Challenges of education in a multicultural environment

Challenges of education in a multicultural environment The problems often encountered by teachers and students in these case can be: Problems of communication breakdowns between staff and students because of poor foreign language ability and pronunciation of the English language used within the school. Cultural differences between students or between the student and the teacher (what is common and normal in one culture it is not acceptable in another). The lack of knowledge of different cultures, which leads to misunderstandings concerning students’ manners. Lecturer needs to be open to other cultures and to try to familiarize the students with the differences between the patterns of behavior of the representatives of various nationalities, sub-cultures, etc. The role of the teacher is vital because the teacher is the person who builds the atmosphere during the class. Teacher must be prepared to effectively facilitate learning for every individual student, no matter how culturally similar or different they are. As an educator, it is important to have a dual responsibility to engage in a critical and continual process to examine how the socializations and biases inform my teaching and thus affect the educational experiences of the students. Teachers have a responsibility to themselves to examine the lenses through which they understand the people and happenings around them. Only when they have a sense for how their own perceptions are developed in relation to their life experiences they will begin to understand the world and effectively navigate their relationships with the people around them. To be an effective and successful teacher means that we must be in a constant process of self-examination and transformation in order to fit the needs and also be on the same track with the trends. Also far of a great importance are the transformation of schools and schooling. Student-centered pedagogy is an important task that teachers should take into account. Students’ experiences and opinions must be brought to the center of the classroom, making learning active, interactive, relevant, and engaging. Traditional teaching approaches and pedagogical models should remain to the past. All aspects of teaching and learning in schools must be focused and dedicated to the students. The accent should be placed on critical thinking, learning skills, and deep social awareness. Pedagogy must provide all students with the opportunity to reach a certain level of maturity. All curricula must be analyzed and even transformed and everything to be presented from diverse perspectives, corners and views. All in all we can conclude that teaching may be very difficult and at the same time enjoyable and attractive. The problems, the challenges and all the difficulties it brings may have a great contribute and inflict in the personal and professional growth of the teachers that deal with this environment. Among the positive things and the advantages that may result from it are the self-preparation, capability, skills, proficiency and the experience that adds values to the curriculum of the teacher and prepares him to reach an international level in every means of his or her persona. The relation between culture and language is very strong and it is hard to exist divided from one another. So, this makes important culture in teaching English in order to make students have a clearer picture and better understanding toward many things.

Week 3-peer's comment Assignment Example | Topics and Well Written Essays - 250 words

Week 3-peer's comment - Assignment Example Maggie provides the characteristics of Usonian architecture. Key is its application in making homes affordable to the common man. Simple and organic, the architecture utilizes simple natural materials. The post fails to link the two styles of architecture. Notably, the Usonian style is a simplification of the Prairie style architecture. Diandra provides a simple yet cohesive analysis of the prairie style. The post links the prairie style with Wright’s vision of making a building part of the environment. Specifically, Diandra acknowledges the characteristics of the style. The mention of the building’s interior provides further insight into the style. The post mentions the primary role of the fireplace in the style. Moreover, Diandra mentions carefully the style’s incorporation of open plan layouts that replaces â€Å"isolated rooms† with â€Å"interwoven spaces† (Roth, 306). The Ward W. Willits house serves as an example of the style. However, detail lacks in describing the house specifically. Diandra links the two style by acknowledging their similarity. Moreover, the post sees the Usonian version as a simpler version of the Prairie style. However, it is necessary to mention the specific details eliminated in the Usonian style. These include the garage and the basement. The post m entions the Jacob’s House as a prime example of this

CREATE ONE Essay Example | Topics and Well Written Essays - 1000 words - 1

CREATE ONE - Essay Example as demonstrated by the British Prime Minister, David Cameron, of refusing to participate in the Ukraine crisis talks, suggests that the once internationally relevant nation in history; is slowly losing its focus. In stating this, I do not wish to suggest that Britain draws its relevance or respect from its entire participation in any international crisis. Instead, I wish to point out that the nation is missing when it is increasingly required to feature, and for that, it is losing its international influence. Your article has rightly and accurately observed that Britain’s alliance is no longer central to any nation (Erlanger, n.p.). Britain did not join France and Germany when they went to hold a peace talk between the Presidents of Russia and Ukraine, as a way of resolving the Ukraine crises. However, if my memory serves me right, Britain was engaged in both the Syrian and the Libyan crises, and not just engaged, but embroiled in them. Right now, it is two of her European counterparts that are involved in a security crisis that does not only threaten the two nations, but also the entire European Union’s stability. What does Britain do in this case? She avoids the peace meeting that would resolve the crisis without creating much instability in the region. This would easily cause anyone to think that Britain is surely misplacing its priorities or does not have any at all. That however is not the greatest of my concern. The non-uniform response to crisis that has been shown by Britain is what worries me even more. Why should Britain decide to engage in the Syrian and the Libyan Crisis, but snub the Ukraine crisis peace talk? Your article has observed that Britain’s future in the European Union is unclear (Erlanger, n.p.). But even though, shouldn’t Britain be more concerned about a crisis that is looming within the European region, than it should be concerned with the crisis in the Middle East or Africa? Again, in arguing so, I do not wish to suggest that

ASSIGNMENT ON EXTERNAL ENVIRONMENT AND ORGANISATIONAL RESPONSE Essay

ASSIGNMENT ON EXTERNAL ENVIRONMENT AND ORGANISATIONAL RESPONSE - Essay Example Fast Food Industry The fast food industry has demonstrated significant growth and market opportunities which are characterized by the increase in disposable income among New Zealanders as attributed to the increased income and living standards. The trends of the New Zealand economy reveal an increase of monthly wage, benefits and bonuses among consumers. In addition, the busy lifestyles of consumers within the working class and institutions of learning have resulted to an increased consumption fast food. This is due to the cost effectiveness and convenience which characterize the fast food industry. It is in line with the market trends and business opportunities within the New Zealand food industry that Quick Meal Restaurant endeavors to invest within this market. Porter’s Five Forces Analysis Supplier power is one of the most important forces within the market which defines the competitiveness of a company (Pathak, 2012). The fast food production industry within New Zealand d epends largely on the ability of effective supply of raw materials for the production of high quality food products at the right time and quantity so that the needs of the consumers are met. The concentration of suppliers of food products within the New Zealand fast food industry is relatively high (Chand, Eyles & Ni Mhurchu, 2012). This reflects that fast food industries which require investing in this market have desirable market opportunities that they would invest in for competitive advantage. However, there are substitute food products within the New Zealand food industry which are likely to threaten the supply of fast food products. Porter’s analysis of market forces also demonstrates that the power of the buyer is one of the most significant forces within the market which determines the ability of a company to meet its business objectives (Pathak, 2012). The New Zealand fast food consumer is very sensitive to price and quality. This illustrates that the consumer factor s must be incorporated to company values for quality and price of fast food products for attainment of a competitive edge within this market. The threat of product or service substitutes is another external force within a market which influences the strategic competitive strategy of a company. For example food substitutes within large retailers and restaurants are likely to be a major business threat for a company that requires investing in the fast food market within this industry. The threat of new entrants into a specific market is described by Porter as a strong market force which determines the success of a brand within the market (Roy, 2009).

Food Microbiology Lab Report Example | Topics and Well Written Essays - 2750 words

Food Microbiology - Lab Report Example Results indicate the overall standard in terms of hygiene of food processing and the food chain. The microbial levels permitted for food to be determined safe are regulated by law. The study is carried out in three stages performed as three experiments. In the first experiment, aerobic plate count is done for E.coli count and coliform count on given food item (Roberts, D, 2003, Gilbert et al, 2000). It is evident that coliforms and E.coli are present in human faeces. Their presence in food items can indicate post processing contamination. The aerobic count is used to determine the overall level of microbial contamination of food items and provides an indication for poor processing or post processing techniques especially where the count exceed the legal permitted levels. In the second experiment pre-cooked food is observed for faecal contamination. In the third experiment the quality of milk samples (pasteurized and raw) are checked for the presence of fecal contamination. The Petri dish with colonies between 15 and 300 were selected to be significant in number whereas Petri plates with TMTC (too many to count) were not considered to be significant. Calculation is performed with the formula mentioned. Plates with dilution factor of 10-8 showed no growth and hence it is reported as Discussion: The serial dilutions, or successive dilution of a specimen e.g. 1:10 dilution equals 1 ml of sample plus 9 ml of diluents, a 1:100 dilution equals 1 ml of a 1:10 dilution plus 9 ml of diluents. This is the process to enhance the probability of finding the most probable microorganism even at higher dilution. If the microorganism is present in the highest dilution then this is depicted when inoculated on the medium solidified on Petri

Research method Assignment Example | Topics and Well Written Essays - 2500 words

Research method - Assignment Example The bank presents different offers to Super Cars; the option to receive payment after three months of entering the deal, or receiving the payment after one year. By unleashing these contrasting offers, the bank wants to also shield itself from the effects of uncertainties in the international market, thereby offering Super Cars minimum cushioning from the same. The Super Cars’ resolve to opt for the three-month payment duration presents better value for the firm, and subsequently affirms greater exposure to risk for HSBC. Finally, HSBC evaluates two options with the foreign currency it acquires: to either convert the currency to dollars immediately or after one year. This is done through examining strategies to mitigate effects of currency value fluctuations that the bank could use. The USA Super Cars sells luxury sports cars to buyers in different destinations around the world. Over the next one year, the firm will be expected to supply the UK, Japanese, Canadian, South African and the local US markets with sports cars. In order to determine the expected prices of the products at the time they will be shipped to requested destinations (the cars will be required exactly one year from now), the firm has taken forecasted estimates of the dollar’s exchange rates against the foreign currencies in the target markets. This way, it is possible to fairly estimate the amount of revenue expected from the sales, considering both the lower and upper bounds for the same. This report examines the value of the offer presented by HSBC to USA Super Cars, its ability to cushion the latter from expected risks and the ability to generate a profit for HSBC. Note: In these calculations, the totals are subsequently divided by n = 27 (the number of cars that have been ordered by the domestic and foreign buyers) in order to work with the formula for z-scores. = (81,481.48 – 113,011.1) / 16,491.40 = -1.912, equivalent to the

Regulatory Effects on the Transportation Industry Essay Example for Free

Regulatory Effects on the Transportation Industry Essay Economic effects on freight and passenger services Transportation Management, to the government, is the agency oversight of the movement of people and goods. That includes oversight of the economic practices of the companies that perform these services. The economic effect of such regulation is complex. Service industries, which include the various forms of transportation of freight and passengers, are subject to a wide array of regulations. These regulations affect the economies of transportation services in differing ways. Regulations are imposed on these industries to achieve various social and economic goals. Whether they achieve these aims is a separate question. The most obvious effects of regulation are economic. Well-crafted, appropriate regulations can be an asset both to industry and the consumer. They can move resources toward socially productive uses and away from negative ones. They can also ensure public safety and foster competition. Over regulation, however, can have the opposite effect. Transportation, like any industry, is resistant to regulation. Evidence exists that shows the negative economic effects of regulation. Over regulation or regulations that are poorly written can unnecessarily stunt economic activity in situations where the free market could have regulated more effectively. It is up to policy makers to find a balance that achieved social aims yet allows business to thrive. The freight transportation industry and the passenger transportation industry have some similar concerns about regulation. There are also regulations that are distinct to each industry; therefore the economic effects will likely differ. Regulation can result in a higher cost of doing business which is passed down the line to consumers. This is true in both the freight and passenger sectors. The increased price to consumers has a ripple effect on the economy on the whole. Each sector contains complex economies, though, in which the effects of regulation may not always be clear. Oversight-The mission, in general Federal oversight of both the freight and passenger industries is managed by the General Services Administration. It is concerned with both regulatory cooperation and promoting the economic heath of the industries involved. The GSA works collaboratively with businesses to develop flexible regulatory policies and incentives.In both sectors, the GSA is working to smooth the process to electronic forms of transportation. The GSA is working to support the initiatives put forward in the President’s Management Agenda (PMA). They include: the expansion of electronic government, the integration of performance and budget, strategic management of human resources and improved financial performance. The Economic Theory of Regulation The creation of governmental bodies to oversee and regulate certain industries has prompted efforts to measure the effects of such regulation on the overall economy. In 1971, George Stigler proposed the Economic Theory of regulation, or ET, for short. This model measures regulatory effects on the supply chain, prices and costs, among other factors. Elements of this theory have been used to develop some of the more recent regulatory efforts. The model has since been revised. Critics of this model argue that it is successful for academic purposes, but is incomplete in an always changing business environment. Comparing economic effects directly between the freight and passenger transportation industries is difficult because of the differing nature of regulation. Creating regulations for these industries, or removing them, is a trial and error process. The Freight Industry Regulation in the freight industry traditionally has focused more on business structure than in the safety and price conscious passer industry. As in passenger service, the trend in freight has been toward gradual deregulation. Monopolistic practices have been a concern, particularly in the United States, since the beginnings of the modern transportation industry. The question is to whether assertive government regulation is better than the free markets alone for creating competition. The Interstate Commerce Commission (ICC) was created after the Interstate Commerce Act was signed into law in 1887. This organization exercises broad regulatory powers over surface transportation industries. The ICC can not only review rates upon complaint, it can replace them with new rates. Many passenger and freight service companies protested, or tried to evade altogether, the reach of the ICC. Regulation introduced an unnecessary variable into the theory of consumer behavior, they felt. If prices are not solely the function of demand and cost, the outcome for the business is unpredictable. Regulation, they feared, would also make market entry more difficult. Competition could be reduced and the consumer could suffer in the end. Early actions of the ICC benefited producers of raw materials and goods. At the same time, their actions hurt manufacturer and decreased national economic efficiency. Rate manipulation by the ICC prompted factories to locate closer to final markets in order to minimize transportation costs. Railroads also challenged the ICC in court or found ways around the regulations. Even if it is not specifically quantifiable, it is obvious that regulations affected the economy. The reverse is also true. Changes in the overall economy have prompted changes in regulation. The Great Depression and its negative effect on the rail industry prompted the appointment of a Federal Transportation Coordinator and the passage of the Motor Carrier Act of 1935. A 1960 report by the United States Senate highlighted the effect of over regulation of the freight industry. It stated that the railroads and other transportation industries under direct federal regulation were at a distinct economic disadvantage to those that were not. The rail industry, in particular, was unable to set competitive rates under ICC control. Meanwhile, the less regulated motor carrier industry prospered. As that industry became more regulated, efficiency began to drop. In response, deregulation of both industries began in the late 1970’s and early 1980’s. As carriers were allowed to eliminate unprofitable activities and set their prices based on demand, revenue and investment increased. In the mid-1980’s, the ICC was replaced by the Surface Transportation Board, a regulatory agency that is reduced in size and scope. Today’s oversight of the industry has changed in nature. Security and safety concerns are paramount after the events of 9/11. Freight carriers are incurring more expenses for security either directly because of regulation or on their own. These costs are passed down the line to consumers. The question has arisen as to whether economic reregulation is necessary as the number of railroad companies shrinks. It appears as if that is not likely in the short term. As long as the motor carrier industry is competitive, it will serve to hold rail rates down. Market entry, however, is more difficult for railways. Opening that market may be a goal of future regulation. Security has become a primary focus of government regulation. There is a great deal of pressure for companies to do more thorough screening of cargo and implement more stringent security practices. This will inevitably increase cost to both the industry and consumers. The shipping industry is inherently international. Many laws exist, to protect domestic carriers and to ensure safety and security. Domestically, all goods must travel on approved U.S. flag vessels. Separate restrictions apply for HAZMAT or classified materials. For all shipments, the shipper must check for any contracts or rate tenders that may apply. In selecting a provider, the shipper must demonstrate no preferential treatment toward any one provider. Insurance may also be required. Incentives may exist for selecting a provider that uses alternative fuels. In that sense, regulation indirectly benefits the alternative fuel industry. The government can mandate that certain international shipments be performed by a U.S. flag carrier. Cargo preference laws regulate the international shipment of property by water. In this situation, a U.S. flag carrier must be used whenever available. Waivers can be obtained, but they must be approved in advance. The Maritime Commission is the agency that monitors compliance to these and other laws. These laws, and similar ones by other countries, limit the amount of competition and may affect the efficiency of domestic businesses. The Passenger Industry Air travel is the most popular non-automotive mode of travel in the world. In recent years there has been a drive toward deregulating the industry. Service agreements have been liberalized, especially in the United States. Open Skies agreements loosen restrictions on market entry and airport usage between the U.S. and other countries. Price and route scheduling in the air industry are for the most part deregulated but other parts of the industry are not. Deregulation of the air industry began in 1979. Since then, there has been vast growth in the industry. Competition has also increased, allaying the fears of some that monopolies would develop. Prices, adjusted for inflation, have also fallen since the 1980’s in the United States. They have remained constant in Canada and other more regulated economies. Competition has not benefited every consumer but, on average, it has had a positive effect. Demand has increased to an all-time high, even as airlines continue to recover from the effects of 9/11. The basic structure of the airlines has changed since deregulation. Most airlines have instituted a â€Å"hub and spoke system† in which a traveler can travel efficiently through â€Å"hub† cities to their destination. This also allows airlines a more cost-efficient organization of their fleet. As airlines eliminated non-profitable destinations, other specialty carriers have moved in to meet demand in those cities. A significant amount of study has been done on the economic effect of regulation on the airline industry. It should be noted that determining exact cause and effect is not a straightforward process. Prices and industry efficiency are dependent on regulation and a multitude of other factors. Profits fluctuate wildly in passenger industries. A deregulated environment is effective for such industries because the fluctuations attract new investment and can actually facilitate market entry. The airline industry is inherently global, and regulation has global effects. In this sense, the passenger industry has to deal with economic realities that most surface freight industries do not. For example, United States regulations allow Canadian airlines to land or pick up at U.S. airports. They cannot, however, have both ends of the flight within the U.S. This reduces competition because Canadian air cannot form a complete hub and spoke system to efficiently serve passengers. This may have the end result of raising prices for consumers in certain markets, or, it may prompt other airlines to enter in order to serve that market. In this regard, the effect of regulation is somewhat uneven and unpredictable. Another source of regulation fro the passenger industry is the issue of foreign ownership. Theoretically, allowing foreign ownership of U.S. airlines could create more competition and lower prices. However, officials fear that allowing foreign ownership could create a situation where airlines are less accountable to regulatory power. An emerging focus of regulation in the passenger industry is security. Many new measures affecting airlines, airports and surface carriers are in the process of being implemented. The economic effect of these measures has not been studied and is not yet well known. Some of the expense is being absorbed by the federal government, such as in the case of the federalization of airport screeners. In the passenger ship industry, restrictions are fewer regarding international ownership and usage of U.S. ports. There is pressure on congress, however to provide greater oversight of this industry. It is unclear at this point if regulation will increase and what effect it will have on the economy of that industry. Deregulation Theory and the Critics In the passenger service industry, the seemingly successful deregulation of the airlines has prompted deregulation efforts in other sectors. The theory behind deregulation is simply that free markets work. Free markets will solve most of the problems that regulation seeks to remedy, as long as there is a competitive market. Demand, or lack of it, will control prices and force healthy competition. The Herfindahl index is a measure of industry concentration in certain markets. Proponents of deregulation in the air industry, for instance, cite that the Herfindahl has remained relatively stable since the initial shake-out of firms after the 1979 deregulation. In other words, competition is healthy and the consumer is being served at reasonable prices. Some of the effects that critics feared have apparently not come to pass. In the airline industry, research shows no significant decline in safety levels, and no decreases in service to smaller communities sine deregulation. Past experience shows that there is a negative linkage between regulation, market structure and service. There are some concentrated markets, proponents concede, but this is not necessarily bad. Some concentration allows the airlines to create bigger, more complete networks that serve more consumers. Regulation in both the freight and passenger industries now focuses away from business structure and price control. Regulations are more directed toward safety and security issues. Oversight in the freight industry still has a somewhat wider scope. Deregulation is not without its critics. Some point to the power industry as an example of deregulation gone too far. In the wake of deregulation, huge entrepreneurial companies such as Enron surfaced. Monopolistic practices were ushered in, and ultimately the needs of the consumers were not fulfilled. Deregulation proponents in the transportation industry, however, do not see this as a relevant example. The corruption at Enron was not created by deregulation, and economic factors in transportation are not the same. Conclusions The economic effects of regulation on both the freight and passenger service industries are many and varied. Difficulties exist in quantifying exact effects. Government attempts to regulate price, in particular have not always produced the intended result. The lack of knowledge on exact economic effects of regulation can be improved upon. More comprehensive studies can be undertaken in future years to clarify how these restrictions help or hurt the economy. Sophisticated technology is in development that can replicate various scenarios, a tool officials need before attempting to write policy. Regulations on transportation affect not only the transportation industry itself, but also any company that uses that industry. It is estimated that for the average company, transportation accounts for 3% to 7% of the total company costs. Therefore, regulation can have a significant effect on the economy as a whole. For the individual business, regulation can have ripple effects that influence inventory control, warehousing, accounting, customer service and a host of other area. It is not necessarily a negative effect, though. Efficient business combined with well thought out policy can provide a positive result for the economy. The way business is conducted is undergoing a rapid overhaul. New technologies are being introduced at a blinding pace. Future regulatory efforts will have to take this into account. A well-intentioned regulatory action could have the effect of slowing down a business in a climate where fastest is best. The safety and security measures that are necessary in the 21st century will inevitably have an economic effect. The money, however, is well spent. In future years, companies with good track records on security and safety will reap the financial benefits. For the freight and passenger industries, the trend has been toward deregulation in the economic sphere. The government will still take action if it perceives that there is a constraint on competition. It still holds veto power over large mergers, for example. Comparison of the economic effects of regulation between the passenger and freight industries suggests that a limited regime of regulation is necessary for safety and, to a lesser extent, for the economic health of the industries themselves. There are different regulatory focuses for each industry. What they all share is that they all produce a ripple effect that branches out to all sectors of the business, the consumer, and the larger economy. That effect can be negative, or, with well written policy, it can be positive.