Corporate theory and pratice Essay Example | Topics and Well Written Essays - 2500 words

Corporate theory and pratice - Essay Example ther regulatory bodies therefore acted urgently initiating a raft of new amendments aimed at halting firms from concealing underperforming portfolios through ingenious accounting practices (Brodie, 2008). Consequently the IASB and the FASB issued amendments to IAS 39 Financial Instruments: Recognition and Measurement and IFRS 7 Financial Instruments: Disclosures that permit the reclassification of some financial instruments and require consequential additional disclosures in respect of any reclassification made.   These amendments were issued to address the current market conditions and, due to its urgency, were issued without the normal due process  (IASB & FASB, 2009). The Financial Statement Presentation is one of the seven joint IASB and FASB financial accounting projects set to concluded by the year 2011 in three phases [See Table 1]. The main preposition was the introduction of a cohesive, disaggregated, and liquid and flexible. The FSP Discussion Paper (DP) – Preliminary views on Financial Statement Presentation is founded on three premises which require a presentation of the FSP in such a way that: ‘establish a standard that will guide the organization and presentation of information in the financial statements...the management of an entity communicates financial statement information to users of financial statements, such as present and potential equity investors, lenders, and other creditors...improve the usefulness of the information provided in an entity’s financial statements to help users make decisions in their capacity as capital providers.’ (IASB and FASB, 2009, Pg.1) The board’s primary intention is for firms to present a singular financial statement with the objective of enhancing the financial presentation model that is analogous and uniform hence decipherable to the users. The projected presentation model necessitates a firm to present the financial information in a way that depicts how it operates its business disengaged from data

Leadership Development Research Paper Example | Topics and Well Written Essays - 3750 words

Leadership Development - Research Paper Example However, with the presence of globalization in the business environment, increases in available job opportunities in multiple industries, and internal business needs for multi-talented workers to maintain competitive advantages, many organizations had little choice but to break-down autocratic management systems if organizational managers desired to gain employee commitment, loyalty and retention. This is the foundation of modern leadership, an evolution from command-and-control management that ultimately became rather ineffective in the late 20th Century. Leadership is a type of social persuasion which allows a manager to seek support and assistance from employees in the pursuit of attaining positive results with common projects and objectives (Nickels, McHugh & McHugh, 2008; Chamers, 1997). Leadership is an influential individual within the organization that creates a mission, coaches others, builds positive social relationships, and ultimately maintaining competency that allows for group organization and team-working. Leadership, as opposed to traditional management practices, is now a fundamental aspect of contemporary human resources systems and the method by which organizations guarantee higher levels of job satisfaction and intention to stay with the company. However, it should be recognized that not all individuals in the professional environment maintain the skills and competencies to become effective leaders. Therefore, organizations must identify potential strategies and procedures to develop leaders with the aptitude and capability to gain employee followership. To be an effective leader means developing skills that promote a genuine willingness to follow the direction of leaders within employees, a talent that is multi-faceted and complex based on psychological and sociological attributes and behaviors of employees. Furthermore, not all leadership

The 1956 Hungarian Revolution

The 1956 Hungarian Revolution The events of 1956 in Hungary, in the months of October and November, are considered by Westerners as one of the darkest moments of the Cold War. Indeed had President Eisenhower and his US officials observed the spontaneous national uprising in Hungary with shock and perplexity.  « Trumans doctrine of Containment  » had been preserved since the mid 1940s, and a revolution against the USSRs rule in Soviet sphere of influence was seen as a huge victory against communism. Wise Eisenhower however dared not to risk and jeopardize the atmosphere of improving relations with the newly empowered Soviet leader, Nikita Khrushchev. Nikita Khrushchev, born in 1894, was of poor background. He used to work as a pipe fitter in the mines. He fought in the Bolshevik Revolution and is known for participating in the bloody defense of Stalingrad, an anecdote he took great pride in throughout his life. In 1953, when Stalin passed away, Nikita returned to Moscow as one of Stalins close advisers and was eventually pronounced new leader of the USSR. On February 25, 1956, at the Twentieth Party Congress, he delivered the Secret Speech, vilifying Stalin. Khrushchevs new domestic policies, aimed at improving the lives of ordinary citizens, were often ineffective, especially in the area of agriculture. He also backed the progress of the early Soviet space program. Hoping to rely on missiles for national defense, Khrushchev ordered major cuts in conventional forces. Despite the cuts, Khrushchevs rule saw the tensest years of the Cold War, culminating in the Cuban Missile Crisis. However in the Secret Speech, Khrushchev openly de nounced Stalins cult of personality, and criticized Soviets who pictured him as a divinity on an altar and blindly approved of him on whichever aspect. At that time in Hungary, the revolution was about to burst. In 1955, Imre Nagy, famous for his belief in communism with a human face, was replaced as Hungarian prime minister and expelled from communist party over liberal policies. Early 1956 saw Polish anti-communist revolts by imposing the Martial Law. Reformist Wladyslaw Gomulka was eventually elected head of the communist party. These events steered a student revolt in the streets of Budapest in October 23. The few students were soon joined by 200.000 other Hungarians, fuelled by the lukewarm prospect of liberation. The swelling demonstration then headed for the parliament where Nagy failed to connect with the crowd, and attended the retrieval of the angry mob to Radio Budapest. The most optimistics had hoped for the permission for a broadcast which included the demand of the withdrawal of Soviet troops and Hungarian Independance. The AVH secret police opened fire to disperse the crowd. Over the course of the next week, Nagy underwent a remarkable transformation, from a more or less dutiful pro-Moscow Communist to a politician willing to sanction unprecedented political, economic and social reform. These included the establishment of a multi-party state in Hungary and insistent on the withdrawal of all Soviet forces from the country. By November 1st, Nagy took the dramatic step of declaring Hungarys rejection of the Warsaw Pact and appealed to the United Nations for help in establishing the countrys neutrality. Surprisingly, on October 23 the revolt seemed like it was on the verge of an amazing triumph. The entire nation appeared to have taken up arms against the regime. On October 31, the tide seemed to turn in the revolutions favour when Pravda published a declaration promising greater equality in relations between the USSR and its East European satellites. One sentence of particular interest stated : The Soviet Government is prepared to enter into the appropriate negotiations with the government of the Hungarian Peoples Republic and other members of the Warsaw Treaty on the question of the presence of Soviet troops on the territory of Hungary. However, the apparent atmosphere derived from reality. Even CIA Director Allen Dulles described the succeeding uprising as a miracle. But the upcoming events evinced the untrustworthiness of the misleading declarations of the Kremlin. The latter believed that the rebellion directly threatened Communist rule in Hungary. Poland strangely did not suffer Soviet aggression contrastingly to Hungary, perhaps because Wladyslaw Gomulka and the Polish Communists solely challenged Kremlin rule and not the whole Communist system as the slav students had. The Kremlin also forecasted the West to judge their lack of response as a sign of weakness, which could encourage future uprisings of neighbouring satellite states and leaders. After the events of October 23 in Budapest, unarmed demonstrators were targeted by Soviet tanks. The angry and fed up people of Hungary called for a symbolic general strike. Janos Kadar was freed and became Nagys deputy. The revolution spreaded to the countryside. Nagy felt optimistic about the inauguration of negociations with the Soviets. On November 1st, Nagy officially announced Hungarys withdrawal of the Warsaw Pact. The Kremlin contemplated and deduced no other choice but to invade Hungarys Republic. The fourth, Soviet forces launched a major attack on Hungary aimed at crushing once and for all the spontaneous uprising. Within hours, Nagy himself sought asylum at the Yugoslav Embassy in Budapest while his former colleague and imminent replacement, Jà ¡nos Kà ¡dà ¡r prepared to take power with Moscows backing. On November 22, after receiving assurances of safe passage from Kà ¡dà ¡r and the Soviets, Nagy finally agreed to leave the Yugoslav Embassy. But he was immediately a rrested by Soviet security officers and flown to a secret location in Romania. By then, the fighting had mostly ended, the Hungarian resistance had essentially been destroyed, and Kà ¡dà ¡r was entering the next phase of his strategy to neutralize dissent for the long term. The Russians had once again demonstrated to be harsh and hostile when confronted to a revolt in its Empire. Some Hungarians are still embittered by the hypocrical approach the Soviet performed to crush the revolt. No other uprising was observed until the 1989 call for democracy. The history of the events of 1956 was effectively sealed to Hungarians. Even to mention the name of Imre Nagy in public was to risk punishment. At the exact same time the Hungarian revolution took place in the month of October, another crisis nearby began in Suez. On July 26, 1956, the Egyptian president, Gamal Abdel Nasser, nationalized the Suez Canal. The canal had been owned by the Suez Canal Company, which was controlled by French and British interests. The Suez Crisis was provoked by an American and British decision not to finance Egypts construction of the Aswan High Dam, as they had promised, in response to Egypts growing ties with communist Czechoslovakia and the Soviet Union. Vengefully, Abdel declared martial law in the canal zone and seized control of the Suez Canal Company, predicting that the tolls collected from ships passing through the canal would pay for the dams construction within five years. Britain and France feared that Nasser might close the canal and cut off shipments of petroleum flowing from the Persian Gulf to western Europe. When diplomatic efforts to settle the crisis failed, Britain and France s ecretly prepared military action to regain control of the canal and, if possible, to depose Nasser. They found a ready ally in Israel, whose hostility toward Egypt had been exacerbated by Nassers blockage of the Straits of Tiran (at the mouth of the Gulf of Aqaba) and the numerous raids by Egyptian-supported commandos into Israel during 1955-56. Britain and France, following their plan, demanded that Israeli and Egyptian troops withdraw from the canal, and they announced that they would intervene to enforce a cease-fire ordered by the United Nations. On November 5 and 6, British and French forces landed at Port Said and Port Fuad and began occupying the canal zone. This move was soon met by growing opposition at home and by U.S, which quickly put a stop to the Anglo-French action. On December 22 the UN evacuated British and French troops, and Israeli forces withdrew in March 1957. In the coldest year of the Cold War, the worlds attention was diverted from Hungary. OIL, the black gold, was the main interest of the power-hungry leaders of the time. This was more or less a strategic war, aimed at keeping the prosperity of the capitalist nations. France and England could have intervened in Hungary, but their concerns was to maintain European influence on Egyptian soils. The Suez Canal was situated in a crucial and strategic location, where taxes financed the British and French economies. The two countries also did not want to test the Soviet super-power and begin a open conflict with the communists, when they already were a problem at home. President Eisenhower also assumed that US intervention in Suez would be seen as self-interested, and a US support in the Hungarian revolution would have been obnoxious to the USSR. Eisenhowers policy was indeed to promote the independence of the so-called captive nations, but only over the longer-term. The policy of Containment had evolved into a more nonbelligerant and poker-face aspect, where military involvment had proved not be the exclusive answer to deal with a communist situation. The president was not ready to jeopardize the increasing pacifistic atmosphere of tolerance, world peace and cooperation which had been perceived over the last few years. The Hungarian revolt could have ended in a nuclear war opposing East and West, but fortunately, the Suez crisis and Eisenhowers wisdom and skepticism inhibited the catastrophic scenario. Nasser emerged from the Suez Crisis a victor and a hero for the cause of Arab and Egyptian nationalism. Israel did not win freedom to use the canal, but it did regain shipping rights in the Straits of Tiran. Britain and France, less fortunate, lost most of their influence in the Middle East as a result of the episode. Children of Glory : Children of Glory is a movie from Hungarian-American writer Joe Eszterhas. The two main characters are Karcsi, a water polo champion, and student activist Viki. Children of Glory traces the love story of two young Hungarians confronted to the violence and desperation of a conflict in their home country. We contemplate different ways people of Hungary opposed to the Soviet domination. Many students were similar to Viki, consumed by Communist rule, and sought to gain their independance by violence if necessary. Even if at first the student revolt seemed insignificant, it is a crowd of 200.000 people that Nagy witnessed in front of the Parliament. Karcsi is drawn by his love for Viki in the middle of the bloody revolt, and grows increasingly affectionate towards the girl and in agreement with her revolutionary ideas. The boy is however more pacifistic, as we never clearly feel an urge for him to exert violence. His passion is undoubtedly water-polo, and he seems pleased with the lifesty le he leads. However, his life changes when he meets Viki and sees his interest aroused by this intriguing fiery angel. She is fierce and direct for exposing her ideas, and shows great skills when it comes to defend her opinions. This strong character melts Karcsis heart, and he soon cannot be deprived of her for long, and wishes to follow her in her revolutionary projects. When Viki asks him to represent Hungary in Melbourne for the Olympics, it is with real bewilderment that he is informed of Soviet advance on Hungarian soil. Karcsi and his team-mates are then confronted to one the most arduous decision to make : continue the Olympics and defeat the Russians in the final. With support of the coach and leadership of Karcsi, the teams challenge is attained, and Hungary brings home the gold. Their country was honorably represented, and it is therefore a minor victory over the Soviet tyrants, as an oasis of hope or a wink to every Hungarian back home. The teams achievement was world-w ide followed, as it was televised and used as propaganda against the USSR. People watching the game might have been impressed by the determination and will of the young Hungarians to defeat their oppressors. They might have thought,  « Wow, these blokes are brave  ». These televised Olympics were the second to attach great importance to the surreptitious message they can deliver. In 1936, Jesse Owens had embarrassed Hitler by defeating arian-race athletes in the jumping and racing events. Hitler was absent to every medal the black man received. However, the Olympics had demonstrated Germanys power and  « magnificence  » throughout Goebbels propaganda techniques. Twenty years later, the message the Olympics undermined was different ; even under total dominance of the USSR, Hungary and its people were still united, alive and gleaming with pride. The oppressor had been defeated in a peaceful way, which consequently gave hope and courage to the Hungarian people, overwhelmed by S oviet tanks and bodies to bury. I personally believe that this movie, however produced fifty years after the events, is still honest and accurate to describe the atmosphere at that time. It exhibits lives of common people at that time, and authentically shows how common people compared to David, dealt with the big Russian Goliath. They virtually had no possibilities to triumph in their conquest of liberty, but still, they fought for what they thought was right, and it is honorable. Many were killed. 2006 was a perfect year to release a movie in commemoration of these antagonistic joyful and morbid events. The story is clearly romanced, but this aspect is welcomed in such somber times. People are emotionaly affected by a tragic ending, with a disappointed Karcsi who will never meet his beloved again. Despite, the ending then, I think the movie is 86% accurate. There is a Soviet perspective of the story which I cannot debate on because I do not know their side of the story. I however believe the atrocities of the con flicts and the courage people manifested was overly authentic. Lately, archival records have been excavated and analysed, and even US government records have recently been re-reviewed and released in more complete form. Many people suffered during that time, it has been remembered as an obscur part of Hungarian history, and this is why the general public can be aroused by this movie. Still today, sports are a source for propaganda. Politics have infiltered every aspect of our society, and we are controlled and influenced by the leaders at the top of the pyramid. However, the heroes of 1956 are no soldiers for once, but a team of water-polo. A group of young men supporting the weight of the pride and the hope of a whole country, with in return, the backing and the blessing of this same country.

Wake Up Girls Essay -- Media Fashion Papers

Wake Up Girls Sometimes we lose sight of what is important in life and that is when it is necessary to take a step back to reconsider the direction in which we are going. Teenage girls today are becoming less and less original and more generic. Generic symbolizing how alike teenage girls look. It is disturbing for me as a teenage girl to hear and see what teenage girls believe to be imperative in order to be happy and successful. The media in America has everything to do with what is going wrong with the lifestyles of young women. This is when we, as the target group for media, need to reassess our values and the meaning we wish to fulfill in our lives. I believe the media recognizes the influence that they possess over teenage girls but because such good profits are coming in off of movies, clothing, magazines, and other materialistic products, they find no need to stop or redirect their motives. A petite young girl strutting out of Abercrombie & Fitch wearing a black sequenced mini-skirt with a matching black top that is skin-tight against her undeveloped chest walks by at our local mall and unfortunately this is not so rare. Young girls in elementary school wearing skinny strap tank tops and make-up is unnecessary and frightening. It is sad to think that young girls are already caring at that age how they look and what other people might think of them. When I was in elementary school, which was not too long ago, I did not have a care in the world of what I was wearing and most of the girls around me seemed to be oblivious to each-other’s clothing. I actually think my mother still dressed me. So I believe it is valid to say that the influence of the media is becoming greater and it has stimulated children si... ...d hear we need to be able to block it out. The media has influenced us enough in the wrong direction and I believe it is time we influence them in the other direction. Seventeen; â€Å"Young Woman Today Take a Stand and Leave Behind the Generic Route That the Media was Guiding Them Toward.† Now that would be an issue worth the five dollars.N Works Cited Cooper, Peter J, ed., and Allen Stein, ed. Monographs in Clinical Pediatrics: Feeding Problems and Eating Disorders in Children and Adolescents.Vol 5. Philadelphia: Harwood Academic Publishers,1992. Russell, Gerald F.M. â€Å"Impact on Puberty of Anorexia.† Cooper 90. NationalEatingDisorders.org.22 Sep. 2003. Statistics; Eating Disorders and Their Precursers. 23 Sep. 2003

Geometric Design Of Rural Roads Engineering Essay

It is a good known fact that route accidents in South Africa are serious causes of concern. Harmonizing to the latest accident statistics at that place has been an addition in the figure of human deaths. Harmonizing to the article on the Arrive Alive web site ( Road decease toll ‘unacceptable ‘ ) [ 1 ] dated 3 January 2010, Transport Minister Sibusiso Ndebele is disappointed with the route decease toll, stating that one human death on the state ‘s roads is one excessively many. Preliminary statistics released by the section on 2 January 2010 revealed that 1050 people had died in route related incidents during December 2009.N3Road safety is non merely a major concern for South Africa but so a concern that requires the immediate attending of other states worldwide. The Commission for Global Road Safety has during June 2006 presented a study titled â€Å" Make Roads Safe † [ 2 ] that could hold an consequence on the manner we approach route safety. The study aims to concentrate on political and public attending and relates to the planetary route traffic hurt epidemic that claims the lives of 1.2 million people and hurts around 50 million yearly. Table: Gay period figures – December 2008StateClangFatalitiesDriversPassengersPedestriansSumGeneral practitioner 206 69 58 105 232 KZN 194 44 95 109 248 WCP 104 35 38 51 124 ECP 117 36 56 53 145 FST 83 30 42 35 107 MPU 131 65 52 44 161 NWP 81 28 38 40 106 LIM 132 59 80 35 174 NCP 24 9 19 5 33 1073 371 478 471 1331 Beginning: Traffic Focus March 2008, p38, â€Å" Fatal Road Accident Statistics † by Cielie Karow ( RTMC ) The study besides indicates that unsafe roads have a important impact on developmental aims, particularly because of the huge economic and societal cost of route clangs to low and in-between income states. South Africa is in this class. It is of import that the cognition gained by high income states be transferred and implemented in South Africa. The N3 path is a popular path during vacations and with high volumes of rider and cargo traffic on the roads, there is prone to be serious and fatal accidents. Road fury, velocity and driver behaviors are non the lone cause of these accidents. Holiday periods are by and large during the rainy season and route elements, particularly drainage, contribute to accidents.SuperelevationThere are changing point of views and sentiments among civil technology professionals on the use of superelevation values given in the TRH 17 [ 3 ] and SANRAL ‘s Geometric Design Guidelines [ 4 ] . The geometric design considerations need to be reviewed particularly when it relates to route surface drainage at points where the route has no crossfall during development of superelevation. Presently the SANRAL Drainage Manual, 5th Edition Final Revision, p5-2 [ 5 ] recommends that the flow deepness during a 1:5 twelvemonth storm should non transcend 6mm. This is in contrast to the Highway Drainage Manual ( FHWA-TS-79-225 ) [ 6 ] recommendation of 4mm. Harmonizing to Highway Surface Design ( Transit New Zealand ) Manual [ 7 ] , the critical deepness for aquaplaning scopes from 4mm to 10mm depending on Sur and paving surfacing. The surface H2O deepness hence, should be restricted to 4mm for all but particular state of affairss where superelevation produces long, curved flow waies. There are three common particular state of affairss where surface H2O deepness may go critical, viz. , horizontal alliance curvature, intersections and inclines and superelevation development.2.2 Why is th e research being undertaken?Standards for superelevation where steep perpendicular classs have a direct consequence on drainage on horizontal curves have non been developed harmonizing to the TRB [ 8 ] . Drain jobs associated with superelevation has resulted in an addition ( particularly at route broadenings ) in vehicular accidents and a thorough survey of the surface H2O flow waies on route surfaces due to superelevation demands need to be farther investigated, researched and analysed. The proposed analysis and context of the research proposal will place the factors such as velocity impacting the vehicle kineticss at crisp or decreased horizontal curves where flow waies of surface H2O are debatable and can take to aquaplaning. Driver behavior during aquaplaning in concurrence with the geometric design of the roadway are factors considered in the research. This survey will be done under heavy vehicular traffic conditions during inauspicious conditions conditions. ‘Context Sensitive Design ‘ ( CSD* ) [ 9 ] for the geometric design of safer roads will be addressed in the research survey.2.3 How will the consequences add to the organic structure of cognition?The TRH 17 papers was compiled to be a design guideline for the geometric design of rural roads in penchant to criterions. An aim of the TRH 17 was to continuously amend the bill of exchange papers, through audience between the governments, treatment with practicians and ongoing research. This has non happened. It is common pattern by geometric interior decorators to utilize the TRH 17 papers for the design of rural roads without oppugning the values obtained in the tabular arraies and graphs. The cogency of the guidelines should be judged by t he geometric interior decorator in each specific state of affairs every bit good as the effects of going from the values suggested. Similarly SANRAL ‘s Geometric Design Guidelines have been developed to help design advisers. The inceptions of the guidelines stem from AASHTO [ 10 ] . Currently there is no criterions developed for SA and these guidelines are authority specific.Literature reappraisalThe literature reappraisal will depict the current province of cognition on the component and will be researched. Applicable literature listed hereunder have been identified. * † Context sensitive design ( CSD ) asks inquiries foremost about the demand and intent of the transit undertaking, and so every bit addresses safety, mobility, and the saving of scenic, aesthetic, historic, environmental, and other community values. CSD involves a collaborative, interdisciplinary attack in which citizens are portion of the design squad. †3.1 Reference certificationRefer to list of mentions ( 11.3 List of Mentions ) .How will the literature reappraisal nexus with the job statement and research aims?The literature reappraisal gives a background and base cognition to develop in this research survey.Case surveyAs portion of the on-going committedness towards route safety, convenience and mobility, N3TC conducted a comprehensive route safety audit in 2006 [ 11 ] which highlighted velocity as the chief cause of accidents at assorted locations along the N3 between Cedara and Heidelberg. Sections where velocity bounds are posted necessitates forbearance, approp riate decreases in velocity and full concentration on the portion of drivers. Accidents in these countries frequently occur because drivers lose control due to rushing, every bit good as the high velocity derived functions between heavy and light vehicles. Mist and inauspicious conditions conditions have a important impact of driver conditions. Van Reenen ‘s Pass is one of the most beautiful subdivisions of the N3 exceeding the escarpment between the Free State and Kwazulu-Natal renowned for its slippery and unstable roads ( peculiarly as a consequence of the frequent brumous conditions ) .The route is steep, really steep in topographic points, and turns and turns as it follows the cragged terrain. The conditions is risky at times with high air currents capable of blowing trains, light vehicles and light trucks onto their sides. Snow has on a figure of occasions wholly closed the Van Reenen ‘s Pass, whilst mist and rain on a regular basis cut down visibleness and render the route faithlessly unsafe. It is of peculiar involvement the visibleness of a figure of skid Markss on the route surfacing and guardrail replacing. Traffic, in peculiar heavy traffic, increases yearly as the economic system grows. Trucks unrelentingly ‘grind ‘ up and down Van Reenen ‘s Pass twenty-four hours and dark, while during extremum traffic periods every bit many as 3000 vehicles per hr use the base on balls. Using September 2004 to August 2006 statistics [ 12 ] , the day-to-day norm traffic was 9100 vehicles, of which 2600 were big trucks ( 5 axles or more ) , about a 3rd of all vehicles. During the month of December 2007 recorded at the Van Reenen ‘s Pass, the mean day-to-day traffic reached 11000. The velocity derived functions between trucks in low cogwheel and the powerful new coevals of light vehicles is highly awful, both up and down the base on balls. High velocity derived functions ( 76 % of drivers exceed the velocity bound on the base on balls ) and failure to accommodate velocity in relation to fortunes, have contributed to 70 % of all accidents on the base on balls over this period. Th e consequences do non portray a pretty image and from a route safety point of position, Van Reenen ‘s Pass is the individual most unsafe subdivision of the N3. N3TC has identified and addressed route safety on Van Reenen ‘s Base on balls from three points of position, viz. technology, instruction and enforcement [ 13 ] . N3TC has implemented intercessions to cut down the figure of accidents on the base on balls but presently the greatest causes of accidents is by vehicle softness ( inoperative brakes in peculiar ) , rear-end hits due to high velocity derived functions, unsafe inter-lane tactics and driver freak out in utmost conditions conditions.Elementss impacting safety at superelevationThe drainage conditions of the roadway in relation to the vehicle kineticss need to be farther investigated as superelevation along crisp horizontal curves with decreased sight distances presents a important degree of driver concentration. The driver tends to rectify the vehicular way. The surface stormwater run-off flow way along the horizontal curve effects natural braking forces which in bend can take to seaplaning ( or aquaplaning ) . Aquaplaning occurs when H2O force per unit areas build up in forepart of a traveling Sur ensuing in an uplift force sufficient to divide the Sur from the paving. During high strength rainfall events, a H2O movie builds up on the surface on the route. The hazard of vehicle aquaplaning additions as the deepness of this movie increases. The loss of maneuvering and drag force produced during aquaplaning may so do the vehicle to lose control, particularly when a guidance Sur is involved. Rainfall strength is the most of import environmental factor in hydroplaning. The hazard of dynamic aquaplaning is straight relative to the deepness of H2O in the route surface. This deepness is affected by a broad scope of factors that are contributed to by the environment such as the geometric design, paving design, drainage design and care and by the status of the vehicle. The geometry of the route has a big consequence on the H2O deepness and is the factor over which the geometric interior decorator has the most control. The length of clip H2O is able to remain on the route will act upon the deepness it achieves. Longer flow waies intend more clip to roll up rainfall and consequence in higher movie deepnesss. Changes in superelevation, reduced horizontal alliance and droop curves are some of the job countries where the incline is low or where H2O has to flux a long manner over the paving before being intercepted by a drainage system or dispersing into the next terrain. Superelevation alterations can ensue in long curving flow waies which may be debatable. Steeper longitudinal inclines can besides increase the flow way length and ensuing deepness. The paving texture deepness effects the H2O deepness by leting some of this H2O to flux between the sum or in channels supplying flow waies to let H2O in forepart of the Sur to be forced out under force per unit area. Porosity can besides be considered as some pavings such as open-graded porous asphalt allow H2O to run out through them, taking it off from the surface. Wheel path depressions have a important consequence on the drainage patterns increasing H2O deepness and concentrating flow. The N3 has changing pavement surfacing of which an analysis will be done sing the flow way on these surfaces. Pavement drainage solutions is indispensable to guarantee that no H2O is able to pond on the trafficable route surface, peculiarly in sag countries. This is critical in order to cut down the aquaplaning hazard. Vehicle features and behaviors are besides of import factors in aquaplaning. The velocity at which a vehicle needs to go to get down aquaplaning is determined by H2O deepness but besides by the vehicle ‘s weight and Sur features. The vehicle weight determines how much uplift force is needed to bring on separation and it follows that a lighter vehicle will aquaplane at a lower velocity. Higher Sur force per unit areas increase the aquaplaning velocity by cut downing the contact country between Sur and route, increasing the vehicle ‘s weight to country ratio. Tyre pace deepness besides affects aquaplaning the same manner as pavement texture, with deeper pace traveling the H2O off from the country of contact more efficaciously. While minimal tyre pace deepness and maximal velocity are both specified by jurisprudence, minimal weight and Sur force per unit areas are non. These are vehicle maker recommendations specific. In drumhead, drainage demands versus vehicle kineticss are the cardinal factors to be considered in the development of superelevation standards at decreased horizontal curves to minimise aquaplaning on the N3. Practical considerations such as Sur deepness, paving features and drainage solutions will be evaluated along the path. The assorted literature reviewed amplifies the demand for safer roads and the N3 is considered to be the most traveled path in South Africa.Research backgroundSignificant roadway debasement such as shining of sums, hemorrhage of bitumen and rutting depletes the clash supply available for cornering. This depletion consequences from the usage of a part of the clash supply to supply the necessary braking force required to keep velocity on the downgrade. The velocity of the vehicles on the roadway and the vehicle kineticss will necessitate to be analysed as differing vehicles have different clash forces exerted on the roadway. It can non be assumed that the relevant design standards for a auto is similar to that of a truck or frailty versa. As the Independent Engineer, my old audit studies [ 14 ] on the N3 has indicated the assorted surfacing failures. Skid Markss are significantly prevailing and N3TC/SANRAL/DOT accident studies will necessitate to be investigated as portion of the resea rch survey. It is noted from the TRH 17 that the design vehicle is a individual unit truck. This unwanted combination consequences in a important lessening in the border of safety ensuing from roadway class, particularly for heavy vehicles. On long or reasonably steep classs, drivers tend to go faster in the downgrade than in the upgrade way. Additionally, research has shown that the side clash demand is greater on both downgrades ( due to braking forces ) and steep ascents ( due to the grip forces ) . Downgrades on horizontal curves may be debatable, and that accommodation for it may be desirable in some instances. There are no guidelines as to how this accommodation should be made for two-lane or multilane divided or undivided roadways. Some accommodation in superelevation rates should be considered for classs steeper than 5 % . This accommodation is peculiarly of import on roadways with high truck volumes and on low-speed roadways with intermediate curves utilizing high degrees of side clash demand. The superelevation alteration proposition high spots that this accommodation be made by utilizing higher design velocities standards for the geometric design of the roadway. More unequivocal counsel on this accommodation, every bit good as accommodation for other elements of the horizontal curve, is needed. The design velocity versus minimal curve radii of horizontal curvature needs farther probe to guarantee safety on crisp horizontal curves taking the other related factors like superelevation, etc into consideration. The article published in the Pretoria News, â€Å" Wet conditions causes a spike in route accidents † [ 15 ] refers to the important addition in roadway accidents during showery conditions. The drainage demands and vehicle kineticss in relation to superelevation design of the roadway will be investigated and researched. I have consulted assorted professional applied scientists, engineers [ 16 ] and independent advisers [ 17 ] in the transit industry. The response received was favourable in footings of the demand for farther probes of superelevation in relation to drainage demands and vehicle kineticss for roadway geometric design.Research jobs and purposesI am presently the IE ( independent applied scientist ) and have audited the everyday route care points of the N3 for the past 3 old ages. As such, I have entree to some informations to analyze as portion of the survey. Assorted subdivisions of the N3 are presently being upgraded or rehabilitated to better the quality and lifetime of the route due to vehicular traffic additions. There is important freight motion. This has resulted in an addition in vehicular accidents. My point of view on the design considerations adopted on the N3 is subjective as driver safety factors and other extenuating hazards of vehicular accidents need to be farther investigated. From a geometric design analysis point of view, road-widening and general roadway rehabilitation are designed harmonizing to the bing roadway conditions and drainage jobs associated with superelevation is prevailing. Ponding has been recorded and ocular grounds is prevailing in certain countries. The general stormwater design standards should be viewed and analysed otherwise from the Kwazulu-Natal conditions as opposed to the Free-State and Gauteng conditions as the overflow rainfall strength and clip of concentration varies significantly. This survey will sketch and place the undermentioned conditions with specific superelevation standards development on the N3 path: Superelevation standards at steep gradients ( turn overing to cragged terrain ) with reduced/sharp horizontal curves ; Drain jobs associated with superelevation ; Flow waies on route surfaces due to superelevation ; and Speed and Vehicle kineticss at crisp horizontal curves. Steep classs at crisp horizontal curves presents a unsafe state of affairs for traffic. The two scenarios where this status is prevailing is at broken-back curves on cragged terrain ( Van Reenen ‘s Pass specifically and other identified countries ) with multi-lane, 2-way roads ( whether it is divided or undivided ) and/or high velocity downgrade at/before perpendicular droop curves. At these locations, the perplexing factors of vehicle â€Å" off-tracking † , pavement incline ( crossfall ) , and pavement clash tests the drivers ability to supply right vehicle positioning without compromising control of the vehicle. It has besides been recorded that air current has been a cause of accidents as the vehicles can non ‘grip ‘ onto the roadway ( particularly at ‘Windy Corner ‘ on the Van Reenen ‘s Pass. From old design considerations, accident-related jobs have arisen where, as a consequence of Reconstruction, bing main roads have been rebuilt utilizing the 8 % -10 % superelevation rates in conformity with current guidelines. The rate of superelevation development is nevertheless non reviewed or adjusted.Research methodological analysisThe research attack has a both qualitative and quantitative attack. The theoretical research will consist of mathematical analysis with mold and simulation. The current geometric design guidelines for rural roads ( TRH 17 and SANRAL ‘s Geometric Guidelines ) will be used as base certification for values in the research input. Case survey subdivisions of the N3 will be decided upon and N3TC, SANRAL and the DoT ( both national and provincial ) will be informed of the research survey. Data aggregation and statistical information will be sourced from the relevant governments with anterior consent. This research would necessitate: the reappraisal of current design guidelines ; the development of an action program to accomplish the research objectives ; the aggregation of statistical informations ( from SANRAL, N3TC, etc ) and other relevant information ; elaborate ocular appraisal and rating of the roadway subdivision ; Falling Weight Deflection ( FWD ) measurings will be performed at 50m intervals instead on the left and right exterior wheel paths along the subdivision identified ; rut and siting quality measurings will be measured in both wheel waies every bit good as texture deepness along the outside wheel way as portion of the FWD measurings ; Measurements of the stormwater sheet flow overflow deepnesss will be measured utilizing conventional agencies ; vehicle kineticss will be physically and theoretically analysed ; the rating of the effects of assorted options contextualized in geometric design guidelines and campaigner standards taking into consideration the CSD attack ; and the readying of extenuating hazards, route safety steps and concluding geometric design standards for superelevation, drainage demands taking into consideration the velocity and vehicle kineticss at sharp/reduced horizontal curves. The accident studies sourced by SANRAL/N3TC/DoT ‘s archives will be of import for the research survey. The possible restrictions could be the hold in recovering these accident studies and ocular appraisals will be carried out as an option.Research aimsThe aim of this research is to: analyse the velocity and vehicle kineticss at crisp horizontal curves ; develop drainage criterias for flow waies or deepnesss on route surfaces due to superelevation ; develop superelevation standards for steep classs on crisp horizontal curves by placing and analysing drainage jobs associated ; design safe roads from a geometric design point of view by taking factors such as clip, cost, quality, CSD into consideration ; and develop an independent package tool to help geometric interior decorators and governments in the civil technology industry. It is noted that other standards associated with the design of horizontal curves such as tangent-to-curve passages, the demand for paving broadening, and minimal curve radii would besides be considered in the development of the standards. The standards will be based on quantitative informations obtained from theoretic considerations and simulations and verified by existent field observation. The identified countries for the existent field observations will be done by going the path and monitoring of the N3. Accident statistics will be indispensable as fact-finding mention for the background of the research survey.Plan of research activitiesActivityThe activities to set about the research proposal will be to: expand literature survey ; collate statistical informations ; get permission for design informations from confer withing technology houses and SANRAL/N3TC/DoT archives ; coordinate with SANRAL/N3TC with regard to experimental countries identified ; analyse the design guidelines ( geometric and drainage ) for rural roads ; fix the roadway mold and simulation for the assorted superelevation standards taking into consideration the drainage demands and vehicle kineticss ; Analyse the sheet flow way ( hydraulic analysis ) for the drainage demands ( perpendicular class versus route width – at sharp/reduced horizontal curves ) – the Rational Method will be used ; Investigate the CSD of route rehabilitation undertakings in relation to geometric design considerations for future route rehabilitation and major building undertakings ( It is noted that the De Beer ‘s Pass will be constructed as an option to the Van Reenen ‘s Pass ) ; Analyse research findings and observations utilizing relevant package ; Synthesize the research findings, observations and consequences ; and Write the study.TimeframeThis research would take 18 months to finish.Potential end productsThe possible end products for the research survey will be to: Reduce or increase the superelevation values or rates, dependent on research end products, with regard to vehicle kineticss and roadway breadths ; Analyse the drainage flow waies as superelevation rates or values in relation to the drainage demands and vehicle kineticss will find the standards to be adopted for safe driver conditions ; The velocity versus vehicle kineticss analysis at crisp or decreased horizontal curves will supply suited guidelines for future rehabilitation and road-widening undertakings ; CSD findings and observations to be adopted in future route rehabilitation and major Reconstruction undertakings ; and Produce an independent package plan which will be exhaustively researched, tested and developed as a tool for geometric interior decorators and governments in the civil technology industry. This package can be integrated utilizing current technology package utilised by confer withing technology service suppliers, authorities establishments and assorted organisations will be investigated.Research resultsThe result of this research will help design advisers in finding a much easier and safer design attack to plan rehabilitation, road-widening and major building undertakings, by placing job countries and supplying appropriate design values. The recommended standards would be documented in the concluding study and besides presented in a signifier that could be used by assorted governments. Presentations will be made at national and international conferences, seminars or symposiums associating to geometric design of roads. Workshops and talks will be conducted or presented through educational institutes, CESA and other governments in the civil technology industry. The research survey will be published as an article in transit diaries and the research sum-up will be published in several magazines. I am of the sentiment that I envisage national acclamation for the research and part of the research outputs to constructing the cognition base in South Africa.Key mentions and certification11.1 Governments, Institutes and other beginning of mentionDepartment of Transport ( National and Provincial ) ( DoT ) Road Traffic Management Corporation ( Pty ) Ltd ( RTMC ) South African National Roads Agency Limited ( SANRAL ) N3 Toll Concession ( Pty ) Ltd ( N3TC ) Council for Scientific and Industrial Research ( CSIR ) Transport Research Board ( TRB ) American Society for Civil Engineers ( ASCE ) Consulting Engineers South Africa ( CESA ) Durban University of Technology ( DUT ) University of Stellenbosch ( SUN ) Aurecon SA ( Pty Ltd ( AURECON ) WSP SA Civil and Structural Engineers ( WSP ) 3D Compu-Systems ( 3DCS )11.2 Design Guidelines and StandardsTechnical Recommendations for Highways ( TRH 17 – Geometric Design of Rural Roads – Draft 1988 ) SANRAL Geometric Design Guidelines SANRAL Drainage Manual ( 5th Edition – to the full revised ) Design of Highway Drainage Manual ( FHWA-TS-79-225 ) AASHTO – A Policy on the Geometric Design of Highways and Streets 5th Edition ( 2004 )

Design a Flowchart for a Process

When asked to think about a process I wish to improve on for this assignment I decided to create a new process for the completion of my course work in the completion of my MBA program. Throughout the first five classes of my 12 course program I have notice that the difference in grades from an A to a B has come down to my work ethics in classes. There are several factors that have contributed to why I have not been as successful as I want to be in classes.My last course CRIB was a difficult class because I know math is a weaker subject for me and I let that intimidate me. Before that, I have a lot of outside projects I work on including a business startup so it has affected my ability and I was constantly tired from working two Jobs as well. When I finally had the energy to focus on my coursework, I sometime had issues understanding the work or material and although I could have asked being that it's an online program sometimes I don't understand math through written immunization.Whi le I did utilized the resources I still did not allow myself to get the time needed to actually understand the work. I ended up missing substantial points on my test. My flowchart design will Include my MBA coursework, and the metrics that will be applied will be time spent and grades and will be used to measure my flowcharts effectiveness. Start Review each class syllabus for the entire class Download all required course material Monday before each week starts revisit