Roskill and Howard Davies Airport Commissions and the Third London Airport The WritePass Journal

Roskill and Howard Davies Airport Commissions and the Third London Airport Introduction Roskill and Howard Davies Airport Commissions and the Third London Airport ). Capacity expansion pursuits have been long drawn over half a century involving two airport commissions and political intrigues (FT, 2014). The Third London Airport commission popularly known as the ‘Roskill Commission’ anticipated growth in air transport and speculated that by the end of the century London might have to accommodate 100 million passengers (Abelson and Flowerdew, 1972). It was an appropriate estimate as the actual number was 115 million (CAPA, 2013). This ceiling has been surpassed and London airports are operating under strenuous volumes. The pursuit of an alternative airport, additional runways to expand capacity, among other options continue to feature in public discourse almost half a century later with myriad arguments and counterarguments (FT, 2014; The Independent, 2014). This report explores the works of the airports commissions (Roskill and Howard Davies commissions), as well as the consideration of the controversial Boris Island alternative. It focuses on the demand and supply of airports among other considerations significant for such ventures as the development of new airports or aviation facilities. History of commissions and development of arguments A 1964 interdepartmental committee on the Third London Airport forecast that the capacity of Heathrow and Gatwick airports combined, even with the addition of a second runway at Gatwick, would be insufficient for Londons air traffic by 1972 (Mishan, 1970). After the consideration of options, the commission on the Third London Airport (Roskill Commission) was set up in 1968. With their evaluation of the timing of need, expansion capacity requirement, and after a careful study of a total of 80 proposed project sites, the commission finally chose four sites, among them a new airport at Cublington (Abelson and Flowerdew, 1972). It was the first time that a full range of environmental and economic arguments were brought to bear on a major investment decision, providing substantial and significant systemic evidence on which to base decisions (HC, 1971). Its excellence in approach and output was however to not much good as government, with a variant perception and opinion immediately rejected its findings choosing instead a scheme to build an airport at Foulness, in the Thames Estuary (Mishan, 1970). Interestingly, this option had been considered and had been decisively rejected by the Roskill Commission on the basis of cost, distance and convenience to prospective passengers (FT, 2014). Neither of the two propositions (Cublington and Foulness) was built and a subsequent change in government and complexion led to the devise of a different scheme a limited expansion of an existing airport at Stansted which was accomplished a decade after proposition. This option had also been considered by the Roskill Commission and never made its shortlist of key options (Helsey and Codd, 2012). It was a predictable failure and is still challenged by the lack of success in supporting long-haul operations by airlines, only benefitting from low-cost carriers (principally Ryan air) drawn by attractive landing charges which offset consequent inconvenience to their passengers (AOA, 2013). A proposal which has re-emerged and gained prominence is the new airport at the Thames Estuary. The ‘Boris Island’ alternative Dubbed Boris Island as a consequence of its support by London Mayor Boris Johnson, the London Britannia Airport (a name adopted for the latest iteration of the idea in 2013) is a proposed airport to be built on an artificial island in the River Thames estuary to serve London. Plans for this airport go several years back but the idea was revived by the Mayor in 2008 (CAPA, 2013; Mayor of London, 2013). Proponents of the project cite the significant advantage it portends in the avoidance of flights over densely populated areas with consideration of noise pollution and attendant safety challenges. However, its critics who include some local councils, nature conservation charity RSPB, as well as current London airports, oppose the scheme, suggesting that it is impractical and expensive (AC, 2013b). It is still under consideration of the Howard Davies Airports Commission, which estimates the entire undertaking including feeder roads and rail to cost  £112 billion, about five times the presently shortlisted short-term options (AC, 2013c). The overall balance of economic impacts of the project would be uncertain given the requirement for the closure of Heathrow and by extension London city for airspace reasons (CAPA, 2013). Renewed pursuit Howard Davies Airports Commission In spite of the myriad arguments and criticisms of the various alternatives, not much has changed and the Howard Davies Airports Commission set up in 2012 still wades in the long running controversy (CAPA, 2013; AOA, 2013). There has evidently been little learnt in the several decades of bad policy making given the hedging, stonewalling, and political posturing that still characterizes the endeavour, a readiness to oppose policies espoused by those of different complexions or the persistent complication of issues when there is requirement for bold action. This characterizes policy today as it did half a century earlier with elaborate models being grossly misused and deliberately disregarded. Minor challenges and disadvantages are greatly amplified overshadowing potentially more substantial benefits (FT, 2014). The Airports Commission was set up to examine the need for additional UK airport capacity and to recommend to government how this can be met in the short, medium and long term. The commission is tasked with creating economic, sustainable and socially responsible growth through competitive airlines and airports. (AC, 2013a). The findings of the Howard Davies Airports Commission contained in their interim report released in December 2013 (preceding a final report expected in 2015) are mainly focused on the continued growth of air travel, mainly in the South East of England. The Commission considers that the region needs an extra runway by 2030, and another possibly by 2050. On the shortlist for the expansion of airport capacity are three options comprising a third runway at Heathrow 3,500m long; lengthening of the existing northern runway to at least 6,000m enabling it to be used for both landing and take-off; as well as a new 3,000m runway at Gatwick (CAPA, 2013; AOA, 2013). Not included is the brand new hub airport in the Thames Estuary, which is side-lined citing uncertainties and challenges surrounding the proposal at this stage (AC, 2013d). However, the Commission promises an evaluation of its feasibility and a decision on its viability later in 2004 (The Independent, 2014). The Stansted and Birmingham options, however, failed to make the shortlist, although the decision remains open for their qualification in the long term (CAPA, 2013). In the Commission’s view, the capacity challenge is yet to become critical although there is potential if no action is taken soon. However, capacity challenges and the jostling and vying for a slice of anticipated extra capacity by airports signals need (AC, 2013d). Arguments on the expansion of airport capacity The Howard Davies Commission acknowledge the ‘over-optimism’ in recent forecasts of growth in demand for the aviation sector, but consider the level of growing demand as prominent requiring focus on the earliest practicable relief (AC, 2013c). This is in response to contentions by opponents that the current capacity is adequate basing their primary argument on earlier inaccurate demand forecasts. These opponents posit operational changes including quieter and bigger planes could serve to accommodate more passengers negating the need for ambitious and expensive ventures. Some also argue that constraining growth in the aviation industry would be the best option for emissions reduction and that government should utilise available capacity, pushing traffic from London’s crowded airports to others around the country, (AC, 2013b; c; d; AOA, 2013 DOT, 2013). The Commission accepts the changes in aviation practice and aircraft design could deliver modest improvements in capacity but argue that none of these submissions suggested significant transformational gains (AC, 2013c). It also stresses that deliberations were alive to the issue of climate change and were focused on the delivery of the best solution for the UK, which entails the achievement of carbon targets and delivery of required connections for the economy and society(AC, 2013c; d). The Commission notes that doing nothing to address capacity constraints could have unintended economic and environmental consequences with the possibility of some flights and emissions being displaced to other countries (AC, 2013d; CAPA, 2013; Mayor of London, 2013). Reliance on runways currently in operation would likely produce a clearly less ideal solution for passengers, global and regional connectivity, and would be sub-optimal in the endeavour to minimize the overall carbon impact of aviation (AC, 2013a; AOA, 2013). To achieve statutory mechanisms aimed at operational efficiency and emission reduction are critical. Conservationists, such as the Friends of Earth, decry growth arguing that the building of more airports and runways will have a major impact on local communities and the environment (Mayor of London, 2013; AC, 2013b). The argument for sustainable growth is welcomed by industry players in light of calls for constraint (AOA, 2013; The Independent, 2014). Through time, the argument has significantly centred on the timing of need for expansion of capacity with the uncertainty over growth and demand estimates. The drive for more intensive use of existing capacity is most appropriate in the short-term given that operational and aircraft design improvements have enabled the handling of more volumes than anticipated. Though limited, there is still capacity for improvement benefitting environmental conformity and overall efficiency. Several tactical improvements are proposed by the Davies commission to enable full and efficient use of available resource and capacity (DOT, 2013; AC, 2013d). The Davies Commission proposes the encouragement of greater adherence to schedules by airlines through stricter enforcement of aircraft arrival time. This would enhance efficient sequencing of arrivals ending the practice of ‘stacking’ especially at Heathrow (Europe’s busiest airport), which is expensive in fuel costs and time and has adverse environmental impact. They also propose ‘smoothing’ of timetables and the tackling of surges in traffic and bottlenecks, such as restrictions of arrivals before 6am and the designation procedures of runways which impede efficiency (AC, 2013d). Also considered are ‘mixed-mode’ operations which entail simultaneous use of runways for take-offs and landings. Through this mode, Heathrow expects to gain 15% in airport capacity without extra building (AOA, 2013). The Airports Commission rules out proposed mixed-mode operations suggesting its use when arrival delays arise and eventually to allow envisaged gradual traffic build up and increase in operations towards the opening of additional runways rather than a flood-gate of activity. In their consideration of noise pollution and impact on residents, the Commission recommends ending of simultaneous landings at both runways with an exception of times of disruption (AC, 2013d). Presently, Heathrow designates different runways for landings and departure which are switched daily at 3 pm to allow for respite for communities near the airport (AOA, 2013; FT, 2014). The Howard Davies Commission suggests that there might not be need for one huge hub airport as growth in recent years has come from low-cost carriers (AC, 2013a). This view makes the case for expansion of Gatwick Airport. In anticipation of confirmation of expansion priorities and solutions, airport bosses are at loggerheads with Gatwick bosses suggesting that it would not make business sense for their second runway if Heathrow is also given a green light for simultaneous expansion (AOA, 2013). This is in consideration of an extension of time to achieve return on investment from the expected 15-20 years to 30-40 years. Gatwick’s case is compelling given that it is cheaper, quicker, has significantly lower environmental impact and is the most deliverable solution in the short term (CAPA, 2013). Heathrow rejects this argument insisting there is a clear business case for a third runway regardless of development at Gatwick. With the airport operating at 98% of its capacity, they highlight potential for parallel growth delivering choice for passengers (AOA, 2013). Mayor Johnson is, however, opposed to Heathrow’s expansion citing the misery inflicted on a million people or more living in west London. He notes that there has been significantly more concern for the needs of passengers superseding the concerns of those on the ground. Johnson proposes focus on the new hub airport (Boris Island) to relieve impact on residents as well as to enhance UK’s competitiveness (Mayor of London, 2013). Supporters of Heathrow’s expansion say it will be quicker and will help to maintain the UK as an international aviation hub increasing global connections. Paris, Amsterdam and Frankfurt are closely competing for this business (DOT, 2013). Conclusion The examination of need for additional airport capacity and recommendation of solutions for the short, medium and long term, has taken the UK half a century and two commissions and still there is no confirmed venture despite the raft of proposals. The earlier Roskill Commission reached conclusions on four promising sites-including a new ‘Boris Island’ airport, which are still under consideration in the later commission the Howard Davies Airports Commission. Considering several arguments with regard to their mandate, the latter commission has proposed additional runways one at Gatwick and possibly two at Heathrow despite potential adverse effects to London residents. They are still to deliver a verdict on the new Thames Estuary project, promising a decision later in 2014 after evaluation. References Abelson, P. and A., Flowerdew, 1972. Roskills successful recommendation. In: Journal of the Royal Statistical Society. Vol. 135. No. 4, pp.467 Airports Committee, 2013a. Emerging thinking: Aviation Capacity in the UK. 7th October. Viewed from: https://www.gov.uk/government/news/aviation-capacity-in-the-uk-emerging-thinking Airports Commission, 2013b. Stakeholder responses to Airports Commission discussion papers. 25th October. Viewed from: https://www.gov.uk/government/publications/stakeholder-responses-to-airports-commission-discussion-papers Airports Commission, 2013c. Airports Commission discussion papers. 29th July. Viewed from: https://www.gov.uk/government/collections/airports-commission-discussion-papers2 Airports Commission, 2013d. Short and medium term options: proposals for making the best use of existing airport capacity. 7th August. Viewed from: https://www.gov.uk/government/publications/short-and-medium-term-options-proposals-for-making-the-best-use-of-existing-airport-capacity CAPA, 2013. The Davies Commission’s Interim Report on UK airports: the big loser remains UK competitiveness. Centre for Aviation. Department of Transport, 2003. The Future of Air Transport White Paper and the Civil Aviation Bill. [online] viewed on 14/1/2014 from: http://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/about/strategy/whitepapers Financial Times, 2014. Londons new airport held to ransom by folly. December, 2013 Helsey, M., and F., Codd, 2012. Aviation: proposals for an airport in the Thames estuary, 1945-2012. House of Commons Library. Viewed from: http://cambridgemba.files.wordpress.com/2012/02/sn4920-1946-2012-review.pdf House of Commons Hansard, 1971. Thhird London Airport (Roskill Commission Report). 4th March. Vol. 812. cc1912-2078. HC Mayor of London, 2013. Why London needs a new hub airport. Transport for London. Viewed from: tfl.gov.uk/corporate/projectsandschemes/26576.aspx Mishan, E., 1970. What is wrong with Roskill? London: London School of Economics Airports Operators Association, 2013. The Airport Operator, Autumn 2013. The Independent, 2014. Sir Howard Davies Airports Commission: Air travel could be transformed within a few years – with no more stacking. 17th December, 2013

Case Study Essay Example | Topics and Well Written Essays - 2000 words - 2

Case Study - Essay Example hematical scores of students, whereas the performance related pay has been an opportunity for the proponents of market-based governance seek to introduce private-sector management techniques into the public sector to lead to better out-puts, greater cost-efficiency, and a customer service ethos (Susan, 2006). The characteristics of the New Public Management involve the performance related pay which is considered to be interpretation of the public policy solution, with its focus on outputs, competition and in-centivisation (Lawrence, 2007). The performance related pay has materialized due to the implementation of the New Public Management, which has provided the public and the private sector with any opportunity to experience the competitive forces of the market, the introduction with the private sector management practices has the ostensible aim of increasing efficiency, creating an output focused culture and discouraging rent-seeking (Susan, 2006). The performance based pay practice is widely popular in the private sector, and has been a medium for the improvement of the results through the creation of the incentives for the employees (Terri, 2000). The concept of performance related pay is common in Australia, and the majority of the teachers and professionals associated with the academia have been paid pupils’ results as assessed in examinations, tests, and visits by invigilator (Susan, 2006). The implementation of the system was aimed at the improvement of the performance of the teachers, and to enhance the quality of education. It was believed that through provisions in the pay package of the teachers, the educational standard can be improved. The amendments in the performance based package were lastly proposed by the Federal Ministry Education, Science and Training, as per which the performance related pay is expected to be measured by principals, parents and students alike (Lawrence, 2007). In Australia, the teachers are offered annual increment, with

Education and Society Essay Example | Topics and Well Written Essays - 2500 words

Education and Society - Essay Example From the discussion it is clear that  functionalism states that every society’s aspect is interdependent and contributes to the functioning of the whole society. The government provides education for the state’s children whereas the same citizens of the state pay tax to keep the government running. According to Emile Dhurkenim, the society is held together by cohesion or social consensus whereby the citizens concur together and work to accomplish the best for the society at- large. This essay will discuss the functionalist perspective of the central government control of curriculum content is schools.According to the report findings  the central government should provide education for the children of the family, which then the citizens pay taxes to sustain the government’s operations. This ensures the family is dependent on the school in assisting the growing up of the children, ensuring good jobs for the children to grow and sustain their own families. Centr al government control of curriculum content in schools means that the government is fully in-charge of developing, facilitating and ensuring that the curriculum it comes up with is taught in the schools. The government comes up with various education policies regarding the curriculum to be taught and enforces the same. Through this direct involvement, the government ensures that it consults all the major stakeholders in the education industry in order to develop the curriculum.   The policy is enforced using various strategies, ensuring the full implementation and evaluation of the curriculum, to check its functionality. All state machinery is put to task ensuring that the curriculum works in accordance to set processes and procedures by the government. This paper discusses the central government functionalist perspective on curriculum content in schools (Bundy and Mathews, 1998, p. 29). According to Durkheim research, he came up with three irrefutable facts to social sciences. Am ong them were the social facts that were underlying the institutions such as the family, state and education. Since all stakeholders were part of the development in the central government controlled curriculum, implementing the curriculum does not become a major challenge. The government values education and it is for the paramount reason that the central government comes up with various funding mechanisms for the curriculum since it understands that a learned population for the country is a key pillar for economical significance and empowerment. The country’s constitution entrenches education as a fundamental right for the people, making it obligatory for the government to, fully control the curriculum to be taught (Turner, 2012, p. 17). Central governments are adequately aware that education is a paramount fundamental right for its citizens and therefore it has the authority and mandate to provide education. The central government thus develops the curriculum. Here the cent ral government controls the educational institutions indirectly. Standardization is the key element of education since the people of that particular country will be taught the same things regardless of personal status. The central government comes with a standard-based curriculum that ensures changes regarding how teachers teach and the way schools are managed. The central gove

Analysis Of Short Story Daisy Miller

Analysis Of Short Story Daisy Miller It is very interesting to analyze this short novel à ¢Ã¢â€š ¬Ã… ¾Daisy Miller written by Henry James. This novel has a lot of fascinating things ready to be discovered and understood, and behind the story of the novel a lot of symbols are hidding ready to be dyscovered and understood. This symbols are revealing a new perspective upon the story, a new way of understanding the narrative. Another interesting thing noticed in Daisy Miller is the permanent contrast that is being created, like a symbolic opposition between summer and winter, hot and cold, youth and old age, flower (daisy) and winter, life and death. Daisy Miller herself is an image situated in the middle of contrastive opinions, she plays the part of the innocent girl, being permanently judged by society, judged by Winterbourne, although deep inside she is innocent and pure; so, an incongruity between reality and appearance is being created. Another interesting aspect of this novel is the setting. From the beginning of the book, the author makes a great introduction by situating the action, placing the reader slowly in the situation. Firstly the location is being named: At the little town in Veney, in Switzerland, so, the place is set. The narrative technique used by the author in the first paragraphs is a very interesting one. The image is firstly enlarged and then slowly with every word, the background converges, persisting on the description of the hotel and the tourist, ending by setting the time: a beautiful summer morning and then concentrating on one of the novels character: Winterbourne. So, a part of the action takes part in Switzerland and another segment of the novels action takes place in Rome. These two settings are notarbitrary chosen, both have a deep significance. These places are symbols of other literary works or genres. Firstly both are tight related with Romantic poets whom Winterbourne deeply regard. Mary Shelleys Frankenstein takes place largely in Switzerland, and Mary Shelley wrote it during the time that she, Percy Bysshe Shelley, and Lord Byron sojourned at Lake Geneva. Mary Shelley and John Keats are both buried in the Protestant Cemetery, which becomes Daisys own final resting place  [4]  . Chapter three starts with the sentence: Winterbourne, who had returned to Geneva the day after his excursion to Chillon, went to Rome towards the end of January  [5]  . This sentence points exactly the three main locations where the action of the novel takes place and where the characters of the novel express their relationships and their attitudes. Not randomly chosen, the capital of Italy, Rome might be seen as a mute character, a silent witness of the action or as a background that links contrastive matters. Rome is the city of Renaissance, the city where art bloomed, a city where the artist might easily find the place to express. Here, Daisy behaves in a very libertine way; she doesnt care about any social or ethical values, maintaining her innocence and her integrity without anybody, especially Winterbourne to notice that. Daisy, like an artist, is only judged and condemned and only after her dead she is being understood and appreciated. In Rome there was a lot of talking about the so called Roman fever; this line has a double significance, although firstly it could be understood as the mothers worry about their daughters, this expression symbolize a disease: malaria, the malady that was haunting the city, and who finally kills Daisy. Another important setting of the novels action is the Coliseum; this is the background where a very important scene takes place. Here Daisy has the final encounter with Winterbourne, here she contacts the fever, malaria and after that she dies. This place is not randomly chose. In ancient times, the Coliseum was a place famous for different fights and contests. But also, the Coliseum is well-known as the place where centuries of Christian martyrdoms took place  [6]  . Considering this background from a symbolic perspective the Coliseum becomes a place where an innocent girl was killed without having any guilt and being pure and sinless just like the Christians in the ancient times. It is typical for Henry James to represent the society of people interested in ideas and refinements of subtle manner. He often was considered as being a cosmopolite because he liked travelling so much and he often moved between America, England and Europe. The conflict between Americans and Europeans can be found as one of the main themes in the background of his novel. This theme has at its basis a modernistic concept specific to the age. The American origin plays a great role in the novel because all the characters that bare this nationality are the greatest characters, that mature and finally achieve a greatness at the end of the novel. The usual image that we find is the one of the American that loses a part of that initial innocence when encountering the figure of the European with life experience. When it comes to James structure of the novel, we can find that almost all of them are structured in the same way. We have a central thing that supremely matters, as James himself said, that all the lines point at. In Daisy Miller , this supreme matter is Winterbourne lust for the discovery of Daisys innocence. As a consequence we have the circular structure of the novel as an approach to the central subject. Henry James offers us situations of a society that he was part of and we can see that in his novels, every incident has its function in providing us more information about a situation or a character. Although we may be tempted to say that he had a sort of realism in his works, the only reality we can find is the description of a society of conflict.

Lack of Variance Among Modern Cars :: Economy

Lack of Variance Among Modern Cars We ask ourselves every time we see heavy traffic, is there no variance anymore amongst car models? In the old days, as a matter of fact only five or ten years ago every single car brand seemed to have it's own personality, today they look more like a cluster of copycats. What went wrong? One reason is that the automotive industry has certain trends it has to follow, just like fashion designers and musical composers. In times of recession and decreasing sales there is less room to take chances and manufacturers are prone to follow the common pattern as a safer bet rather than releasing a controversial product that might or might not sell very well. This makes for different models to conform considerably under the rules and regulations for the design of a car of this decade. Another reason is that many manufacturers actually cooperate and by contracts copy each others models. The Mitsubishi 3000 GT for example is practically the same car as the Dodge Stealth, only the Mitsubishi is made in Japan at the original factory and the Stealth is made in the US at the Dodge factory. Apart from the two emblems respectively, very few details differ the two cars. Honda who have been in need of a sport utility vehicle in order to grab their share of that part of the market, which has grown considerably the last decade have taken almost desperate measures. They have simply bought the rights to re-badge the Isuzu Rodeo as the Honda Passport and marketed it as an all new model. The last and maybe the most logical reason is that all manufacturers are striving towards 'the perfect car'. All cars are supposed to offer a maximum of performance, passenger room and cargo space, and a minimum of fuel consumption and cost to manufacture and maintain. There are only so many ways to technically achieve these goals. Cars tend to get more rounded edges in order to be more aerodynamic. The trunk lid is high in order to offer greater cargo space without imposing on the passengers. The design of the trunk lid is also approaching the 'optimal' shape for easy loading and access. Windows are large and pillars are thin for better view. The lights, both back and front, are homing in on the design for maximum

Groups vs Individuals Essay

‘Individuals will complete a task more efficiently and effectively than a group. And training in group dynamics, whilst interesting, has no practical value as a means of increasing the standard of group performance’ (Mullins, 2007, p296). Essay This essay is going to examine the main differences between the work of individuals and the work of a group. The perception of the author of the essay title basically states that there are more benefits than drawbacks in the individual work when comparing to the group work as well as that a given task can be completed more efficiently and effectively by an individual. The other part of the title discusses that there is no increase in group performance even though training in group is more interesting and appealing. In order to examine these two statements it is essential to consider every effect that might have an impact on the work of both individuals and groups. What often comes to people’s mind when discussing the advantages and disadvantages of working in a group is that the more people you have the more ideas you have and that the more people you have the faster the given task is completed. This essay will reveal that it is not as simple as many of us might think and that there are many complex elements of people’s behaviour that might have both positive and negative effect on the final task result. In what follows, we’ll have a look at these factors and give reasons why should the work of individual be more effective than group work or why not. In this part of the essay we are going to have a look at how various individual differences affect individual behaviour in the workplace. Individuals in the organization explore five topics which are personality, perception, learning and motivation at work. All these five psychological aspects are very closely related to each other and they help us to understand behaviour in general as well as in particular but also to analyze the performance of work and the quality of working life. We have chosen to focus on one of these five topics – Personality. Firstly, it is required to comprehend what actually personality is. Despite of the fact, (Bratton, 2007) that any universal definition of personality has not been accepted yet, we define personality as a relatively resistant way of thinking, feeling and acting which characterizes a person’s response to his or her environment. However, (Buchanan & Huczynski, 2004) there are some properties, which restrict our definition of personality, that are both stable and distinctive, depending on different situations and over time. In the case of stability, we are not interested in properties that are occasional and transient. For example, changes in person’s behaviour caused by the consumption of drugs or caused by some kind of illness are not considered as personality characteristics, unless they become permanent. However, there is one serious issue and that is the fact that personalities appear to be flexible. For example, a manager who appears to be very loud and emotionless in the office could be a caring and supportive parent in family life. In the case of distinctiveness, we must know that personality theory is related to properties that are unique to the individual and not to those that all or most other people share. For example, a man may be aggressive towards taxi drivers, friendly with waiters, loud at concerts and terrified of spiders. But the thing is that he may share some of these dispositions with a friend who breeds spiders. We also must know that, (Buchanan & Huczynski, 2004) the theory of personality relies on two main propositions. One of them is that behaviour does not change frequently even though is has both stable and distinctive features. The other one is that it must be accepted they only way how to compare the distinctive properties is by comparing them to the properties of others. One of the many theories of personality is Eysenck’s three-factor model of personality. Hans J. Eysenck (1916-1997), a well-known British psychologist born in Berlin, Germany, used factor analysis to originate his theory of personality. His theory declares, (Bratton, 2007) that a normal personality can be understood in terms of three basic factors : introversion ( a personality dimension that characterizes people who are territorial and solitary ) – extroversion ( a personality dimension that characterizes people who are outgoing, sociable and talkative ), stability – instability and self-control – psychoticism. Introversion is the opposite of extroversion, stability is the opposite of instability and self-control is the opposite of psychoticism. Eysenck created a two dimensional model which he believed captured the most important aspects of person’s personality ( see Figure 1. 0 ). [pic] Figure 1. 0 points out the effects of various combinations of the three dimensions and relates them to the four personality types (Bratton, 2007) originated by the Greek physician Galen in the second century AD. The fact that the two basic dimensions intersect at right angles ( in the sense that they are independent ) should be noted. Therefore, when we know what level of extroversion personality has it does not show us how emotionally stable the personality is. The level of person’s stability could be anywhere along the stability dimension. The other thing which the diagram reveals is that various combinations of the two primary basic dimensions make different personalities. For example, as we can see, an extroverted unstable person is touchy, restless and aggressive an extroverted stable person is sociable, outgoing and talkative. Eysenck’s theory puts in our mind that the type of personality might have a vast effect on an individual completing a given task. Therefore, a company should be very careful when hiring new employees. But on the other hand, hiring a suitable type of personality would bring a great effectiveness and efficiency into the company’s performance. In this part of the essay we are going to examine some problems that might occur in the work group. When speaking of groups we must understand what actually a group is. A group could be people waiting at a bus stop for a bus, audience in a theatre, people sheltering in a shop doorway from the rain or members of a football team. However, only one of the mentioned groups can be regarded as a work group and that is the football team. It is very significant to recognize a distinction between mere aggregates of individuals and psychological group. Consequently, we must know what characteristics a group must meet to become one. Firstly, (Buchanan & Huczynski, 2004) it is a minimum membership of two people. No ‘official’ size has been accepted, and different authors describe groups that range from two to thirty individuals. However, the more members a group has the more relations within the group there are. This fact might have a huge effect on the group performance whereas the bigger the group is the better level of communication is required and the more complex it is to operate the group effectively and successfully. Secondly, (Buchanan & Huczynski, 2004) every single member of the group must be able to communicate with every other member. In case of not meeting this criterion there might be some very serious problems in completing a given task. For example, if there was a group of three members and one member would not communicate with one of the other two members, the efficiency of the group performance would be hardly decreased. Thirdly, (Buchanan & Huczynski, 2004) members must have a shared sense of collective identity. Each member must be associated with the other members, not see him or herself as a individual working independently and at the same time all members must believe themselves in order to distinct the group from other groups. Failing to meet this criterion might cause a very negative impact on completing a task. For example, if one group member do not believe in some of the other member it might cause a tension between the members or it might make the disbelieving member work independently and again decrease the efficiency of the group performance. Fourthly, (Buchanan & Huczynski, 2004) members must have complementary goals. Each member of a group may have different goals which can be achieved only by membership of and participation in the group. Fifthly, (Buchanan & Huczynski, 2004) a group must have a structure. Every member of the group will have a different role, for example initiator, suggestion-provider, compromiser and etc. These roles tend to become fixed and indicate what members expect from each other. This criterion can be met only by following certain norms or rules. We believe that this is the most fragile part of work groups. Some people believe that rules are made to be broken and tend not to follow them. This can as well as the other criteria have a vast impact on the group performance. This part of the essay is going to be related to the statement that training in group dynamics, whilst interesting, has no practical value as a means of increasing the standard of group performance. First of all, we must gain knowledge of the term group dynamics. Group dynamics (Bratton, 2007) is the study of human behaviour in groups. The nature of groups, group development and the interrelations between individuals and group, other groups and other elements of formal organizations are included in this study. We have four major factors (Bratton, 2007) that influence group dynamics, but be aware that these factors does not attempt to create a theory of group dynamics, nor these factors can be applied to every type of group. These four elements are group context, group structure, group processes and group outcomes. We will have a closer look at the group structure. The group structure has a crucial role in group dynamics. It influences the way members relate and interact with each other and it also enable us to explain individual behaviour within the group. Without any doubt all of us have at least once found ourselves in a group. We know that group members within a group are not equal, do not have the same knowledge, have different perceptions and have different skills and abilities. This is where the differentiation takes place and where social relations are formed. According to Bratton (2007, p. 303) the group structure is the stable pattern of relationships among the differentiated elements in the group. Size of the group along other factors such as roles, status and leadership plays very important role in differentiation of a group. As we have mentioned earlier the more people you have in a group the more relationships there are and the more relationships there are the more likely a conflict might occur. For example, a group of three has three relationships, a group of four has six relationships and a group of seven has however 21 relationships. A big problem that might occur in a group is when a group has numerous members coalitions might intervene which means that some members align themselves against other group members.

Key Signature and Beethoven - 9252 Words

Outline Title: Life and Works of Ludwig van Beethoven and His Achievements Thesis Statement: Beethoven is one of the greatest composer in the history of music. He played a big role in the world of music. He was the one who initiated among his co-composers the freedom to express themselves. Some of his masterpieces were Eroica Pastorale, Fideleo and the religious composition entitled Missa Solemnis. I. Introduction II. The Man and His Music A. Historical background 1. Early years a. Beethoven born in Bonn b. Studied under Christian Gottlob Neefe (1748-98) c. 1787: brief visit to†¦show more content†¦Wilfredo and Mrs. Rebecca Camarce, for the support they have given along with their patience; to my beloved teacher, Mrs. Felicitas P. Centeno, for the motivation and encouragement to strive for excellence; to my relatives, Ms. Lilibeth and Mr. Nià ±o Joseph Lacson, for their contribution to this research project; and lastly, to the sites I’ve researched that helps my research work being completed. To these people, grateful words are not enough, for what they have done is beyond gratitude, a prized memory that can be measured in terms of love. I Introduction Ludwig van Beethoven was a great composer at his time. He was a German composer and born in a big family whose interest and inclination is music. Though at the age of 20, he was already known as a pianist and a composer with distinctive talent, it was at the age of 30 that Beethoven was recognized as a talented pianist. In 1796, his life changed when he started to feel deafness. At first, he was dismayed and become irritable so that he almost lost his hope but due to his strong determination, he continued to compose music. He was able to create wonderful and well-loved music even though he became totally deaf. Beethoven was the grandson of a musician of Flemish origin named Lodewijk van Beethoven (1712–1773). Beethoven was named after his grandfather, as Lodewijk is the Dutch cognate of Ludwig. BeethovensShow MoreRelatedThe Lord Of Pop By Michael Jackson1637 Words   |  7 PagesAt the point when one considers fanciful specialists, it would shock no one that the names of Beethoven and Michael Jackson would emerge in the discussion. On one hand, you have the Lord of Pop, who is most generally known for his commitments to contemporary music and move everywhere throughout the world. While, on the other, you have an expert arranger and musician; a musical wonder from a youthful age. Both were masters in their privilege. 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Beethoven quickly finished the songs and made them available to his commissionerRead MoreEssay General Knowledge - Rondo Op.51 No.1 in C Major by Beethoven726 Words   |  3 PagesRondo Op.51 No.1 in C major by Beethoven †¢ Rondo: a musical form characterized by a repeated theme that alternate with other themes †¢ Opus: a number given chronologically order the works of a composer †¢ This rondo was composed between 1796 and 1797. †¢ About the composer and period: Beethoven, Ludwig van (1770-1827) †¢ Period: Classical (1750-1820)/early Romantic (about 1820/30s-1910) †¢ Nationality: German †¢ Contemporaries: Haydn, Mozart, Clementi †¢ Works included: †¢ 32 piano sonatas