composition.The basis of the set agenda gave these artists the opportunity to express their deepest feelings in life as exemplified by Beethoven who have his three symphonies reflecting the ideals of republicanism, liberty, religious beliefs as well as the aspect of brotherhood in the society. Conclusion From the foregoing discussion, it is evident that Beethoven and Mozart are great and famous composers of classical music but both exhibit certain differences. Being counted among the list of the most influential composers in t he history of music, Wolfgang Mozart and Ludwig Beethoven are artists who have much in common.However, both Mozart and Beethoven harbor certain differences that emanate from their different personalities and perspectives in music. All these similarities and differences fall within the wider framework of their musical careers, experiences and musical styles of composition. Work Cited Brown, P. The Musical Times: Mozart and Beethoven. Cambridge: CUP 2007 Lancaster, E. The Golden Age of Symphony: Mozart and Beethoven. London: Alfred Music Publishing 2000 Pestelli, G. The Age of Mozart and Beethoven. Harvard: HUP 1984 Wallace, R. Classical Equilibrium in Music. Oxford: OUP 2009