Strategic Management of Human Resources Essay Example | Topics and Well Written Essays - 750 words

Strategic Management of Human Resources - Essay Example Therefore, the VEG should embrace strategic plans in ensuring active sharing of knowledge with and impacting skills of their members, in addition to aligning all members with a single objective in enhancing understanding and learning towards meeting its overall objectives. One of the most critical aspects that the VEG suffers from is lack of clear leadership that could set a clear strategy and objectives for the group. As observed, VEG has no business strategy that ties all the volunteers and the community together, and lacks a focus with which such strategy has to be aligned. This might suggest that every member contributes out of his/her own will with no clear strategy in making the contributions. Karamai, Jones and Kakabadse (2008) observed that development and implementation of well created business strategies led to improved effectiveness in firms and the industry as a whole. This could imply that organisations that design their strategic plans and operations towards a streamlined course of action achieve greater effectiveness in their operations. Therefore, as the HRM theory postulates, VEG has to ensure competent staff and a strategic human resource management body, which, alongside a strong strategic business planning, would guide the VEG towa rds achieving competitiveness and the set objectives (Fox, 2013). The HRM theory implies that human resource management has to design strong strategic plans that guide members in a common path towards attaining the specified goals. In this case, while corporate governance by itself may not guarantee a competitive advantage, failure to exercise the right governance may lead to failure of allocating the resources concerned in the right way (Barney, Wright & Ketchen, 2001). To ensure value to volunteers and encourage contributions, Aiekn et al. (2011) noted that the Localism Bill of 2007 entrusted communal based entities with more power to buy, develop and control assets. This could

The World is Flat Essay Example | Topics and Well Written Essays - 500 words - 2

The World is Flat - Essay Example For skilled students however, it meant greater opportunity because he or she can apply for jobs beyond his or her geographical location. In addition to being really good with my area of expertise, I should also learn other skills such as computer skills because technology is the way of the future. Almost all jobs virtually involve technology and I must equip myself with this skill to make myself employable. I must also learn how to work with other people of different cultures because the work setting in the future will be characterised by diversity where people of different nationality will have to work together. Online base jobs are one of the world flattener. They are one of the world’s flattener because it makes people mobile in terms of seeking employment without even leaving their homes. They are as productive as those who go to office except that they are working in the comfort of their homes. Business organization are already adapting to these kind of work structure which they call telecommuting recognizing the advantages it offer both to the company and the

Strategic Management of Human Resources Essay Example | Topics and Well Written Essays - 750 words

Strategic Management of Human Resources - Essay Example Therefore, the VEG should embrace strategic plans in ensuring active sharing of knowledge with and impacting skills of their members, in addition to aligning all members with a single objective in enhancing understanding and learning towards meeting its overall objectives. One of the most critical aspects that the VEG suffers from is lack of clear leadership that could set a clear strategy and objectives for the group. As observed, VEG has no business strategy that ties all the volunteers and the community together, and lacks a focus with which such strategy has to be aligned. This might suggest that every member contributes out of his/her own will with no clear strategy in making the contributions. Karamai, Jones and Kakabadse (2008) observed that development and implementation of well created business strategies led to improved effectiveness in firms and the industry as a whole. This could imply that organisations that design their strategic plans and operations towards a streamlined course of action achieve greater effectiveness in their operations. Therefore, as the HRM theory postulates, VEG has to ensure competent staff and a strategic human resource management body, which, alongside a strong strategic business planning, would guide the VEG towa rds achieving competitiveness and the set objectives (Fox, 2013). The HRM theory implies that human resource management has to design strong strategic plans that guide members in a common path towards attaining the specified goals. In this case, while corporate governance by itself may not guarantee a competitive advantage, failure to exercise the right governance may lead to failure of allocating the resources concerned in the right way (Barney, Wright & Ketchen, 2001). To ensure value to volunteers and encourage contributions, Aiekn et al. (2011) noted that the Localism Bill of 2007 entrusted communal based entities with more power to buy, develop and control assets. This could

Banking and Finance Law Essay Example for Free

Banking and Finance Law Essay Joint account holders, case: Arden v Bank of New South Wales (1956) VLR 569 Combination of account, the bank’s right to combine accounts is dependant on the accounts being the same or closely similar. The right to combine accounts without express agreement: accounts must be held by customer in the same capacity, must not be an agreement or course of dealing with the customer which has negated the bank’s right to combine accounts, customer’s indebtedness must have been incurred to the bank as an banker and not in relation to other business carried on by the bank eg travel business. The main case of this rule is: Garnett v McKewan 1872. Knowing Receipt: Case: Thomson v Clydesdale Bank Ltd (1893) AC 282 APPLICATION Fantastic Landscapes is a customer of the Red Bank because it has accounts in this bank which are overdraft account with has a borrowing limit of $100000 accepted by Red Bank and another account has $20000 (Account No 2) Applying to the content of the contact, Fantastic Landscapes has signed an agreement form that is an express terms made between Red Bank and Fantastic Landscapes. The general terms and conditions included the following clause 12: upon receipt of each monthly overdraft account statement, the account holder shall read the statement and notify the bank of any errors contained in the statement within 15 days. Failure to notify the bank of any errors within that time will be treated as a breach of contract by the account holder entitling the bank to its remedies at law. Applying to the bank’s duty of confidentiality, the Red Bank recorded transactions between it and its customer (Fantastic Landscapes) and reported to its customer every 15 days as written in the general term. However, Red Bank did not complete its duty to question valid mandate because the cheques drawn by Minnie (one of the director of Fantastic Landscapes) within a period of 3 months are unusual drawn on Fantastic Landscapes’ overdraft account. When according to joint account holders, Ben actually is an innocent joint account holder, so he has a right to sue the Red Bank for the breach of contract. However, applying to the duty of customer in section duty to organize business, following cases: Lewes Sanitary Steam Laundry Co Ltd v Barclay Co Ltd (1906) 95 LT 444; and (6. 1) National Bank of New Zealand Ltd v Walpole and Patterson Ltd (1975) 2NZLR 7. The Red bank has an absolute advantage in this case because of the express term written in the contract Another director of Fantastic Landscapes, Ben has failed when sue Red Bank to recredit account which Minnie has stolen because he did not check overdraft account during 3 months, and in the contract with Red Bank has asked he to rea d and notify the bank of any errors contained in the statement within 15 days. Therefore, Ben or Fantastic Landscapes could not claim back $50000. When apply to combination of account, the Fantastic Landscapes has won in this lawsuit. The Red Bank has combined overdraft account and Account No 2 without any notice because they hear that this company has just lot a large landscaping contract and not working any more. Moreover, Red Bank has agreed Fantastic Landscapes to borrow maximum $100000, so they can not combine account without any notice to this company even though its overdraft account has reached to $100000. Therefore, Red Bank has to pay $10000 penalty fee for Fantastic Landscapes to the finance company. According to duty of the banker, the BLB (Big Lender Bank) does not have any duty to Fantastic Landscapes because in this case, its customer Minnie just is its client. Therefore, BLB do not have any duty to her company although she is a director in that company and she has committed fraud. Moreover, BLB do not care about how Minnie paid off her debt because Minnie did not withdraw money in the trust account. In addition, according to Thomson v Clydesdale Bank Ltd (1893) AC 282. BLB does not need to care about its customer detail particularly. Hence, the chances for Fantastic Landscapes win in this case in not to high than the case it won before when against Red Bank to reclaim $10000 penalty fee for finance company. CONCLUSION In conclusion, the Fantastic Landscapes has won in the case against Red Bank for compensation for $10000 penalty fee when they applied their case to combination of account. They won because Red Bank has committed the rule when combine two accounts without any notice to its customer. On the other hand, although the main fault belong to Minnie, the Fantastic Landscapes has failed in the case to recredit, its account when apply express term between it and the Red Bank. After all, the BLB do not have any duty to Fantastic Landscapes for compensation because when apply knowing receipt rule via Thomson case.

Advantages Of Internal Combustion Engines Engineering Essay

Advantages Of Internal Combustion Engines Engineering Essay The most widely used heat engine is the internal combustion engine. The advantages that it has over gas turbines have seen its widespread usage in passenger car applications. [1] All the components of internal combustion engines work at an average temperature which is below the maximum temperature of the working fluid in the working cycle. This is because the high temperature of the working fluid in the cycle persists only for a very small fraction of the cycle time. As a result, fluids with high working temperatures can be used to increase thermal efficiency at moderate maximum working pressures. Weight to power ratio is less than that of steam turbine and gas turbines. It is therefore possible to develop reciprocating IC engines of very small power output with reasonable thermal efficiency and cost. Higher brake thermal efficiency can be obtained as only a small fraction of heat energy of the fuel is dissipated to the cooling system. Initial cost is low. Materials used in the manufacture of gas turbines must be strong and heat resistant in order to sustain the heat generated. Machining operations required for gas turbines construction are also more complex. Reciprocating IC engines are more efficient at idle speeds than gas turbines in terms of fuel consumption at idling. Gas turbines have delayed responses to different power requirements changes. Gas turbines must be removed for overhaul and servicing, which is usually not the case in internal combustion engines. Gas turbines require more air than IC engines for its normal operation. It also consumes more fuel whenever the load fluctuates, which is common in the domestic usage. All these explain why passenger cars do not use gas turbine engines, but use internal combustion engines instead. Question 2 Define the following parameters and give typical values for spark-ignition and compression ignition IC engines: Specific fuel consumption, Specific fuel consumption (SFC) is the fuel flow rate per unit power output []. It measures how efficiency of an engine in using the fuel to produce useful work. The equation for the specific fuel consumption is: Where: Ke= specific fuel consumption K: Fuel Consumption, kg/s Pe=Useful work per cycle, i = 0.5 for 4ÃŽ, 1 for 2ÃŽ ne=real efficiency HÃŽÂ ± =Heat of Combustion = 42.000 KJ/Kg Low values of SFC are obviously desirable. For SI engines typical values of brake specific fuel consumption are about 270 g/kWh. Range (345 285 g/kWh) For CI engines, values are lower and in large engines can go below 200 g/kWh. Range (285 190 g/kWh) [2] Mean effective pressure, Relative engine performance measure is obtained by dividing the work per cycle by the cylinder volume displaced per cycle. The parameter so obtained has units of force per unit area and is called the mean effective pressure (mep). Where: W=Indicated Work: Vh=Piston Displacement (cylinder) Volume (cc, cm3, lt) H=Length TDC Length BDC For, Naturally aspirated spark ignition engines, maximum values are in the range 850 to 1050 kPa at the engine speed where maximum torque is obtained (about 3000 rev/min). Turbocharged automotive spark-ignition engines the maximum bmep is in the 1250 to 1700 kPa range. Naturally aspirated four-stroke diesels, the maximum bmep is in the 700 to 900 kPa range Turbocharged four-stroke diesel maximum bmep values are typically in the range 1000 to 1200 kPa Turbocharged aftercooled engines this can rise to 1400 kPa Two-stroke cycle diesels have comparable performance to four-stroke cycle engines. Large low-speed two-stroke cycle engines can achieve bmep values of about 1600 kPa. [2] Power-torque relation as function of engine rpm, Engine torque is measured using a dynamometer. The engine is clamped and the output shaft is connected to the dynamometer rotor. The rotor is coupled electromagnetically, hydraulically, or by mechanical friction to a stator, which is supported in low friction bearings. The stator is balanced keeping the rotor stationary. The torque exerted on the stator with the rotor turning is measured by balancing the stator with weights, springs, or pneumatic means. Fig.1 Brake dynamometer- engine torque test [2] Torque is a measure of an engines ability to do work; and power is the rate at which work is done. The value of engine power measured as described above is called brake power Pb. This power is the usable power delivered by the engine to the load-in this case, a brake. Fig.2 Engine power, torque vs. speed plot [3] Correlation between measured force and engine torque: Measured power: (1 PS = 0.736 kW) Conversion between different units may be necessary for power, torque, or angular speed. For example, if rotational speed (revolutions per time) is used in place of angular speed (radians per time), a factor of 2à Ã¢â€š ¬ radians per revolution have to be multiplied. Dividing on the left by 60 seconds per minute and by 1000 watts per kilowatt gives us the following. mbox{power (kW)} = frac{ mbox{torque (N}cdotmbox{m)} times 2 pi times mbox{rotational speed (rpm)}} {60,000} Volumetric efficiency Volumetric efficiency is the ratio of the mass inside the engine cylinder to the mass of air of the displacement volume at atmospheric conditions. It measures the effectiveness of an engines induction process. Volumetric efficiency is used for four-stroke cycle engines which have a distinct induction process and not for two stroke engines. Where pai is the inlet air density Alternatively volumetric efficiency can also be defined as, Indicative values: 4ÃŽ-Otto: 0.7 0.9 2ÃŽ-Otto: 0.5 0.7 Typical maximum values of ÃŽÂ ·v for naturally aspirated engines are in the range 80 to 90 percent. The volumetric efficiency for diesels is somewhat higher than for SI engines. [2] Engine real efficiency as function of engine power, fuel consumption and fuel calorific value The real engine efficiency of an engine can be found out using the relation Where, ne=real efficiency nth= theoretical thermodynamic efficiency ng=quality coefficient (0.4-0.7 Otto; 0.6-0.8 Diesel) nm=mechanical efficiency (0.8) ni=actual efficiency (nth.ng=Pi/Q) K= fuel consumption Kg/s HÃŽÂ ± =Heat of Combustion = 42.000 KJ/Kg Question 3 Describe with simple terms the main air flow path developing inside the cylinder of IC engines relative to the piston motion; make a simple schematic to indicate them. Laser Doppler Velocimetry (LDV) helps us to visualise the charge motion within the cylinder with the help of optically transparent research engines. Computational Fluid Dynamics (CFD) can help in validating the average flow field in the cylinder but the process is expensive. One such CFD software is KIVA-4v, which helps to predict the air charge motion. Swirl flow Swirl is defined as the micro mass rotational motion of charge within the cylinder. It is generated by constructing the intake system to give a tangential component to the intake flow as it enters the cylinder. This is done by shaping and contouring the intake manifold, valve ports, and sometimes even the piston face. Swirl enhances the mixing of air and fuel to give a homogeneous mixture in a short time in modern high-speed engines. It is also responsible for very rapid spreading of flame front during the combustion. Fig.3 Swirl flow in the engine cylinder [3] Swirl flow can be generated by changing the geometry of the inlet port Fig.4 Geometry of inlet port affecting swirl flow [3] (a) Deflector wall (b) directed (c) shallow ramp helical (d) steep ramp helical Similarly inlet valve approach geometry can also generate swirl flow by producing net in-cylinder angular momentum of the charge. Fig.5 Inlet valve geometry affecting swirl flow [2] Squish flow When the piston approaches TDC at the end of the compression stroke, the volume around the outer edges of the combustion chamber reduces drastically. New combustion chamber designs have the clearance volume near the centerline of the cylinder. As the piston approaches TDC, the gas mixture occupying the volume at the outer radius of the cylinder is forced radially inward as this outer volume is reduced to near zero. This radial inward motion of the gas mixture is called squish. It adds to other mass motions within the cylinder to mix the air and fuel, and quickly spreads the flame front. Maximum squish velocity usually occurs at about 10 °bTDC. During combustion, the expansion stroke begins and the volume of the combustion chamber increases. As the piston moves away from TDC, the burning gases are propelled radially outward to fill the now-increasing outer volume along the cylinder walls. This reverse squish helps to spread the flame front during the latter part of combustion Piston motion influences squish as in the case of wedge shaped and bowl-in combustion chambers. Fig.6 Piston motion generating squish [2] (a) Wedge shaped SI combustion chamber (b) bowl-in-piston DI Diesel combustion chamber Tumble As the piston nears TDC, squish motion generates a secondary rotational flow called tumble. This rotation occurs about a circumferential axis near the outer edge of the piston bowl Fig.7Tumble- result of piston motion and squish [3] Turbulence Due to the high velocities involved, all flows into, out of, and within engine cylinders are turbulent flows. The exception to this is those flows in the corners and small crevices of the combustion chamber where the close proximity of the walls dampens out turbulence. As a result of turbulence, thermodynamic transfer rates within an engine are increased by an order of magnitude. Heat transfer, evaporation, mixing, and combustion rates all increase. As engine speed increases, flow rates increase, with a corresponding increase in swirl, squish, and turbulence. This increases the real-time rate of fuel evaporation, mixing of the fuel vapor and air, and combustion. Intake turbulent mixture flow Turbulence superimposed on mixture swirl Fig.8 Turbulence of the charge within cylinder [4] Question 4 The Figure below shows a conceptual model of a quasi-steady Diesel combustion plume, as presented by Dec et al in 1997. Indicate the following areas shown on this schematic: liquid fuel , rich vapour fuel-air mixture , fuel-rich premixed flame, initial soot formation , diffusion flame boundary , thermal NO production zone , soot oxidation zone , 25398f1.jpg Fig.9 Quasi-steady Diesel combustion plume [5] The above figure describes the formation and features of a quasi-steady diesel fuel jet. This model is applicable to large bore, quiescent chamber combustion or a free fuel jet without wall interactions. At the point of fuel injection, fuel penetrates into the combustion chamber and air which is at a high temperature due to end of compression stroke begins to mix with the spray. Fuel absorbs energy from the hot air and evaporates. This process continues until a point where no liquid fuel is present. The point at which this occurs is called the liquid length. This liquid length reduces after the start of combustion but thereafter remains constant until the end of injection. Beyond the liquid length, the rich premixed fuel and air are still heated by the surroundings until they start to react in the rich premixed zone. The products of rich combustion continue downstream and diffuse and mix radially outward until reaching the surrounding cylinder gases. At a location where the rich prod ucts and cylinder gases mix to produce a stoichiometric mixture, a diffusion flame is produced. The diffusion flame surrounds the jet in a thin turbulent sheet, which extends upstream towards the nozzle. The axial distance from the nozzle exit to the diffusion flame is the lift-off length. The lift-off length controls the amount of oxygen mixed into the fuel jet and therefore the stoichiometry. Soot is burned out and NOX is produced on the outside of the diffusion flame, where temperatures are high and oxygen and nitrogen are abundant. Question 5 What are the main requirements of the fuel injection system for a direct injection engine? In recent years, significant progress has been made in the development of advanced computer-controlled fuel injection systems, which has had much to do with the research and development activities related to Direct Injected engines being expanded. [6]The main requirements of the fuel injection system for a direct injection engine are: Well atomised fuel spray independent of chamber pressure conditions Injection during the compression stroke against pressures up to 20bar Injection during the intake stroke against atmospheric pressures with stoichiometric homogeneous mixture To have uniform distribution of fuel in a multi cylinder engine To improve breathing capacity of an engine i.e. volumetric efficiency To reduce or eliminate detonation To prevent fuel loss in the form of scavenging in the case of two stroke engines. For an efficient combustion of a stratified mixture, a stable and compact spray geometry is necessary Injection pressure has been determined to be very important for obtaining both effective spray atomization and the required level of spray penetration. Accurate fuel metering (generally a +2% band over the linear flow range); Desirable fuel mass distribution pattern for the application; Minimal spray skew for both sac and main sprays; Good spray axisymmetry over the operating range; Minimal drippage and zero fuel leakage, particularly for cold operation; Small sac volume; Good low-end linearity between the dynamic flow and the fuel pulse width; Small pulse-to-pulse variation in fuel quantity and spray characteristics; Minimal variation in the above parameters from unit to unit. Question 6 Describe the injection process requirements for direct injection Diesel engines and the evolution of the fuel injection equipment over the last few decades. The functional requirements of the fuel injection system are as follows Accurate fuel metering per engine working cycle Injection timing to ensure maximum power, good fuel economy and low emissions Obtain the desirable heat release pattern by control of injection rate Atomisation of the fuel Proper spray pattern to ensure better mixing of fuel and air Uniform distribution of fuel droplets in the combustion chamber Supply equal quantities of fuel to all cylinders, in the case of multi cylinder engines Eliminate dripping of fuel droplets into the combustion chamber by eliminating injection lag between start and end of injection Evolution of fuel injection equipment: In-line pump Fig.10 Layout of In-line fuel injection pump [7] Though in-line pumps are primitive injection systems, they are still in use among heavy duty marine engines. Individual fuel pumps fuel each of the injectors Engine operational speed has a major influence on the fuel injection pressures As a result, there is a hydraulic delay between the pressure increase and the start of injection Fuel flows through high pressure connecting pipes Fuel injection pressures range from 600 1200 bar Injector with discharging in the combustion chamber (the nozzle with one or more holes) Distributor type pumps These are still used in a number of engines Though it started as mechanically operated, now electronic control modifications have been made It has a mechanism which controls the spill valve responsible for cutting off the high pressure generated inside the pumping chamber, and thus, responsible for the termination of injection One pumping chamber delivers high pressure to all the injectors of the engine Pressure depends on engine speed, so a hydraulic delay exists between the pressure generation and start of injection Relatively low injection pressures (up to 1200bar) Fig.11 Distributor type pump (Lucas CAV) [7] Unit injectors Consists of the pump and the injector integrated into one body, which does not require a high pressure connection pipe High fuel pressure is generated close to the nozzle exit, which can be upto 2500 bar. These gave accurate control over injection Each cylinder has its own individual system High pressure developed depends of the engine rpm and the load. Fig.12 General Layout of Unit injector [7] [6]Delphi Diesel Systems electronic unit injectors (EUI fig13.) control the quantity and the timing of injection electronically through a solenoid actuator. The solenoid can respond very quickly (injection periods are of the order 1 ms), to control very high injection pressures (up to 1600 bar or so). The solenoid controls a spill valve, which in turn controls the injection process. The pumping element is operated directly from a camshaft (or indirectly via a rocker), and the whole assembly is contained within the cylinder head. Fig.13 Electronic Unit injector (Lucas EUI system) [7] [6]An alternative approach to the EUI is the Caterpillar Hydraulic Electronic Unit Injector (HEUI, also supplied by other manufacturers). HEUI uses a hydraulic pressure intensifier system with a 7: 1 pressure ratio to generate the injection pressures. The hydraulic pressure is generated by pumping engine lubricant to a controllable high pressure. Similar to CR injection systems, there is control of the injection pressure. The HEUI uses a two-stage valve to control the oil pressure, and this is able to control the rate at which the fuel pressure rises, thereby controlling the rate of injection, because a lower injection rate can help control NOx emissions. Common Rail fuel injection systems One of the last improvements to the fuel injection system is the Common Rail System that was implemented first by the Fiat Company. Fig.14 Common rail fuel injection system [8] Common rail (CR) fuel injection systems decouple the pressure generation from the injection process and have become popular because of the possibilities offered by electronic control. The key elements of a CR fuel injection system are as follows: A (controllable) high-pressure pump The fuel rail with a pressure sensor Electronically controlled injectors An engine management system (EMS) The injector is an electro-hydraulic device, in which a control valve determines whether or not the injector needle lifts from its seat. The engine management system can divide the injection process into four phases: two pilot injections, main injection, and post-injection (for supplying a controlled quantity of hydrocarbons as a reducing agent for NOx catalysts). Common rail injection also enables a high output to be achieved at a comparatively low engine speed Fuel injectors Fig.15 Types of nozzles used in Diesel fuel injectors [1]

Nixon Essay -- essays research papers fc

NIXON Nixon had a difficult early life with many trials and hardships, which affected his character and way of thinking about the world and himself. The premature death of two of his brothers caused him deep-rooted trauma. He had a lifelong inability to trust other people. From the competition between his siblings, he got a keen sense of competition and struggle and a belief that in the end, he was alone against fate and his enemies. He believed vehemently that â€Å"The mark of the man is to be resilient and continually return after set-backs.† Nixon believed that the successful competitor never lets his enemies have the final say in a contest of will. Some of his cruel attempts to discredit his political enemies may have come from the regular beatings his father used to keep Nixon in line. Nixon’s ambition was the theme of his life story. Nixon was born in Orange County, California on January 9, 1913, the second of five sons of Francis A. and Hannah Milhaus Nixon. The Nixons were longtime members of the Society of Friends, more commonly known as Quakers. Nixon was nine at the time that his family moved to Whittier, California, where his father owned and operated a local gasoline station and country store. He attended public schools until the age of 17, when he entered Whittier Collage, a small local Quaker institution. Success in student politics and strong debating skills crowned Nixon’s collage years. Upon graduation in 1934, he won a scholarship to Duke Law School in Durham, N.C. Since his family was short of funds to pay for his lodging and books, he got a part time job. He graduated 3rd in his class and was elected president of the Duke Bar Association. Nixon looked forward to a career with the FBI in Washington, D.C., but returned instead to Whittier to join the town's oldest law firm. When the firm opene d a branch office in La Habra, he transferred there and got some excellent practical experience. Early in World War II, Nixon worked for six months in the Office of Emergency Management; an experience which he said disillusioned him with bureaucracy. At a play tryout during this time, Nixon met Thelma Patricia Ryan, a schoolteacher, whom he married on June 21, 1940. Though he wanted to move to a big city firm to be able to better support his new wife, World War II brought him to Washington, where he worked in the tire-rationing section of the Office of ... ...e American anti-hero. A self-made man, he achieved the American dream – he rose from humble roots to become president. He had the strength of will to hold on to his goal through many setbacks. But his ambition ultimately consumed him, and perhaps his mind. This may have created the paranoia that was his final undoing. BIBLIOGRAPHY Bernstein, Carl, and Woodward, Bob. All The President’s Men. New York: Simon and Schuster, 1975. Nadle, Laurie. The Great Stream of History: a Biography of Richard M. Nixon. New York: Maxwell Macmillan International, 1991 Maroon, Fred J., Wicker, Tom. The Nixon Years 1969-1974: White House to Watergate. New York: Abbeville Press, 1999. â€Å"Richard M. Nixon.† Author Unknown. Date Unknown. â€Å"Richard Milhous Nixon.† Originally appeared in the Encyclopedia of American Political Parties. Date Unknown. â€Å"RICHARD M. NIXON.† Tom Wicker. Date Unknown. â€Å"Richard M. Nixon At a Glance.† Author Unknown. Date Unknown.

Linear Time Structure of the Western World Essays -- Sociology, Cultur

Thanks to the linear time structure of the western world, time is no longer infinite. People of our culture constantly have to stress over rushing to arrive at an appointment on time, turning in an assignment by a particular day, or having a prepared meal on the table at 5 o’clock on the dot. As days are filled with schedules dictated by time, the time itself just seems to slip away. This passing of linear time creates the worry that life is too short and this generates the concern about death, especially about what happens when one dies. In the western world, we as a people are highly conscious of milestones measuring passing time as these marks signal the approach of the enigmatic death and remind us that our time is limited. Before diving into this argument, it is interesting to understand the origin of this time structure in our society. The western world’s idea of linear time comes from the Hebraic influence on the culture. Outside of the Judeo-Christian sphere many cultures developed abiding by circular time which is based on natural cycles and happenings, such as the movement of planets. Circular time embeds people into the natural world -- linear time allows people to follow their separate path and with this comes the ability to dominate. By following this time structure people can be free to understand history and progress (â€Å"Chapter VII: Western Culture and Its Sources†). It is quite ironic, then, that a structure that was once meant to liberate people has caused suffocation. This linear time structure has made time no longer seem infinite. This framework emphasizes a chronological order -- with time, of course, neatly organized into little intervals. This is drastically different from circular time which never ends ... ...intless if we do not know what the unavoidable death will bring. In the western society, our linear time structure has caused us to habitually separate time into intervals that consistently continue. The pressure these milestones place on people is enormous -- we are demanded to live life a certain way as there is always a time limit, even on the length of time we have in this world. Although these constraints tend to create the worry that life may not have meaning and bring with them the mystery of death, one must learn to emotionally separate oneself from this structure. Time as we have defined it is merely a human invention; aging and curiousness about the future are natural human instincts but when a man-made structure begins to cast a shadow of doubt on life’s meaning one must take a step back a realize that there is more to life than the ticking of a clock.