My Darling Clementine A Film That Follows The Classic...

My Darling Clementine (1946) is a film that follows the classic semantics and syntactics of an original western film through the common traits, attitudes, characters, shots and locations that attribute to the building blocks of the Western genre. My Darling Clementine also includes syntactic elements that incorporate the genres fundamental grammar and the structure into which building blocks are placed. This can be compared and contrasted with the film Unforgiven which represents the revisionist western. The revisionist western includes a less idealistic and more morally ambiguous structure of film. Alcohol, the characteristics and the role of women, and the appearance and features of men can all be compared and contrasted throughout the two films. While My Darling Clementine fits into the classical semantics and syntax of the Western genre, Unforgiven explores the role of women, men and alcohol in a new way in which reversal of the traditional subject. Alcohol: My Darling Clementine: In the film, My Darling Clementine, alcohol is seen mainly throughout the saloon. The saloon is a typical iconography of the scenes seen throughout the typical/classic Western film. The saloon is seen as a meeting place for men as well as a place for duel between opposing sides. The idea of the saloon as a meeting place to consume and mingle with alcohol can be seen as a ritual approach to the Western genre. This means that the functions of the saloon are seen as a shared myth, in which

The Impacts of the Emergence of Sociology on the Works of...

The emergence of sociology as a discipline is a result of the social, economic, political and technological developments in the eighteenth and nineteenth centuries. In this essay, the adequacy of this viewpoint will be analysed by pointing out these developments and highlighting their impact on the works of Emile Durkheim, Karl Marx and Max Weber. The three are considered because they are regarded as the pioneers of sociology. Furthermore, the relevance of the early work of the above to modern sociology will be highlighted. The eighteenth and nineteenth centuries was a period characterised by large population growth coupled with a large demographic shift. This was aided by technological innovations such as the development of railroads and the steam engine. The demographic shift was mainly to urban areas where there was rapid growth and development in the manufacturing industry. The developments were driven by curious scientists and professionals who were extending the influence of large institutions, in biology, banking and etc., to larger portions of the society. The consequence was the emergence of a capitalist society. The chaos and social disorder that resulted from the series of political revolutions ushered in by the French Revolution in 1789 disturbed many early social theorists. While they recognized that a return to the old order was impossible, they sought to find new sources of order in societies that had been traumatized by dramatic political changes. SocialismShow MoreRelatedMarx, Durkheim, Weber and Simmel on the Development of Capitalist Society and the Demise of Individualism3246 Words   |  13 PagesMarx, Durkheim, Weber and Simmel on the Development of Capitalist Society and the Demise of Individualism Theorists began to recognize capitalism as pre-industrial society developed economically and major social changes began to occur. Modernization resulted in industrialization, urbanization and bureaucratization as the workplace shifted from the home to the factory, people moved from farms into cities where jobs were more readily available and large-scale formal organizations emerged. ClassicalRead MoreThe Key Ideas of the Enlightenment Essay1865 Words   |  8 Pagesconcepts of the ‘Enlightenment’ also known as â€Å"The Age of Reasonâ€Å" that occurred from the 16th and 17th century, before considering the manner in which it helped to shape the sociological view on societies and how it has linked to the birth of sociology. Before doing so I will give a brief historical context. All the profound questioning that emerged during the Enlightenment came out of the undermining of the old Catholic authority over all social truth that was produced by the Reformation whenRead MoreRastafarian79520 Words   |  319 Pagesstruggles have enabled us to survive and thrive This page intentionally left blank Foreword One of the most useful things about Ennis Edmondss Rastafari: From Outcasts to Culture Bearers is that it correctly traces the connection between the emergence of Rastafarianism and the history of resistance and black consciousness that has been part of the Jamaican experience for years. The truth is that there has always been a committed Jamaican counter- culture that celebrates and sees redemption inRead MoreOrganisational Theory230255 Words   |  922 Pagesa text that will give a good idea of the breadth and complexity of this important subject, and this is precisely what McAuley, Duberley and Johnson have provided. They have done some sterling service in bringing together the very diverse strands of work that today qualify as constituting the subject of organisational theory. Whilst their writing is accessible and engaging, their approach is scholarly and serious. It is so easy for students (and indeed others who should know better) to trivialize this

Aviation management Free Essays

string(226) " intrigues and myriad arguments still mire the London airport expansion pursuit half a century later with the current Howard Davies Airports Commission set up in 2012 still wading in the long running controversy \(FT, 2014\)\." How did Stansted get the go ahead to become London’s 3rd airport? Pursuits for expansion of London airport capacity have been long drawn involving various Airport Commissions and political intrigues (FT, 2014). The quest for the Third London Airport particularly with regard to competing proposals for a new airport at Cublington and the expansion of Stansted is the subject of this section, which also discusses the key players who took part in the process.. We will write a custom essay sample on Aviation management or any similar topic only for you Order Now Capacity constraints at Heathrow, particularly with the rapid growth in air traffic in the 1950s, led to overflows into Gatwick, UK’s second airport. Neither of these two locations are however ideal given the growth of the city. Built-up areas are not conducive for air safety and there is the additional challenge of noise pollution impacting residents (Helsey and Codd, 2012). It became apparent in the 1960s that there was need to meet considerable growth anticipated into the future. This gave rise to proposals for a new airport and expansion of existing capacity. Stansted, a former military airfield in Essex, was proposed as a third airport in 1963 and was thereafter endorsed by a Government White Paper in 1967 (HC Hansard, 1971; Stansted Airport, 2013). A subsequent inconclusive public inquiry led to the setup of the Commission for the Third London Airport, popularly referred to as the Roskill Commission tasked with review of sites for a third airport (Abelson and Flowerdew, 1972; UKCAA, 2013). With its evaluation of the timing of need, the requirement for expansion of capacity, and after a careful study of a total of 80 proposed project sites, four sites were finally chosen, principal among them a new airport at Cublington in the Vale of Aylesbury. It was deemed to offer best access situated in the key London-Birmingham axis away from built-up areas and would cost less than most of the alternatives (Abelson and Flowerdew, 1972). This proposal however met with strong opposition from local people, politicians and middle-class voters making it politically untenable (FT, 2014). An influential member of the Roskill Commission, Colin Buchanan, in dissent on grounds of environmental and planning concerns, proposed a new alternative at Maplin Sands, Foulness in the Thames Estuary. This opened the door to strong political opposition against Cublington with the latter proposal becoming the preferred option of the Conservative government of the day which thus disregarded Roskill’s proposal (FT, 2014; Helsey and Codd, 2012; Mishan, 1970). Maplin had interestingly been considered by the Roskill Commission and had been decisively rejected on the basis of cost (the most expensive option overall), distance and convenience to prospective passengers (the most remote) (FT, 2014; Mayor of London, 2013). With all the political support and progress towards the Maplin proposal, it was not built (FT, 2014; Helsey and Codd, 2012). The cost of the constituent deep-harbour, rail links, motorways, new towns to accommodate workers, and surface route to the airport was an astronomical ?825 million (estimated at ?8,448 million today) (Helsey and Codd, 2012). To many, including the opposition party then – the Labour Party, this was regarded as unacceptable (FT, 2014). With the coming to power of the Labour Party a change in complexion, the Maplin airport project was abandoned in July 1974 (FT, 2014). A reappraisal of passenger projections in the new regime indicated â€Å"over-optimism† in forecasts showing that there was adequate capacity until 1990 at Heathrow, Gatwick, Stansted and Luton, aided by regional airports (AOA, 2013; UKCAA, 2013). However, with increasing competition from abroad and passenger numbers once more rising, the need for expansion became apparent. British Airports Authority (BAA), owner of the Stansted Airport, submitted plans for its expansion and with significant lobbying by its Chairman Norman Payne and the enlisting of support from Margaret Thatcher, the Maplin scheme was abandoned in favour of a cheaper plan to enlarge Stansted (Mayor of London, 2013). This option had also been considered by Roskill and had not made the shortlist of key options (FT, 2014). The expansion of Stansted was accomplished a decade after its proposition but was a predictable failure challenged by a lack of success in attracting and supporting long-haul operations by airlines (World Airline Directory, 2001; UKCAA, 2013). It was however to benefit from the emergence of low-cost carriers, principally Ryanair, which were drawn by attractive landing charges which offset consequent inconvenience to their passengers (UKCAA, 2013; Mayor of London, 2013; BBC, 2011). Airport policy in the UK has been a case study of political short-termism with the location of an additional (3rd) airport for London in a dilemma. Heightened by uncertainy over demand and growth estimates and a general lack of bold political action, decisions are challenged by political considerations making inland airports unfeasible and economic considerations making coastal airports unfeasible. This has led to the postponement of requisite action with policy makers often prone to swaying given the intense and incessant lobbying and political pressures. References Abelson, P. and A., Flowerdew, 1972. Roskill’s successful recommendation.† In: Journal of the Royal Statistical Society. Vol. 135. No. 4, pp.467 Airports Operators Association, 2013. The Airport Operator, Autumn 2013. BBC, 2011. Heathrow and Stansted runway plans scrapped by BAA, 24 May 2010. Viewed on 30/1/2014 from: http://www.bbc.co.uk/news/uk Financial Times, 2014. London’s new airport held to ransom by folly. December, 2013 House of Commons Hansard, 1971. Third London Airport (Roskill Commission Report). 4th March. Vol. 812. cc1912-2078. HC 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 Mayor of London, 2013. Why London needs a new hub airport. Transport for London. Viewed from: http://www.tfl.gov.uk/corporate/projectsandschemes/26576.aspx Mishan, E., 1970. What is wrong with RoskillLondon: London School of Economics Stansted Airport, 2013. Press Release. Viewed on 1st Feb 2014 from: http://www.stanstedairport.com UKCAA, 2013. UK Airport Statistics – Aviation Intelligence. United Kingdom Civil Aviation Authority. World Airline Directory, 2001. Flight International. Stansted Airport, Stansted, Essex, 27 March – 2 April 2001. CM241SB, UK Given the urgent need to find a solution to UK airport capacity why do you think the government wishes to delay the process? Political intrigues and myriad arguments still mire the London airport expansion pursuit half a century later with the current Howard Davies Airports Commission set up in 2012 still wading in the long running controversy (FT, 2014). You read "Aviation management" in category "Essay examples" Continued political posturing, hedging and stonewalling still characterizes this pursuit for a viable solution given the readiness to oppose policies espoused by those of different complexions and political stand and complication of issues hindering bold decisions and action (FT, 2014; CAPA, 2013). With reference to previous government airport policies, this section evaluates the desire of government to postpone a decision on the final solution to meet need until after the 2015 general election. In the Davies Commission’s view, the capacity challenge is yet to become critical and there is need for action as there is potential for it to be (The Independent, 2014; Airports Committee, 2013a). These findings contained in its December 2013 interim report (preceding a final report expected in 2015) are based on the acknowledgement of continued growth of air travel, mainly in the South East of England with the need for an extra runway by 2030 and another possibly by 2050. For the short and medium term, the Commission has made a raft of proposals to enhance efficiency of airline and ground operations (Airports Commission, 2013b). Ideally, the latter proposal is arguably most appropriate given that operational and design improvements have hitherto enabled the handling of more volumes than anticipated, extending current capacity and enabling full and efficient use of available resource (UKCAA, 2013; The Independent, 2014). On the Commission’s shortlist of options for the short and medium term include a third runwayand lengthening of an existing runway at Heathrow, and a new runway at Gatwick. The proposal for a brand new airport in the Thames Estuary is side-lined citing uncertainties and challenges surrounding it with the Commission however promising to evaluate its feasibility and to arrive at a decision regarding its viability later in 2014 as well as longer term expansion options at Stansted and Birmingham (CAPA, 2013; Airport International, 2012). The government however says that it will not make a final decision in this regard until after the 2015 general election pushing the responsibility to the next government (CAPA, 2013; FT, 2014). When the Coalition government came to power in 2010, it scrapped former Labour government’s plan for a third runway at Heathrow to which it had been strongly opposed instead favouring the creation of a new hub airport in the Thames Estuary (Helsey and Codd, 2012). Given renewed focus on Heathrow, there seems to be a deliberate decision by government to avoid offending the electorate in its turnaround from its manifesto commitment, as well as to avoid political turbulence in the run up to the forthcoming elections (FT, 2014; CAPA, 2013). It is widely accepted that Prime Minister David Cameron set up the Davies Commission in a bid to postpone or to defuse controversy, maintaining a dishonest ambiguity until after the general election (FT, 2014). Heathrow is a popular preference given the support it receives from the majority of politicians (except those with constituencies on the flight path); business and powerful representative lobby bodies; airlines; air alliances; remote UK regional airports benefiting from international connections; as well as domestic and international aviation representative bodies (CAPA, 2013; FT, 2014). Critics state that the inclusion of other airports is intended at making the proposals not to seem too Heathrow-centric and is aimed at political expediency (FT, 2014, CAPA, 2013). It would have been political dynamite for the Commission not to have made positive clamours with regard to runway capacity warding off accusations of ministers trying to kick the controversy ‘into the long grass’, a scenario which has bedevilled such pursuits for half a century (CAPA, 2013; The Independent, 2014). From the 1967 Government White Paper permitting the expansion of Stansted, through subsequent inquiries and the Roskill Commission in the early 1970s, the quest for expanded capacity continues with arguments going back and forth around similar proposals and sites (FT, 2014; UKCAA, 2013). Expansion at Heathrow is an easy road given that it is relatively cheaper and has less challenges but for the environmental concerns of noise pollution and carbon emissions which cannot be ignored or wished away (Airports Committee, 2013a). The option for expansion at Stansted is impeded by previous capacity limitation by the 1985 White Paper, though it got reprieve in the 2003 ‘Future of Air Transport’ White Paper and an extension of passenger capacity limit by the courts (DOT, 2003). Yet, Stansted has historically been challenged with regard to its support of long-haul flights; preference by airlines; as well as environmental concerns (World Airline Directory, 2001; UKCAA, 2013). The T hames Estuary option despite being the most environmentally sound is challenged by economic considerations regarding not only the cost of building the airport but also the requisite surface links, and costs associated with imminent closure at Heathrow. There is also difficulty in the estimation of effects it will have on demand and airline operations (The Independent, 2014; Airports Commission, 2013b; Airport International, 2012). This scenario highlights the present dilemma facing political players and government, which is what leads to their general uncertainty and a general lack of boldness in approach. Intense lobbying and political pressure has consequently led to the postponement of decisions and the backtracking by government from its pledge. The divide in opinion and arguments causing uncertainty hands politicians a license to continue to do nothing at all. References 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. 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 Airport International, 2012. Thames Estuary Airport Is Not A â€Å"Short Term† Solution. 4 July 2012. 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. Viewed on 14/1/2014 from: http://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/about/strategy/whitepapers Financial Times, 2014. London’s new airport held to ransom by folly. December, 2013 Helsey and Codd, 2012. Aviation: proposals for an airport in the Thames estuary, 1945-2012 The Independent, 2014. Sir Howard Davies’ Airports Commission: Air travel could be transformed within a few years – with no more ‘stacking’. 17th December, 2013 UKCAA, 2013. UK Airport Statistics – Aviation Intelligence. United Kingdom Civil Aviation Authority. How to cite Aviation management, Essay examples

Case Study Ford Motor Company Essay Example For Students

Case Study Ford Motor Company Essay Ford Motor CompanyAddress: The American RoadDearborn, Michigan 48121, USAPublic Company Incorporated: July, 1918Employees: 383,300Sales: $62.17 billionStock Index: New York, Boston, Pacific Midwest, Toronto, Montreal, LondonUntil recently, the Ford Motor Company has been one of the most dynastic of American enterprises, a factor which has both benefited the company and has brought it to the brink of disaster. Today Ford is the second largest manufacturer of automobiles and trucks in the world, and its operations are well diversified, both operationally and geographically. The company operates the worlds second largest finance company in the world, and is a major producer of tractors, glass and steel. It is most prominent in the US, but also has plants in Canada, Britain and Germany, and facilities in over 100 countries. Henry Ford I, the founder of Ford Motor Company, was born on a farm near Dearborn, Mi in 1869. From boyhood, he had a talent for engineering, but it was not until 1890 that he commenced his engineering career as an employee of the Detroit Edison Company. Fords superiors at the electric company felt his hobby distracted him from his regular occupation, and despite his promotion to chief engineer, he was forced to quit in 1899. Shortly afterwards, with financial backing from private investors, Ford established the Detroit Automobile Company. He later withdrew from the venture after a disagreement with business associates over numbers and prices of cars to be produced. Working independently in a small shed in Detroit, Henry Ford developed two four cylinder, 80-horsepower race cars called the 999 and the Arrow, with $28,000 of capital raised from friends and neighbors. Henry Ford established a new shop on June 16, 1903. In this facility the Ford Motor Company began production of a two cylinder, eight-horsepower design called the Model A. The company produced 1,708 of these models in the first year of operation. Henry Ford and his engineers designed several automobiles, each one designated by a letter of the alphabet: these included the small, four cylinder Model N (which sold for $500), and the more luxurious six-cylinder Model K (which sold poorly for $2500). In October 1908, Ford introduced the durable and practical Model T. Demand for this car was so great that Ford was forced to enlarge its production facilities. Over 10,000 Model Ts were produced in 1909. In developing the assembly line, Ford noted that the average worker performed several tasks in the production of each component, and used a variety of tools in the process. He improved efficiency by having each worker specialize in one task, with one tool. The component on which the employee worked was conveyed to him on a moving belt, and after allowing a set time for the task to be performed, the component was moved on to the next operation. Slower workers thus needed to increase their work rate in order to maintain production at the rate determined by the speed of the belts. When the US became involved in World War I (April 1917), the Ford Motor Company placed its vast resources at the disposal of the government. For the duration of the war, Ford Motor produced large quantities of automobiles, trucks, and ambulances, as well as Liberty airplane motors, whippet tanks, Eagle submarine chasers and munitions. In 1918, Henry Ford officially retired from the company, naming his son, Edsel, president. At the end of the war Henry and Edsel disagreed with fellow stockholders over the planned expenditure of several million dollars for a large new manufacturing complex at River Rouge. The Fords eventually resolved the conflict by buying out all the other shareholders. .ucf241b42e56c0a5c7b9a88cf3a3eee78 , .ucf241b42e56c0a5c7b9a88cf3a3eee78 .postImageUrl , .ucf241b42e56c0a5c7b9a88cf3a3eee78 .centered-text-area { min-height: 80px; position: relative; } .ucf241b42e56c0a5c7b9a88cf3a3eee78 , .ucf241b42e56c0a5c7b9a88cf3a3eee78:hover , .ucf241b42e56c0a5c7b9a88cf3a3eee78:visited , .ucf241b42e56c0a5c7b9a88cf3a3eee78:active { border:0!important; } .ucf241b42e56c0a5c7b9a88cf3a3eee78 .clearfix:after { content: ""; display: table; clear: both; } .ucf241b42e56c0a5c7b9a88cf3a3eee78 { display: block; transition: background-color 250ms; webkit-transition: background-color 250ms; width: 100%; opacity: 1; transition: opacity 250ms; webkit-transition: opacity 250ms; background-color: #95A5A6; } .ucf241b42e56c0a5c7b9a88cf3a3eee78:active , .ucf241b42e56c0a5c7b9a88cf3a3eee78:hover { opacity: 1; transition: opacity 250ms; webkit-transition: opacity 250ms; background-color: #2C3E50; } .ucf241b42e56c0a5c7b9a88cf3a3eee78 .centered-text-area { width: 100%; position: relative ; } .ucf241b42e56c0a5c7b9a88cf3a3eee78 .ctaText { border-bottom: 0 solid #fff; color: #2980B9; font-size: 16px; font-weight: bold; margin: 0; padding: 0; text-decoration: underline; } .ucf241b42e56c0a5c7b9a88cf3a3eee78 .postTitle { color: #FFFFFF; font-size: 16px; font-weight: 600; margin: 0; padding: 0; width: 100%; } .ucf241b42e56c0a5c7b9a88cf3a3eee78 .ctaButton { background-color: #7F8C8D!important; color: #2980B9; border: none; border-radius: 3px; box-shadow: none; font-size: 14px; font-weight: bold; line-height: 26px; moz-border-radius: 3px; text-align: center; text-decoration: none; text-shadow: none; width: 80px; min-height: 80px; background: url(https://artscolumbia.org/wp-content/plugins/intelly-related-posts/assets/images/simple-arrow.png)no-repeat; position: absolute; right: 0; top: 0; } .ucf241b42e56c0a5c7b9a88cf3a3eee78:hover .ctaButton { background-color: #34495E!important; } .ucf241b42e56c0a5c7b9a88cf3a3eee78 .centered-text { display: table; height: 80px; padding-left : 18px; top: 0; } .ucf241b42e56c0a5c7b9a88cf3a3eee78 .ucf241b42e56c0a5c7b9a88cf3a3eee78-content { display: table-cell; margin: 0; padding: 0; padding-right: 108px; position: relative; vertical-align: middle; width: 100%; } .ucf241b42e56c0a5c7b9a88cf3a3eee78:after { content: ""; display: block; clear: both; } READ: Animals In The Eyes Of The Dragon EssayBetween January 1 and April 19, 1921, the Ford Motor Company had $58 million in financial obligations due, and only $29 million available to meet them. With little time available, Henry Ford transferred as many automobiles as possible to the dealerships. This generated $25 million. $28 million more was produced by purchasing the Detroit, Toledo ; Ironton railroad. This, and funds from other sources not only saved the company from bankruptcy, but enabled Ford to acquire the financially troubled Lincoln Motor Company in 1922. After 18 years producing the Model T, the Ford Motor Company faced its first serious threat from a competitor. In 1926, the