Parental Involvement in Education Essay Example | Topics and Well Written Essays - 1000 words

Parental Involvement in Education - Essay Example The question is not whether parental involvement is a benefit to a student's educational experience as previous studies have often indicated. The measure of parental involvement is not the time spent or the test scores of the student, but is contextual to the student, the parents, and the school environment. The question is important primarily for parents to measure and assess their activity in relation to their child's school environment. The parent who spends additional time working with the student's homework or participating in school activities may be spending time that is counterproductive to their goal. Homework may prove to be frustrating for the parent. The student may resent the parent's intrusion into what they perceive as their private life. Parents require a measure of what parental involvement is beneficial and what aspect of it may be detrimental. Parental involvement in education needs to be viewed from the various aspects of age, motivation, and pattern of involvement. Crosnoe (2001) studied 692 freshmen and sophomore students of a mixed and diverse ethnic population (p. 214). The study was conducted by questionnaire by inquiring about the amount of time spent with the parents on homework and the parent's involvement with school activities (pp. 215-216). Crosnoe (2001) found that college preparatory students experienced an initially high amount of parental involvement, but was diminished as they progressed in school (p. 221). Crosnoe (2001) further noted that general and remedial students had a level of parental involvement that stabilized or increased over time (p. 221) This confirms the findings of Watkins (1997) when he reports, "Parents in this study were more likely to be involved when their children displayed low achievement". Parental involvement may be out of necessity to correct problems rather than an indicator of positive reinforcement for the student. The Watkins (1997) study was conducted on a group of 303 students with a racial mix of 64% white and 33% black. The parents were above average educated with 43% having at least a two-year degree. Watkins (1997) observed that there were patterns of involvement that differentiated the student's achievement. Watkins (1997) contends that parents become involved for one of four reasons. Involvement may be at the request of the teacher or due to low grades. They may also become involved because they want to raise the child's grades or they feel they are more equipped than other parents to elevate the child's learning. Watkins (1997) noted this effect was highest among minority parents and well educated whites. Similar to Watkin's (1997) findings were the results of a study by Domina (2005) The Domina (2005) study found that, "[...] after school and family background and child's prior academic achievement are controlled, the effect of each of these involvement activities on children's academic achievement is negative or nonsignificant (p. 245). The effect of the parental background also is highlighted in the Van Voorhis (2003) study evaluated middle school students to evaluate parental involvement effect on science students. The study examined the effect of parental help with homework. Van Voorhis (2003) found many negative effects of parental involvement (p.325). Parents may become frustrated or supply inappropriate

Increasing or Restricting Andragogy Essay Example | Topics and Well Written Essays - 3250 words

Increasing or Restricting Andragogy - Essay Example This paper outlines that we have to take into account both the objective semantics of the term as well as try and locate it within a specific twentieth century educational context. The term ‘adult education’ is a comparatively new one, coined much after it was actually in practice. It is a result of many years of evolutions, and its meaning, even now is far from simple and monolithic. Even as early as in 1927, Hall-Quest conceded the difficulties in defining the term. One of the biggest problems related to the definition of ‘adult education’ is, whether it refers to a set of methodologies by which ‘adults’ can be taught, or is it a holistic term that includes the general endeavor of educating adults in a specific way as well as a detailed study of government adaptation and subsequent implementation of policies that target the adults specifically as the subject of educational instruction. Theorists like Alan Rogers have defined adult education as a process ‘whereby anyone over 16 (or whatever) are treated as adults – capable, experienced, responsible and balanced people’. Such a definition has two major problems; first ‘adult education’ becomes synonymous with ‘andragogy’ thus affecting the semantic rigor of the term.  

Transportation In Malaysian Context

Transportation In Malaysian Context Unlike most other Asian cities, driving is the main mode of commuting in Kuala Lumpur. Hence, every part of the city is well connected by highways. As the capital of Malaysia, Kuala Lumpur has a comprehensive road network that leads to the rest of Peninsular Malaysia. Public transport in Kuala Lumpur and the rest of the Klang Valley covers a variety of transport modes such as bus, rail and taxi. Based on the article Prasarana to buy trains worth RM1.2bil by The Star in 2006, despite efforts to promote usage of public transportation, utilisation rates are low as only 16 percent of the population used public transportation. Rail transport in Kuala Lumpur encompasses light rail, rapid transit, monorail and commuter rail. Kuala Lumpur is served by three separate rail systems which meet in the city and extend towards other parts of the Klang Valley, namely RapidKL Light Rail Transit, KL Monorail, and KTM Komuter. These lines have underground, elevated or at-grade stations around the city. The main rapid transit hub is KL Sentral which facilitates as an interchange station for the rail systems. RapidKL is the operator of two light rail lines in Kuala Lumpur and the Klang Valley, namely Ampang Line and Kelana Jaya Line which connect Kuala Lumpur to its satellite city, Petaling Jaya. The issue of what transport system in Kuala Lumpur City Centre and Petaling Jaya has today is, people are too lazy. They are lazy to walk so they decided to park their car as close as they can to their destination. They are lazy to find car parks so they park at road shoulders, causing congestion to the drivers and also an obstacle for pedestrians and cyclists. They are lazy to walk a few miles to the nearest LRT station to go to city centre and opt to go there by car instead, despite the massive traffic especially during early morning and late evening. But they are okay with it. Because no matter how they said they hate the traffic, they would still go out using their cars, and put up hours on the road, wasting precious times. So why would these people, simply put up with the traffic that they hate so much and deceiving the fact that they have the multi-million Ringgit worth of PUTRA LRT, which is one of the most advanced rapid transit systems in the world, and at the time of construction was the worlds longest driverless metro. Because if they travel with LRT, it may not stop approximately at their destination. Theres this term, faced by the LRT users, which are called first mile and last mile. And Malaysian hates this. So they prefer to sit in their little air-conditioned steel boxes which move slower than a bike during peak hours. Because of peoples love for their cars, finding a solution to the question of access to these buildings, to avoid being surrounded by a sea of parked cars, is therefore an important part of the problem. According to Brian Richards in his book Future Transport in the cities (1960), he summed up the approaches that being used towards dealing with traffic problems in the cities by the authorities. These approaches are: There is a serious and effective grass roots opposition in most countries to more urban road-building on the basis that more roads mean more traffic. Within residential areas there has been the development of traffic calming and town yards. Controls on parking within city centres has effectively reduced and controlled the amount of traffic entering cities. Planning laws are banning more out of town shopping centres or random car-oriented developments. Public transport has been maintained and improved, without which any of the other measures would be effective. Although these measures were introduced, there are problems with the continuing growth of cars, the political strength of car lobby and the desire for people to own and use their own cars. In this selfish world, people love their cars. It gives them a retreat from the real world which partly accounts for their popularity. It provides them with a degree of comfort and privacy for the user, which public transportation did not have. It allows the user to go straight to their destination without having the hassle to change stations or switch mediums like public transportations do. As a result, these cars caused the most problems to city life. It is now that alternative ways must be sought to provide transportation systems that are good enough for people to opt out for it and leave their cars for major trips like going back to their kampung and road trips. Another reason that makes people opt for cars is the lack connectivity of LRT in Petaling Jaya area. Realising the problem, the Government of Malaysia is now working on a Malaysia Rapid Transit project. The proposal was announced in June 2010 and was approved by the government of Malaysia in December 2010. The newly-launched Land Public Transport Commission (SPAD) will oversee and coordinate the entire MRT development in terms of cost and viability, alignment and integration, and will play the role of regulator once the project is completed. National infrastructure company, Syarikat Prasarana Negara would ultimately own and operate the MRT. A First Class Land Public Transport System Contributes to Social and Economic Development Historical data in Malaysia and around the world indicates a correlation between GDP and mobility growth increased population, employment and economic activity always translate into higher mobility requirements. In this context, a first class land public transport system is especially important given our immediate aims as outlined in the ETP: 6 per cent annual growth and 3.3 million new jobs by 2020. Travel vehicle demand grew from 13 million trips per day in 1991 to 40 million in 2010. Projections point towards this trend continuing in Malaysia, with the figure expected to reach a staggering 133 million in 2030.With urbanization expected to reach 70 per cent by 2020, there is a need to enable an efficient and smooth flow of people, which in turn also enables the growth of new urban areas through increased connectivity. Beyond satisfying a growing demand, land public transport plays a catalytic role in accelerating and shaping economic growth. Provision of effective public transport services has the potential of opening up new growth clusters, enhancing the attractiveness of existing clusters, and driving urban revitalization. And there are other positive spill-over effects of increased economic activity built upon an advanced land public transport network it yields employment and business opportunities in local economies by having synergies with other industries like advertisement, retail and property development. Malaysia has seen a surge in ownership of cars and motorcycles across the country, which is an indication of our countrys increased prosperity, but although private vehicles contribute to the mobility solution, sustainable and inclusive social and economic development cannot be overly dependent on private vehicles. As a general rule, public transportation is more affordable and mitigate traffic congestion as well as the attendant pollution problems caused by private vehicles on the road. All this puts tremendous pressure on the land public transport system to meet the mobility and connectivity requirements closely linked to the social and economic development agenda. Public Transport Masterplan which was being proposed recently. MY Rapid Transit (MRT) is a proposed three-line Mass Rapid Transit system in the Klang Valley. The MRT will be integrated with the LRT, Monorail, KTM Komuter and intra/ intercity buses and will help alleviate traffic congestion by increasing the number of people using public transport in the city centre. When operational, the system targets to carry 400,000 commuters daily. In 2020, it is estimated that the population in the Klang Valley will grow from the current 6 million to 10 million. This means that if every single trip is on private transport, the roads in the Klang Valley will be in gridlock. An effective public transport system is the only solution to this as it can move people in masses and it has an optimal usage of space to carry the same number of people. Rail-based public transport, such as the MRT, LRT or commuter train, always forms the backbone of a citys public transport system as it can carry large numbers of people and can move people quickly because it is not hindered by road traffic. Klang Valley currently has a shortage of rail-based public transport coverage compared with most public transport-oriented cities. It has less than 20km per million population. Public transport-oriented cities such as Singapore, Hong Kong and London have more than 40km of rail per million population. With the MRT, it will boost the rail-based public transport coverage in Klang Valley significantly. The first line of this project is the Sungai Buloh Kajang Line (SBK Line), which stretches 51km and have 31 stations. The line will pass through the city centre and will serve densely populated suburban areas including Kota Damansara, Mutiara Damansara, Bandar Utama, Taman Tun Dr Ismail, Bukit Damansara, Cheras, Bandar Tun Hussein Onn and Balakong, with a total catchment population of 1.2 million people. Out of the 31 stations, 16 stations will be equipped with Park and Ride facilities: Sungai Buloh Maluri Pusat Bandar Damansara Kota Damansara Taman Bukit Mewah Bandar Tun Hussein Onn Taman Industri Sungai Buloh Plaza Phoenix Taman Koperasi Taman Tun Dr Ismail Taman Suntex Saujana Impian Seksyen 16 Taman Cuepacs Kajang Works on the MRT SBK line has begun in July 2011 and is expected to be completed by 2017. The Klang Valley MRT will not only significantly increase the current inadequate rail network but will also serve to integrate the existing rail networks and expectantly alleviate the severe traffic congestion in the Greater KL metropolitan area. The new MRT system is to radically improve and transform Kuala Lumpurs poor and sorely inadequate public transportation coverage and to propel the Greater Kuala Lumpur metropolitan area to be on par with that of a developed city. The new lines will increase Greater Kuala Lumpurs rapid rail network from 15 km per million people in 2010 to 40 km per million people once completed. The proposal also envisages a fivefold increase in rail ridership, in line with the governments target for public transport usage in the Klang Valley of 40% by 2020 from 18% in 2009. The Red Line will go from Damansara in the northwest to Serdang in the southeast of Kuala Lumpur, While the Green Line will be from Kepong in the northeast to Cheras in the southwest. Bot h lines will pass through the city of Kuala Lumpur and converge at the Dataran Perdana (Kuala Lumpur International Financial District) near Jalan Tun Razak. The underground MRT Line 2 looping around the city of Kuala Lumpur will serve an important role to tie-up and integrate the currently disjointed LRT and monorail lines. Under the Greater KL/ Klang Valley Land Public Transport Master Plan draft, MRT 2 would cater for orbital movements around Kuala Lumpur, provide linkages to existing areas such as the Mid Valley, Mont Kiara, Sentul Timur and Ampang, as well as proposed major developments identified in the DBKL City Plan such as Matrade. The master plan draft says the circle line would be developed in at least two phases The first, comprising 29km with 22 stations would be the western and southern sections linking Ampang with Mid Valley, Matrade and Sentul. The second phase (12km with 8 stations) would link Ampang with Sentul Timur, completing the northeastern sector of the circle line. The master plan also says MRT 3 or the north-south (NS) line would cater for a north-west corridor of the Greater Klang Valley, linking developing areas such as Sungai Buloh, Kepong and Selayang with the eastern half of the city centre (including Kampung Baru and Kuala Lumpur International Financial District), which was forecast to be overloaded in the future. Sustainably Enhancing Connectivity Public transport has an important role to play in Malaysias aspirations to develop holistically and sustainably. As populations in urban centres get denser, the problems of congestion and pollution will rise. Proper planning of public transport and land-use are essential to mitigate the ill-effects of population growth in urban areas and to make city-life a pleasant, healthy and environmentally sustainable one. Under the Final Draft of Malaysias National Land Public Transport Masterplan, chapter 3.7 ABOUT BETTER QUALITY OF LIFE states that policy 3.7.1 is to promote healthy living. One of the indirect benefits of using land public transport systems is that they indirectly promote healthier lifestyles. This is because when the public transportation hubs are well connected, the first and last miles of a public transport users journey are typically travelled by foot, rather than in a car or on a motorcycle. The stretch between the public transport station and the users origin or destination is crucial to reduce the barrier of using public transport in the first place. †¢ Pedestrian facilities improvement to bus stops and railway stations will be encouraged as part of the local authority development plans. Walking structures should be defined around transit stops to increase the convenience of those locations. To enhance the accessibility of KLà ¢Ã¢â€š ¬Ã… ¸s public transport network, a target has been set of having 75 per cent of the population live within 400 meters of a public transport stop. In addition to ensuring ease of access to the major transport nodes for pedestrians, fitting in cyclist-friendly infrastructure such as bicycle parking facilities and bicycle lanes will make it easier and more attractive for people to ride to the stations or interchanges. It will also increase the catchment area of these bus interchanges or rail stations as people living further away would not be put off by having to walk a distance to take public transport. policy 3.7.1 : Final Draft of Malaysiaà ¢Ã¢â€š ¬Ã… ¸s National Land Public Transport Masterplan First, lets take Singapore as a reference in terms of public transportation usage and connectivity. It is easy to take Singapore as a reference to this study because of its climate is the same as Malaysia and taking Kuala Lumpur City Centre and Petaling Jaya as a place of study, it is almost similar to Singapore in terms of urbanization. Then again, how did Singapore able to encourage their people to use their public transportation? Although the approach of Singaporean government is not through cycling, however, it is still beneficial to review their integrated transport system and compare with our own transportation system. In terms of connectivity, public transportation in Singapore is highly connected all over its main town to its suburbs. Since Singapore is a small town with a high density of population, it is possible to do so. Furthermore, because of its size, it is possible to enforce restrictions on private car ownership this, curbing congestion and pollution. To own a car, one must pay duty one and a half times the market value and bid for a Singapore Certificate of Entitlement which comes in very limited numbers. Therefore, according to Singapores department of statistics, only 1 very 10 people own a car. Within the absence of private cars, Singaporeans seems to live normally and manage their time effectively, to catch up with the public transportations schedule. Singaporeans usually travels either by bus, taxis, trains, or maybe a combination and some of them might cycle. Although according to Tan Mike Tze in a chapter of the book THE JOURNEY: Singapores Land Transportation Story (2005), he says Singaporeans does not like the idea of pedal-powered bicycle as it is too hot and humid, the traffic is dangerous to the cyclist and so on. Also, generally bicycles are used by construction workers, say some. In the book, Tan Mike Tze has this thought where he wants people to imagine a world where everybody goes to work by bicycles or walking or public transportation and their companies are encouraging it by providing showers and changing room facilities allow people to freshen up before starting their work. A world with dedicated lanes and protected side road reserves for the bicycles. A world where the roads are dominated by cyclists and pedestrians and cars have to give way to them. Imagine the health benefits, environmental friendliness and sheer graciousness in such a world. In Petaling Jaya, there are already bicycle paths and bicycle parkings at bus stops, being integrated as part of a residential areas streetscape in Damansara Jaya. Although not many people have come to know about these facilities, it is actually a part of Petaling Jayas Green City big plan, where they are trying to decrease the carbon footprints produced and reduce the use of private motorised vehicles on the road. The bicycle path in Damansara Jaya is the pioneer project which tries to communicates urban parks within the Petaling Jaya area. Even though it was meant for recreation, it indirectly helps the cyclist to safely commute within that area. Children can now cycle to school without having their parents to worry about their safety on the road, thus, reducing the number of cars on the road during 7.00 am to 7.30 am and 2.00pm to 3.30pm. It is a very good example set up by the Petaling Jaya Municipalities on how to manage traffic in urban areas. Singapores transport planners have occasionally toyed with this idea. The Registry of Vehicles stopped registering bicycles in 1981, but a 1955 estimate reckoned Singaporean owned about 240 bicycles per 1000 population. This puts Singapore sixth in a table with other developed countries, a table inevitably topped by the developing worlds most devoted cyclist, in Holland, with its 550 bicycles per 1000 people. But ownership does not equate with usage, of course. Most bicycles use in Singapore is recreational, and often the bikes belong to a child or teenagers but not working adults. There already is a good network of recreational bike paths in parkland areas. But only 1% of Singaporean trips were made on bicycles in 1995, way below the most other countries. In many admittedly cooler European countries, up to 50% of rail travellers and perhaps 20% of bus travellers may arrive at the station or terminus on a bicycle. There certainly are valid safety concerns, given the current configuration of Singapores roads; while only 1% trips were made by bicycle, the percentage of road accident casualties for cyclists is disproportionately large, at about 4%. But these conditions could be changed. The cyclist could be protected via dedicated lanes or paths among other strategies. Road planners, of course, panic that they are already short enough of land for road-building, without sacrificing any more for à ¢Ã¢â€š ¬-frills such as bicycle lanes. For engineers, all the glamour lies in rail. To some extent, this mindset can be seen in the 1996 White Paper A World Class Land Transport System. In this report, bicycles are relegated to a brief paragraph at the back, under the general heading Supporting Measures. The provision of more facilities for bicycles would encourage short trips of about 3km within housing estates, and possibly to the nearest MRT stations as well. It is the strength of this lobby to create future demand that ultimately will determine whether the planners really embrace the bicycle. The Land Transport Authority, had provided some 869 bicycles at 38 MRT stations by 1997, but it seems significant that bicycles did not feature in the LTA annual report after that, and that a search of the current LTA website under bicycle- does not yield any information. How much friendlier and nicer our roads and public spaces would it be if more of us paddled around on bicycles instead of sitting high and aloof in our four-wheeled steel boxes. It will require a national cycling strategy integrated into the national transport, health and environmental policy. The such master plan will provide for necessary infrastructure such as traffic signs and bicycle parkings, redesign roads and à ¢Ã¢â€š ¬Ã… ¾traffic calmingà ¢Ã¢â€š ¬Ã… ¸ measures in built up areas and school zones to slow down motor traffic. It will require some changes to the law, most importantly, it will require safety education and training for all road users. Chin Yih Ling, Singaporeà ¢Ã¢â€š ¬Ã… ¸s Today Newspaper, 17 January 2005 According to existing cyclists, cycling in early in the morning and late afternoon hours could be much more comfortable than walking as they can feel the breeze during riding the bike and the temperature of the surrounding is quite cool. It would extend the catchment of the LRT stations of more than 45% walking, thus making cycling a better option than walking. In Malaysia, people are allowed to take motorcycle license as early at the age of 16 and car license at the age of 18. Malaysia has cheap petrols, subsidized by the government, lots of highways and wide roads to occupy the needs of urban transportation. Therefore, people here cant seem to find a reason to not own a car or ride one. Thus, the existence of bicycle is forgotten. Even kids are demanding to be sent and invited back home by cars. Bicycles in Kuala Lumpur city centre and Petaling Jaya are now merely for recreations, where people brought their bicycle by cars, to the urban parks, and ride it there for the sake of heal th benefits they claim. There are even peoples, who strived the congested roads every day after work, for the sake of riding a stationary bicycle at the gym, also, for the health benefits. Figure 2.1.3 Copenhagen, Denmark, Mao showing 300km of cycle paths provided beside all existing regional roads and distributor streets, used by 30% of commuters daily. New cycle routes are being built, aimed at increasing the length of average cycle trips from 5 to 15km. For those who arent cycling, the idea of having a dedicated bike path would make them think as if it was a waste of space and resources. But looking things at a bigger picture, having dedicated bicycle paths would encourage more people to cycle as it ensures the cyclists safety on the road. When more people cycles, the dependency on private cars lessens thus, reducing the number of cars on the road, and releasing the traffics pressure, especially during peak hour. With just a few millions spent on providing bicycle-oriented facilities such as painting the paths and providing bicycle parking, and give 1.5 metre minimum from the existing roads to these bike paths instead of spending billions on building more highways and flyovers the government could save billions more and able to spend it to increase the performance of existing public transportations such as increasing the number of coaches to the train to allow more people to enjoy the ride, increasing the number of trains and platforms to allow more frequent trips and better connectivity to places throughout the city. 2.2 Kuala Lumpur Kuala Lumpur is the federal capital of Malaysia. The city covers an area of 243KM ² and has an estimated population of 1.6 million as of 2012. At 1999, the administrative centre of Malaysia was shifted to Putrajaya as an approach to release the population pressure of Kuala Lumpur. Started as a tin mining town, Kuala Lumpur evolves rapidly as among the fastest growing metropolitan regions in the country, in terms of population and economy Malaysia. After the big flood swept through the town following a fire that had engulfed it earlier in 1881, Kapitan Yap Ah Loy restructured the building layout of the city into new brick buildings with clay tiles inspired by shophouses in southern China, characterised by five foot ways as well as skilled Chinese carpentry work. This resulted in a distinct eclectic shop house architecture typical of this region. A railway line increased accessibility into the growing town. As the development intensified in the 1890s, Kapitan Yap Ah Loy spent a sum of $20,000 to expand road access in the city significantly, linking up tin mines with the city, these roads include the main arterial roads of Ampang Road, Pudu Road and Petaling Street. Climate and weather Protected by the Titiwangsa Mountains in the east and Indonesias Sumatra Island in the west, Kuala Lumpur and Petaling Jaya has a tropical rainforest climate which is hot and humid all year round. Average temperatures tend to remain constant between 31 and 33  °C and typically receives minimum 2,600 mm of rain annually. Flooding is a frequent occurrence in both cities whenever there is a heavy downpour, especially in the city centre and downstream areas. Dust particles from forest fires from nearby Sumatra sometimes cast a haze over the region. It is a major source of pollution in the city together with open burning, emission from motor vehicles and construction works. 2.3 Petaling Jaya Petaling Jaya is a city in Selangor originally developed as a satellite township for Kuala Lumpur, comprising mostly residential and some industrial areas. It is located in the Petaling district with First developed by the British on the former 486 hectares Effingham Estate,as an answer to the problem of overpopulation in Kuala Lumpur in 1952 and has since witnessed a dramatic growth in terms of population size and geographical importance. The migration from Kuala Lumpur to the Petaling area had indeed started before the town was officially named in 1953 as Petaling Jaya. The satellite town began to take shape in 1952 when 800 houses were built and another 200 under construction. By the end of 1957, there were well over 3,200 houses in Petaling Jaya, along with more than 100 shops and 28 operating factories. The year also saw the opening of the first phase of the Federal Highway (Lebuhraya Persekutuan) which divided Petaling Jaya into two. Linking Kuala Lumpur, Petaling Jaya and Port Klang, it enhanced PJs reputation as a strategically located town, particularly in the eyes of industrialists and the affluent searching for prime residential land. Transportation facilities and infrastructure are well developed in Petaling Jaya. Bus services were initially provided by Sri Jaya between the early 1950s until the early 1990s. The mid-eighties saw the introduction of minibuses. The introduction of the IntraKota bus system by DRB-Hicom saw the replacement of Sri Jaya and the minibus by the early 1990s. At the same time, some of the Petaling Jaya-Kuala Lumpur bus routes were also serviced by Metrobus. The introduction of the Putra LRT service in 1998 saw the addition of the Putraline feeder bus services. The combination of Putraline and Putra LRT brought a relief to many Petaling Jaya residents especially those who had had to rely on public transportation. In 2006 RapidKL took over the operations of IntraKota as well as both Star and Putra LRT. Today, public transportation is provided by RapidKL in the form of buses as well as the KL Light Rail Transit System Kelana Jaya Line, which extends slightly into Petaling Jaya. There are five Kelana Jaya Line stations in Petaling Jaya.Petaling Jaya has three access points to the national highway system North-South Expressway via Kota Damansara, Damansara, and Subang. Internally, highways such as the Damansara-Puchong Expressway, Sprint Expressway and the Federal Highway also exist. There are plans for extensions to the existing Klang Valley light rail transit network with a new 30 km line from Kota Damansara in the northern part of Petaling Jaya to Cheras (southern Kuala Lumpur) with stops in Mutiara Damansara and Taman Tun Dr Ismail, to name a few. The extension line which would connect to Subang Jaya, the Kelana Jaya Line, will start operation on April 2011 and expected to be completed in 2013. 2.4 Cycling In The City Before the economy of Malaysia blooms and the first national car, Proton Saga, was launched in July 1985 by Malaysias then Prime Minister, Mahathir bin Mohamad, cars is a luxury to many, and cycle is the most common medium of transportation. Peoples daily travel distances were shorter and the city is more friendly towards people, rather than machines. People in those days treated cycling as part of their utility, rather than a hobby. Utility or transportational cycling generally involves travelling short and medium distances, which involves a few kilometres and not more, often in an urban environment. It includes commuting to work, school or university, going shopping and running errands, as well as heading out to see friends and family or for other social activities. It also includes economic activity such as the delivering of goods or services. In big cities, the bicycle courier has been often a familiar feature, and freight bicycles are capable of competing with trucks and vans particularly where many small deliveries are required, especially in congested areas. In Yokohama, Japan, bicycle also being used as a medium of public transportation through services called Velotaxi. Similar to the old days rickshaw, Velotaxi provides environmental friendly transport to its user and is actually one of the main tourist attractions in the city. Utility cycling is believed to have several social and economic benefits. According to a report by the Dutch Ministry of Transport, Public Works and Water Management, à ¢Ã¢â€š ¬Ã¢â‚¬ ¢Cycling in Netherlandsà ¢Ã¢â€š ¬-, policies that encourage utility cycling have been proposed and implemented for reasons including: Improved public health Individual health and employers profits A reduction in traffic congestion and air pollution Improvements in road traffic safety Improved quality of life Improved mobility and social inclusiveness Benefits to child development In the Chinese city of Beijing alone, there are an estimated four million bicycles in use based on article à ¢Ã¢â€š ¬Ã¢â‚¬ ¢China ends bicycle kingdom as embracing cars, China Daily on 11th November 2004, which stated it has been estimated that in the early-1980s there were approximately 500 million cyclists in China). While in à ¢Ã¢â€š ¬Ã¢â‚¬ ¢A Study on Measures to Promote Bicycle Usage in Japan Department of Civil Engineering, Utsunomiya University, as of the year 2000, there were an estimated 80 million bicycles in Japan, accounting for 17% of commuter trips, and also, in à ¢Ã¢â€š ¬Ã¢â‚¬ ¢Cycling in Netherlandsà ¢Ã¢â€š ¬- report, stated in the Netherlands, 27% of all trips are made by bicycle. Figure 2.4.3 A common type bicycle in Japan where it comes with front and rear-mounted child seats. Source: Authors own Factors That Influence Levels of Utility Cycling According to a book by Grà ©gory Vandenbulcke-Plasschaert, à ¢Ã¢â€š ¬Ã¢â‚¬ ¢Spatial Analysis of Bicycle Use and Accident Risks for Cyclistsà ¢Ã¢â€š ¬-, many different factors combine to influence levels of utility cycling.In developing economies, a large amount of utility cycling may be seen simply because the bicycle is the most affordable form of vehicular transport available to many people. In richer countries, where people can have the choice of a mixture of transport types, a complex interplay of other factors influences the level of bicycle usage. Factors affecting cycling levels may include: Quality of infrastructure, such as the availability of bike path, safe parkings,etc. Retail policy Marketing the public image of cycling Integration with other transport modes Cycle training Terrain condition which influences bikeability Distance to destin

Impact of The Great War for Empire in Europe :: European Europe History

Impact of The Great War for Empire in Europe The Great War for Empire was one of the most important factors in shaping the economic and political futures for all of Europe in the eighteenth century and for all time to come. In this essay I will discuss the causes, the events, and finally the results of this important war, which consisted of the War of Austrian Succession and the Seven Years' War. The War of the Austrian Succession began as King Frederick II gained the throne to Prussia, and in less than a year ordered his troops to take and occupy the large Austrian province of Silesia. The leader of Austria was Maria Theresa; Although she was an inexperienced leader, she was capable of arousing other groups (like the Magyars of Hungary) to help her not re-take Silesia, but to maintain the Hapsburg dynasty as a major political power. France was also one of these powers to fight, they did not want a powerful army to emerge in Prussia and to ever become an strong enemy (ironically, that's just what happens). The wealthy British merchants pushed England to financially assist the Prussian aggressors, in the hope of weakening France and winning other fights off-continent. The causes which led up to the Seven Years' War, were very similar to those just eight years previously. King Frederick invaded another province, Saxony, and this triggered another alliance between Austria and France with the goal to totally destroy Prussia. There was also a growing conflict facing France and Great Britain that would continue to increase in momentum. This war was the prelude to what American would call "The French and Indian War" in which these two European countries would fight for land in the Americas. The events of the War of Austrian Succession, fortuitously for France, worked out exactly as Great Britain planned it. The French resources of war were divided between the Americas and the fight against Prussia. The eight year war was a fight between the superior army and resources of Great Britain and the strategic mastery of French generals, like Marshal Maurice de Saxe, who led many successful battles. The war eventually ended in a stalemate, with Austria not regaining Silesia, but it definitely proven itself able to fend off any other battles from Prussia--thanks to Great Britain's help. The war brought to a peace by the Treaty of Aix-la- Chapelle. In the Seven Years' War, the issues was simply the survival of Prussia,

Developing and maintaining trust at work Essay

Developing and maintaining trust at work is essential for structure and balance within the working environment and for a business to be successful in its chosen fields. Trust is built on the following, respect, honesty, integrity, communication, attitude, approachability, manners and commitment. Trust can be broken down by using a trust model that then incorporates decision-making factors and situational factors. Decision making factors consist of the following: How risk tolerant is the trustee? How well adjusted is he/she? Situational factors consist of the following: How similar are the parties involved? How secure do the parties feel? Does the trustee show concern? Have they shown predictability and integrity? Do the parties have good communication between them? How much power do they have? Confidentiality is important for building and keeping trust in the work place, from senior managers down to the different departments within the business and onto the different workstations on the shop floor. When an employee confides in a person, who is in a position of trust, it is then that persons responsibility to keep and make sure that the information given to them is kept in the strictest confidence unless told otherwise by the trustee. Any breach of this confidentiality will break down trust between the parties involved and do serious damage to any respect that existed between them it would also have an knock on effect through all departments within the organisation and in worse case scenarios it could lead to legal action being carried out. Building the team An example of a group in my place of work is our start of shift meeting between the shift manager/myself the team leader/cell leaders/logistics charge hand/ line leaders from packing and assembly/the maintenance department. The shift manager would then â€Å"chair† the meeting and explain the running of the shift that day i.e. any changeovers, the availability of paper and labels and any quality issues found from the day before by the shift following us in. The manager would then give us our overall meterage figure from the day before. Everyone would then inform the manager of any immediate manning or relevant issues within their departments. All department heads would return to their respected work areas and relay the relevant information to their teams. I myself after having a face to face brief with my manager and my cell leaders would return to my cell and brief my team which (depending on the time in the season ) Consists of four machine operators and two packers of any relevant issues that could affect our cell for that day. I would then take the time to address any problems that immediately would face us i.e. Health and safety in our immediate area and surrounding area, housekeeping issues, machine target speeds and any other problems my operators/packers may have I also then delegate everyone on their individual tasks for that day. When groups are formed they go through different stages before they can become effective and established. The four stages were first recognised by Bruce Tuckman, these stages are Forming/Storming/Norming and Performing.I can recognise and relate to these four stages in my work place. As a team/cell leader my cell consists of four machine operators, which is usually a mix of both permanent and temporary staff. At the start of our busy period/season im given between one and two new temporary machine operators for a period of a fortnight for training they first get introduced to the other members in my cell and start to learn what is expected of them by the company, And what is expected of them by me within the cell this is the Forming stage. Once the operator has met certain standards and requirements and has shown an ability to combat and recognise our biggest enemy which is waste I sign the operator off on my check sheet and then they will be allocated a machine to run on their own within the cell, They will start to become more confident in their own ability and the environment in the cell, I will try and encourage the operator to voice their opinions and concerns regarding decisions I make within the cell, This is the Storming stage. The temporary operator should now be feeling like one of the team and should be hitting their meterage targets and now will be confident to share any ideas they might have with myself and the rest of the team. This is the Norming stage. Everyone in the cell as a whole is hitting their production targets and the temporary operator is feeling established and comfortable of running any machine in the cell and running a machine through break on break cover with another operator without supervision. This is the Performing stage. Tuckman added a fifth stage which is Mourning, This stage does occur in a cell when the team loses a valuable member to another cell and when the temporary operator leaves at the end of the season. It does have a significant effect in my experience on my team’s morale, structure and sometimes even their attitude.

Complexometric Determination of Water Hardnesss Essay

Introduction/Background: This lab was about determining water hardness. Water hardness is the amount of metal ions in the water. The most common found ion in the water is calcium ions and typically with a charge of +2. Water hardness plays a big significance in our daily life because to many metal ions in our drinking water can have adverse effects on our body. You can measure the water hardness by EDTA titrations. EDTA is a disodium salt that stands for ethylenediaminetetraacetic acid and it is a chelating agent. Chelation is the process of a ligand forms a complex with a metal ion. Eriochrome Black T is an indicator you add to the water sample that will turn the water pink if metal ions exist. Through the process of titration, carefully adding EDTA to the water sample with the Eriochrome Black T will cause a chemical reaction to occur, slowly changing the water color from pink to violet and then violet to a light blue which will be the end of the chemical reaction. Once the titration is complete you can ca lculate your water hardness. Above in the formula V represents the actual delivered volume of Na2EDTA solution and M is your actual molarity. Procedures: Start by preparing 500mL of 0.004 disodium EDTA solution. This is what will be added to the buret. Next take a 250-mL Erlenmeyer flask and add 10.00mL of standardized calcium and 30mL of deionized water. Place a magnetic stir-bar in the flask and set on top of a piece of white paper on a magnetic stirrer. After place 3mL of ammonia/ammonium chloride buffer (pH10) inside the flask and let it stir for thirty seconds. Lastly add four drops of Eriochrome Black T indicator to the solution which will turn it a pink color. Begin titration and watch as the color changes from pink to violet and then violet to a light blue color. Record the data when the color turns a light blue and repeat the process two more times. Fill the buret with the same 500mL of 0.004 disodium EDTA solution. Take 25.00mL of an unknown water sample and add it to a 250mL Erlenmeyer flask. Mix in 20mL of deionized water. Set a magnetic stir-bar inside the solution and place on the magnetic stirrer. Next add 3mL of ammonia/ammonium chloride buffer (pH10). After thirty seconds of stirring add four drops of the Eriochrome Back T indicator and watch as the solution turns pink. Begin your titration by slowly adding small droplets of the 0.004 disodium EDTA solution. The color will slowly change to a violet color and then to a blue color which will be the stopping point. Record the data and repeat two more times. With the data collected calculates the hardness of each sample, then the average water hardness of all three samples, and lastly the precision of each trial. Compare your data to the expected range of a local cities water hardness. Results and Discussion: The first three titrations involved the known Calcium stock, titration 1 used 22.91ml of Na2EDTA solution before the titration complete. The second Titration used 21.91ml while the third and final used 21.55ml of solution. During the procedure a 250ml Erlenmeyer flask was used as well as a 50ml burette, the buret was filled with our Na2EDTA solution while the flask was filled with 30ml of DI water, 3ml of ammonia, and 4 drops of an indicator, in this case Eriochrome Black T. Experimental error was calculated by taking the sum of all absolute deviations/3 than divided by the mean concentration of Na2EDTA, in this case the mean concentration was .00452M, and lastly, multiplied by 1000 to get the answer in PPT. Table 1 below shows the readings of both solutions before and after titration. The mean concentration of these titrations is 0.00452, This figure was used to find the estimated precision which came out to 23.270% off of 100% meaning the experiment was 76.73% accurate. Finally the volume of the unknown was calculated to find the ppm for each titration and the mean of all three titrations was used to find the estimated precision of the unknown in ppm. The mean in ppm for the unknown came to 212ppm, this number was plugged into the equation for estimated precision which is the sum of all absolute value deviations/ number of trials, all of which is divide by the mean and multiplied by 1000ppt. The final figure came out to 25.2% off of 100% meaning that the experiment was 74.8% accurate. Conclusion: In conclusion the water hardness of a solution can be found by titrating a known solution containing metal ions and using a chelating agent such as EDTA to determine the impurities of each of the water samples. Also, using the data collected from each titration the concentration and mean can be found from each titration and used to determine the water hardness in ppm. The estimated precision of this experiment can be found by running multiple titrations on the same sample more than one time. The results obtained in this experiment include a mean concentration for the Calcium stock of .00452M, and an estimated precision of 76.73% and the average water hardness was 400.39ppm. The estimated precision for the unknown was 74.8% and an average water hardness of 204ppm. In this experiment 500ml of a known solution EDTA was prepared; a 10ml pipet was used to transfer a standard calcium ion stock solution into a 250ml Erlenmeyer flask. 30ml of DI water was added to the flask and the contents were than stirred using a magnetic stirrer and stirring rod. 3ml of Ammonia was added to the flask mixed for a few seconds underneath the fume hood and 4 drops of an indicator was added, in this case Eriochrome Black T. The contents of the flask were stirred for thirty seconds before titration began, as the titration progressed, the color changed from pink to violet and finally to a sky blue color indicating that the titration was complete. This process was completed with minor changes for the Unknown #141, 25ml of the unknown was placed in the flask and 20ml of Di water was used rather than 30ml, the rest of the titration however, used the same steps as above. Work Cited Klenck, Thomas. â€Å"How It Works: Water Softener.† Popular Mechanics 1 Aug. 1998: n. pag. Web. Our Lab instruction sheet

Position paper on Lament for America by Earl Fry

Position paper on Lament for America by Earl Fry America has being a super power for a long time after the fall of the Roman Empire. The country has not only been powerful economically, but also politically. However, a critical analysis of the issues that the country is facing especially in the current century indicates that its power is declining. In the book ‘Lament for America’ by Fry, the author clearly illustrates that the super power is on the decline.Advertising We will write a custom report sample on Position paper on ‘Lament for America’ by Earl Fry specifically for you for only $16.05 $11/page Learn More The situation has been caused by various factors such as the effects of globalization, problems and challenges within the borders of United States as well as the stiff competition arising from other countries and nations within the European region. The signs of decline have already been evident in the first decade of the twenty first century. As much as anyone may want t o be optimistic, there is no doubt that the issue of America as a super power will be history. With that background in mind, this paper strongly illustrates that it is true that America is on the decline as illustrated in the book ‘Lament for America’ by Earl H. Fry. As much as the challenges facing United States are from without, studies indicate that there are a lot of domestic problems which are affecting not only its capability to influence other nations but also the country’s ability to support its population and provide a better and comfortable life to the present and the future generation. The economic situation in United States is troubling bearing in mind that the country has always been recognized as a super power in the past. For instance, United States is leading in terms of the government debt. The United States’ public and private sector borrow seventy percent of the world’s savings. Although the private sector is growing tremendously, the huge government debt becomes a real obstacle to any type of development. Analysts project that the problem may become worse because during the last three decades, the government debt increased by twelve times. Although United States was the largest creditor after the First World War until 1980s, it is the largest debtor country currently. The citizens, corporations and well as the government have been living far beyond their means and that is why the external debt is on the increase[1].Advertising Looking for report on history? Let's see if we can help you! Get your first paper with 15% OFF Learn More The popularity and the importance of the United States dollar is a major contributory factor to the United States popularity. Dollar has been a major currency in the world for long time although Euro and Yean as well as the Swiss franc are replacing it. It is clear that currently, the United States dollar is the chief international currency since it account s for about sixty percent of the central bank reserves. However, analysts project that in the next decade, the reserves will fall to less than fifty percent. Most the United State’s competitors like Brazil, China and Russia are in the forefront pushing for diversity in the monitory system. Due to such issues and increased government debt, it is clear that it is difficult for United States to remain as a super power. It is the duty of each nation to provide health care to all citizens irrespective of their economic status. As studies of Fry indicate, it is true that United States health care is almost the most costly system in the world and worse still, it lacks equity. Further studies explain that compared to other western countries in the world, United States spends twice as much on health care only. On the same note, it is important to point out that though America spends twice as much, many people in the country lack any medical cover, while those that are already covered lack full cover. Due to lack of medical cover, many Americans die every year after succumbing to various sicknesses. While most of the countries western regions spend around twelve percent of their Gross Domestic Product on health care, United States spends around seventeen percent. Families in United State spend more on healthcare more than on any other need. Health care costs have been increasing consistently and as a result, it is expected that the trend will continue in the future decades. Most of the private companies that are operating in United States have been evading provision of medical cover to their workers. In addition, some of the companies have been shifting their operations to other places where the health care is more affordable like Canada. In that case, it is clear that the situation in America will continue to become worse. It is easier to argue that the situation can improve but as the studies of Fry[2] illustrate, viable solutions would only have been applicabl e about two decades ago. Therefore, while focusing on the health care only, it is clear that United States is declining daily and the situation is becoming worse. Moreover, the viable solutions may not be of much help currently, or they may take quite some time before they are implemented.Advertising We will write a custom report sample on Position paper on ‘Lament for America’ by Earl Fry specifically for you for only $16.05 $11/page Learn More As highlighted in the introductory part and contrary to the views of the majority, America is poorly prepared to support its population especially them that are expected to retire in the current decade as well as in the subsequent decades. Studies indicate that a quarter of the population in the United States was born from the year 1946-1964[3]. The same studies illustrate that the same population is expected to retire in the current and in the following decades. The situation clearly illustrates that t he obligations of the programs that are meant to take care of the retirees like the Medicare and Social Security will increase. Although the increased spending of the benefit programs like food stamp and health care are worsened by the economic recession and may reduce once the economic improves, spending by Medicare and Medicaid may not be affected positively. The problem is worsened by the high life expectancy, which ranges from 80 years for women and 75.4 for men. Initially, life expectancy was much lower but due to various reasons, it is on the increase. As a developed nation, America ought to be prepared to take care of the aging population. On the contrary, no program has been put in place cater for the same. Such a situation will continuously deplete the savings, a situation that will contribute to the decline of the country as a super power. Globalization has many benefits in many countries as it has in United States. However, disadvantages of the same are present in most co untries of the world. To begin with, globalization leads to interdependence not only among states and countries but also among business corporations as well as among different societies. Due to that, domestic affairs are seriously affected by decisions that are made in foreign countries. For instance, United States depends so much on the petroleum products from other countries and the same has a great effect on its industries. In addition, globalization calls for increased international interaction between various countries. Such activities and engagements are serious disadvantages to a super power like United States. For instance, studies of Fry [4] indicate that the government debt of United States was doubled during the time of the George Bush administration. In the view of the fact that United States was actively involved in solving some of the international problems, the money spent on defense increased greatly[5].Advertising Looking for report on history? Let's see if we can help you! Get your first paper with 15% OFF Learn More Consequently, foreign countries like Japan and China hold more than half of the public debt after buying various instruments of debt like bonds and shares. Such situation is very dangerous to a super power like United States because the economic status is highly dependent on countries that buy the country’s government debt. The upcoming competitors like China and Japan are challenging the economic and the military power of United States. The economy of China is growing very fast and if the trend can continue for two decades, it can surpass the economy of United States. European Union, which has twenty-seven states, is also becoming stronger, politically and economically. In addition, there is a high possibility that Euro can replace the dollar. Countries like Japan and Brazil are also becoming stronger economically as well as countries from the South East Asia. If such countries can continue with such trend, they will get a voice in making of the international decisions and w ill eventually challenge the international standing of United States. The study has indicated that it is true that United States has been a super power for many years. However, as Fry [6] illustrates, there is a high possibility that the future generation will know a poorer nation and not an economic giant. This is because its economic and political power is on the decline. As much as anyone may want to disagree with the book ‘Lament for America’, reading through the text indicates that valid reasons are used to project the decline of the United States. A critical analysis of issues pertaining to globalization, competitors as well as domestic problems of United States indicates that the current trend is not promising at all. In the view of the fact that implementing changes is not only a long process but also a lengthy process, it is clear that the decline is inevitable. Fry, Earl H. Lament for America: decline of the superpower, plan for renewal. Toronto : University of Toronto Press, 2010. Print. Paterson, Thomas, et al. American foreign relations: a history. Since 1895, Volume 2. Stamford: Cengage Learning, 2009. Print. Footnotes Paterson, Thomas, et al. American foreign relations: a history. Since 1895, Volume 2. Stamford: Cengage Learning, 2009 pp. 181. Print. Fry, Earl H. Lament for America: decline of the superpower, plan for renewal. Toronto : University of Toronto Press, 2010 pp.26. Print. Fry, Earl H. Lament for America: decline of the superpower, plan for renewal. Toronto : University of Toronto Press, 2010 pp. 33. Print Fry, Earl H. Lament for America: decline of the superpower, plan for renewal. Toronto : University of Toronto Press, 2010 pp.28. Print Paterson, Thomas, et al. American foreign relations: a history. Since 1895, Volume 2. Stamford: Cengage Learning, 2009 pp.. Print. Fry, Earl H. Lament for America: decline of the superpower, plan for renewal. Toronto : University of Toronto Press, 2010 pp.2. Print