Impact of Airports Political, Environmental and Social

Impact of Airports Political, Environmental and Social Airports play an important economic role within their local communities. Airports serve a significant role in the economic shaping of the communities of which they serve due to the sheer actuality that they are among the largest public facilities in the world. It is well understood that a viable and efficient transportation system is a fundamental and necessary component to the economy of any region (Wells Young, 2004). Although there is no doubt that the presence of an airport has great positive impacts on a surrounding community from an economic standpoint, the presence of an airport, much like any large industrial complex, unfortunately impacts the community and surrounding natural environment in what many consider a negative manner. These effects are a result of activity whose sources is the airport itself and of vehicles, as well as both aircraft and ground vehicles, which travel to and from the airport (Wells Young, 2004). Examine the political, environmental and social impact an airport has on its local community. Analyze some rules and regulations that govern environmental impact activities, and explain how their strategies help satisfy the needs of the local communities while maintaining sufficient airport operations. Determine and evaluate the role technology plays in mitigating the risks and reducing the environmental impacts created by airport activity. Determine if a relationship exist between community economic growth indicators and airport activity. Program Outcome addressed by this question. 1. P.O. #1: Students will be able to apply the fundamentals of air transportation as part of a global, multimodal transportation system, including the technological, social, environmental, and political aspects of the system to examine, compare, analyze and recommend conclusion. A literary review will analyze the environmental impacts of airports on the surrounding communities in which they serve. An evaluation of environmentally related complaints filed against aviation activity and reported to the FAA will determine the most significant environmental impacts associated with airports. Predicting the future of the global multimodal air transportation system is impossible without first understanding the local role and responsibility of each component of the air transportation system. This question will show evidence of satisfying the Program Outcome by demonstrating how the social, economical, political, and environmental fundamentals of an airport are an integral part of the air transportation system, and how these factors contribute to the relationship that an airport has with its surrounding communities. Research and Analysis Airports serve a significant role in the political, economic, and social shaping of the communities of which they serve due to the sheer actuality that they are among the largest public facilities in the world. Political Roles A major commercial airport is a huge public enterprise. Some are literally cities in their own right, with a great variety of facilities and services (Wells Young, 2004). Although the administrative functions and responsibilities of these facilities are governed by public entities, airports are also comprised of private dispositions. Commercial airports must be operated in cooperation with the air carriers that provide air transportation service and all airports must work with tenants, such as concessionaires, fixed-based operators (FBOs), and other firms doing business on airport property. This amalgamation of public management and private enterprise fashions a unique political role for airport management (Wells Young, 2004). Airline carrier-airport relationships. One of the most prominent and essential relationships in the aviation industry is the airport airline relationship. When viewing the relationship from the airlines standpoint, an airport is a point along their route system for the purpose of enplaning, deplaning, and transferring passengers, cargo, and freight. To facilitate effective and efficient operations, the airlines necessitate specific facilities and services at each airport. The specified requirements of the airports are as varied and unique as the airlines who request them; however, they scarcely remain stagnant, as they are ever changing and evolving to meet the needs of traffic demands, economic conditions, and the competitive climate. Before airline deregulation in 1978, response to changes of this sort was slow and mediated by the regulatory process. Airlines had to apply to the Civil Aeronautics Board (CAB) for permission to add or drop routes or to change fares. CAB deliberations involved published notices, comments f rom opposing parties, and sometimes hearings that could take months, even years, and all members of the airline airport community were aware of an airline carriers intention to make a change long before they received permission from the CAB (Wells Young, 2004). The Deregulation Act of 1978 enabled air carriers to change their routes and fares without awaiting the approval of the CAB. Many of these changes occurred on short notice, thus causing airline necessities and requirements at airports to change with haste. Contrary to the viewpoints of air carriers, which operate at multiple airports over a route system connecting many cities, airports concentrate on accommodating the interests of a variety of users at a solitary location. Airport operators and managers have the strenuous task of ensuring that they meet all the demands and requirements of their airline carriers while maintaining their resources. Due to the rapidly changing specifics of each airline carrier, airports often find their services and facilities needing improving or refurbishing, requiring major capital expenditures or even making obsolete an already constructed facility. Airport operators and managers must exercise diligence and caution in realizing that they accommodate and must meet the needs of other tenants and users besides the airline carriers, and must ensure that the airports landside facilities are effectively and efficiently utilized. Although the landside facilities are of minimal importance to the airline carrie rs, their efficiency can severely have an effect on and be affected by their operations. Despite their notably different perspectives, airline carriers and airports share the collective objective of making the airport a successful and established economic venture in which both parties can benefit and prosper from. Traditionally the relationship between the airline carriers and airports has been formally fused through the use of airport user agreements which establish the circumstances and methodology for establishing, calculating, and collecting usage fees and charges. These agreements are also used to identify the rights and privileges of air carriers, sometimes including the right to approve or disapprove any major proposed airport capital development projects (Wells Young, 2004). Residual cost airports, or airports where two or more air carriers assume financial risk by agreeing to pay any cost of running the airport that are not allocated to other users, typically have longer-term use agreements than compensatory airports, with agreements of terms of 20 or more year s and terms of 30 years or longer not being uncommon. On the other hand, only approximately half of compensatory airports, or airports in which the airport operator assumes the financial risk of running the airport and charges the air carrier fees and rental rates set so as to recover the actual costs, have agreements running for 20 years or more, with many of the compensatory airports having no contractual agreements whatsoever with the airline carriers (Wells Young, 2004). Concessionaire-airport relationships. Another vital relationship which attributes to an airports success is the relationship between the airport and the concessionaires. This is due to the fact that the majority of airports rely on their concessionaires in order to generate a considerable amount of their non-aviation related revenues. Airports maintain management contracts and concession agreements with the concessionaires who provided the airport with services and facilities such as banks, restaurants, hotels, car rental companies, parking facilities, bookstores, bars, gift shops, taxi services, and business centers. The context of these agreements varies to a great extent; however, they typically extend the various concessionaires the privilege of operating on the property of the airport in exchange for the greater payment of either a minimal annual fee, or a percentage of the revenues. These agreements can vary from outlet to outlet at the same airport depending upon location, nature of business, forecast turnover and whether or not the outlet is new (Francis et. al, 2004). The tenure of each agreement between the airport and the various concessionaires and the financial circumstances affixed to each will vary by airport and concessionaire. The length of the contractual agreement is dependent upon an array of criteria, with one of the most important being the level of investment required from the retailer. If little investment is required then a contract is often short term; however, if any substantial level of investment is required from the retailer then a contract of five years would be considered the minimum (Freathy OConnell, 1999). A concessionaire who is often overlooked when speaking of concessionaire, despite its critically important role, is the fixed based operator (FBO). FBOs generally provide services for airport firms, users, and tenants lacking facilities of their own, typically through fuel sales, and aircraft repair, service, and maintenance facility operations. The contracts and agreements between airport operators and FBOs vary due to FBOs constructing and developing its own facilities on airport property in some cases, and FBOs simply managing facilities belonging to the airport in other cases. In addition to concessionaires, some airport authorities serve as landlord to other tenants which may reside and operate on airport property such as industrial parks, freight forwarders, and warehouses, all of which can provide significant revenue. It is the responsibility of airport management to maintain fruitful political relationships with all tenants, by ensuring reasonable lease fees, contract terms, and an overall mix of tenants that meet the needs of the airport and the public it serves (Wells Young, 2004). General aviation-airport relationships. In contrast to airline carriers and concessionaires, contractual agreements are rarely used to characterize and solidify the relationships between airport operators and general aviation (GA). GA is a diverse group which can be comprised of GA aircraft owned and operated by an assortment of organizations and individuals for a miscellaneous number of leisure, business, or instructional purposes. Agreement when they are in place, are seldom long term due to the variety and diversity of owners and aircraft type and use. Airport facilities, in particular storage space such as hangars and tie-downs, are often leased from the airport with the airport playing the role of landlord in a landlord-tenant relationship. Thus, at the airport, the primary needs of GA are parking and storage space, along with facilities for fuel, maintenance, and repair. Whereas as air carrier might occupy a gate for an hour to deplane and enplane passengers and load fuel, a GA user might need to have property space to park an aircraft for a day or more (Wells Young, 2004). Airport-public relations. Indubitably, one of the most vital and challenging relationships that an airport must foster and maintain, is the relationship between the airport and its community it serves. The overall goal of the airport must be to create goodwill and a positive reputation for the airport and its products, services, and ideals with the community, who can affect its present and future welfare. Without regards to the size, location, or activity scope of an airport, every airport four publics in which it must deal with. These publics include the 1) external business public, which includes all segments of the business, government, educational, and general flying public; the 2) external general public, which is all the local citizens and taxpayer, many of whom have never been to the airport but who vote on airport issues or who represent citizens groups with particular concerns; the 3) internal business public, which includes the businesses and enterprises who interests are tied directly to the airpor t-the airlines, FBOs, other members of the GA community, government officials, and other aviation and travel-oriented local businesses and trade organizations, and the employees of all these enterprises; and the 4) internal employee public comprised of everyone who works for the airport and its parent organization (Wells Young, 2004). Like any other facility that is a part of and serves the total community, the airport requires total understanding by its community and publics, and must ensure that it creates an environment and atmosphere of awareness and acceptance. Airport regulatory policies. The airport has many organizations who are profoundly interested in their operations, and in developing and preserving airports due to their role in the national air transportation system and their value to the communities and publics they serve. The primary goal of these groups is to provide political support for their causes with hopes to influence federal, state, and local laws concerning airports and aviation operations in their favor (Wells Young, 2004). Some of the most prominent groups include the Aerospace Industries Association (AIA), the Aircraft Owners and Pilots Association (AOPA), the Air Line Pilots Association (ALPA), the Airports Council International-North America (ACI-NA), the Air Transport Association of America (ATA), the American Association of Airport Executives (AAAE), the Aviation Distributors and Manufacturers Association (ADMA), the Experimental Aircraft Association (EAA), the Flight Safety Foundation (FSF), the General Aviation Manufacturers Association (G AMA), the Helicopter Association International (HAI), the International Air Transport Association (IATA), the National Agricultural Aviation Association (NAAA), the National Air Transportation Association (NATA), the National Association of State Aviation Officials (NASAO), the National Business Aviation Association (NBAA), the Professional Aviation Maintenance Association (PAMA), and the Regional Airline Association (RAA). Economic Roles Unquestionably, airports are economic locomotives and a reflection of the community, publics, and region in which they reside, serve, and represent. Transportation, by definition, provides the ability for people and goods to move between communities, thus leading to trade and commerce between markets, which in turn, lead to jobs, earnings, and overall economic benefit for a communitys residents (Wells Young, 2004). Transportation role. Despite the fact that there are numerous modes of transportations, to include automobiles, trains, trucks, and ships, air travel has had a significant impact on trade and commerce that is absolutely unrivaled by any other transportation mode. In comparison to their sister modes of transportation, travel in the aviation system allows substantial amounts of passengers and cargo to travel internationally in relatively short periods of time, resulting in communities garnering extraordinary and exceptional economic benefit through providing them access to various world-wide markets. Stimulating economic growth. The airport has become vital to the growth of business and industry in a community by providing air access for companies that must meet the demands of supply, competition, and expanding marketing areas. Economic impacts of airports are measured according to direct impact and indirect, or induced, impact. Directs impacts include the economic activities carried out at the airport by airline carriers, airport management and operators, FBOs, and other firms, and tenants with a direct involvement with aviation. Airports and the agencies and tenants that directly impact the airports represent a major source of employment for their various outlying communities, with the wages and salaries earned by the employees of airport-related business having a significant direct economic impact on the local communities economy by providing the means to purchase goods and services while generating tax revenues as well. Local payrolls are not the only measure of an airports economic benefit to the commun ity. In addition, the employee expenditures generate successive waves of additional employment and purchases that are more difficult to measure, yet nevertheless substantial (Wells Young, 2004). Total Airport Earnings and Employment (Earnings in Millions) Category Earnings Jobs Salaries $208.91 4,870 Local Fuel Purchases $3.99 237 Local Non-Fuel Purchases $4.23 252 Rent $18.35 723 Equipment Purchases $1.39 82 Utilities $8.07 318 Contractual Services $41.77 1,647 State Taxes $10.16 125 Local Taxes $27.42 338 Other Spending $73.14 901 Hotel Spending $42.20 2,234 Construction $19.11 743 Total $458.74 12,471 * Totals may not add due to rounding Table 1: Louis Armstrong New Orleans International Airport (MSY) 2004 earnings and employment. Taken from MSY 2004 Airport Report In addition to the direct economic impact generated by the airport, the outlying communities receive indirect, or induced, impact generated by economic activities by on-airport businesses and off-airport business activities associated with the airport through-put, such as hotels, gas stations, restaurants, and travel agencies, as well their roles in facilitating trade and tourism, among others. The airport also indirectly supports the local economy through the use of local services for air cargo, food catering to the airlines, aircraft maintenance, and ground transportation on and around the airport, as regular purchases of fuel, food, goods, supplies, equipment, and other services permeate additional income into the communities surrounding the airport. The local economys tourism and business convention industry can also receive economic growth and substantial revenues indirectly impacted by the airport through air travelers patronage and use of hotels, restaurants, retail stores, sp orts and night clubs, rental cars, and local transportation, among others. Beyond the benefits that an airport brings to the community as a transportation facility and as a local industry, the airport has become a significant factor in the determination of real estate values in adjacent areas. Land located near airports almost always increases in value as the local economy begins to benefit from the presence of the airport. Land developers consistently seek land near airports, and it follows inexorably that a new airport will inspire extensive construction around it (Wells Young, 2004). TOTAL TAX REVENUE CREATED (In millions of $s) CATEGORY INCOME State Direct $9.95 Income $7.18 Selective Sales $7.52 General Sales $8.90 Business $2.48 Total State $36.04 Local Sales $10.57 Local Direct $23.83 Local Property Taxes $0.97 Total Local $35.38 State Plus Local $71.41 * Totals may not add due to rounding Table 2: MSY Tax revenue created 2004. Taken from MSY 2004 Airport Report Airports are a major force and contributor to the local, regional, and national economy with an impact that goes well beyond the actual physical boundaries of the airport. As cargo and passenger continue to rise, and infrastructure continue to improve, the importance and impacts of airports as economic catalyst will also continue to increase. Environmental Roles Although there is no doubt that the presence of an airport has great positive impacts on a surrounding community from an economic standpoint, the presence of an airport, much like any large industrial complex, unfortunately impacts the community and surrounding natural environment in what many consider a negative manner. These effects are a result of activity whose sources is the airport itself and of vehicles, as well as both aircraft and ground vehicles, which travel to and from the airport (Wells Young, 2004). Noise Impacts. Conceivably the most noteworthy environmental impact associated with airports is the noise emanated by the taking off and landing of aircraft, with engine maintenance and taxiing aircraft following closely behind. The impact of such noise on communities is usually analyzed in terms of the extent to which the noise annoys people by interfering with their normal activities, such as sleep, relaxation, speech, television, school, and business operations (GAO, 2000). According to a 1978 study that has become the generally accepted model for assessing the effects of long-term noise exposure, when sound exposure levels are measured by the method that assigns additional weight to sounds occurring at night (between 10 p.m. and 7 a.m.), and those sound levels exceed 65 decibels, individuals report a noticeable increase in annoyance (Schultz, 1978). There is increasing evidence that high exposure to noise has adverse psychological and physiological effects and that people repeatedly exposed to loud noises might exhibit high stress levels, nervous tension, and inability to concentrate (Wells Young, 2004). Since the beginning of aviation, airports have always had conflicts with their neighboring communities; however, noise did not become an issue until the 1960s introduction of the commercial jet. It is estimated by the Federal Aviation Administration (FAA) that between 1960 and 1970, the land area affected by aviation-related noise and the complaints they received with noise as the culprit increased sevenfold.

Death Penalty Essay

There are several reasons to argue for making the death penalty illegal in the United States of America. The United States Constitution does not allow for unkind penalties as a sentence for crime. The death penalty poses many risks to the innocent. World opinion supports the cessation of the death penalty. Poor and minorities suffer disproportionately from the death penalty. Capital punishment is not a deterrent to crime. Putting people to death by capital punishment is not cost effective. Putting people to death by capital punishment is inhumane and should be illegal. The U. S.  Constitution states that, â€Å"cruel and unusual punishments (Amendment 8, 1791),† should not be inflicted on its citizens. It is especially cruel in cases of â€Å"botched† executions. On April 22, 1983 in Alabama, it took several jolts of 1,900 volts of electricity to execute John Evans. On the third attempt â€Å"another charge of electricity was sent through John’s body. Once again, his head and leg boiled (80, Canan, Burning at The Wire)†. In a 1994 case, Fierro v. Gomez, the United States District Court for the Northern District of California reviewed evidence on the effects of the gas chamber and supported Justice Brennan’s Eighth Amendment claim. The court â€Å"concluded that the time it takes for the lethal gas to kill an inmate combined with the degree of pain inflicted on the inmate warrants the use of another method of execution† (US Court for 9th Circuit). Brennan cited evidence that criminals executed in the gas chamber—by asphyxiation—suffered great pain over a number of minutes. Although most modern execution methods appear to be physically painless, appearances can be misleading. Renowned neurobiologists are now providing evidence which show that it is scientifically and medically certain that death by electrocution is not instantaneous. In the words of Harold Hillman, a prominent neurobiologist, â€Å"death by electrocution may inflict unnecessary pain, physical violence, and mutilation† (Hillman 174). The death penalty poses serious risk to the innocent. Due to inherent flaws in the US criminal justice system innocent people have been wrongly convicted. The danger is that once an innocent person is executed it cannot be remedied. Excerpts from a 1993 report by a US Congress Subcommittee, states that no matter how careful we are â€Å"the chances are high that innocent persons have been or will be executed† (deathpenaltyinfo. rg). In 1989 although no physical evidence linked Joseph Burrows to the murder of William Dulin, he was convicted and sent to Death Row. Witnesses later said they had been coerced by prosecutors and police. In summing up the appeal, Justice Harry Blackmun, stated that, an â€Å"execution without adequate safeguards is unacceptable, so too is an execution when the condemned prisoner can prove that he is innocent† (deathpenaltyinfo. org). In 1994, a Texas court sentenced Michael Blair to death for the 1993 murder of 7-year old Ashley Estell. Mr. Blair could have paid with his life. However a re-investigation of the case in May 2008 found that â€Å"no reasonable juror would have convicted [applicant] in light of newly discovered evidence (cca. courts. state. tx. us)†. More innocent people continue to be released from death row. â€Å"There have been 220 post-conviction DNA exonerations in United States history (innocenceproject. org). † World opinion is in favor of abolishing the death penalty. The European Union campaigns for the universal abolition of the death penalty. Abolition of the death penalty is a requirement for countries seeking EU membership. The EU Charter states that â€Å"no one shall be condemned to the death penalty, or executed (Article II-2)†. Turkey has joined the growing number of countries that advocate the abolishment of the death penalty. The Turkish Constitution states that, â€Å"neither death penalty nor general confiscation shall be imposed as punishment (Article 38, 9)†. Even in Central Asia where executions are part of a long tradition, several countries have limited or suspended the use of the death penalty. On June 26, 2006 the President of the Philippines Macapagal Arroyo passed into law a bill abolishing the death penalty. The bill ratified their 1987 Constitution which states that, â€Å"the death penalty shall not be imposed. Any death penalty already imposed shall be reduced to reclusion perpetua† (Article III, section 19(1). In Africa, only six countries continue to impose the death penalty. On September 16, 2005, Liberia acceded to the Second Optional Protocol to the International Covenant on Civil and Political Rights, aiming at the abolition of the death penalty. Article 1. 2 of the protocol states that, â€Å"each State Party shall take all necessary measures to abolish the death penalty within its jurisdiction† (http://www2. ohchr. org). Because poor and minorities are disproportionately subjected to the death penalty, it should be prohibited. A United States Judiciary Subcommittee in 1994 found that, â€Å"minorities are being prosecuted under federal death penalty law far beyond their proportion in the general population† (usdoj. gov). Most court appointed attorneys often lack the experience necessary for capital trials. Since â€Å"ninety-five percent of death row inmates cannot afford their own attorney,† (deathpenaltyinfo. org) a court attorney is usually appointed for them. During closing remarks in a murder trial in a 1985 case in Georgia (State v. Dungee), the defense attorney stated that, the defendant â€Å"is poor and he is broke. He’s got an appointed lawyer† (11th Cir. 1985). The defendant was found guilty and sent to Death Row. A 2003 Amnesty International report found that the â€Å"juvenile offenders executed in Texas since 1998 were all African-Americans who committed their offenses at the age of 17† (texasdeathpenalty. rg). No white juveniles have been sentenced to death row in Texas since the death penalty was reinstated in 1982. Since capital punishment does not deter criminal offenses, it should not be a legal form of punishment. A study by The New York Times in 2000 found that homicide rates had risen and fallen along roughly symmetrical paths in the states with and without the death penalty. The neighboring states of Michigan, with no death penalty, and Indiana, which regularly imposes death sentences and carries out executions, have had virtually indistinguishable homicide rates. In 2007 the murder rate in Michigan was 676 (1. 76%) with a 10 million population† (disastercenter. com). While the murder rate in Indiana for the same period was â€Å"356 (1. 4%) with a population of 6. 3 million† people (disastercenter. com). An analysis of the murder rate in Virginia second behind Texas in number of executions from 1976-2004 (94/944) and neighboring Maryland show no significant difference. In 2007 the murder rate in Virginia was â€Å"406 with a 7. 7 million population† (fbi. gov) and in Maryland for the same period it was â€Å"553 with a population of 5. million people† (fbi. gov). It is also pertinent to compare states with high and low rates of execution as a result of the death penalty. A good comparison for this scenario is Oklahoma, which executed 75 candidates between 1976 and 2004, and Pennsylvania, which executed three. In 2004, Pennsylvania had â€Å"a total Crime Index of 2,995. 3 reported incidents per 100,000 people† (disastercenter. com). Whereas, Oklahoma â€Å"had a total Crime Index of 4,558. 6 reported incidents per 100,000 people† (disastercenter. com) in 2004. Although the crime index is not restricted to murders, Oklahoma’s numbers are significantly higher than Pennsylvania’s. The death penalty is cost-prohibitive and should be illegal. A system with a death penalty is vastly more expensive than one where the maximum penalty is keeping murderers in prison for life. In the State of California the additional cost of confining an inmate to Death Row, â€Å"is $90,000 per year, per inmate† (ccfaj. org). California could save about $90,000,000 per year by abolishing the death penalty and re-sentencing all of its Death Row inmates to life imprisonment. In Maryland an average capital-eligible case in which prosecutors do not seek the death penalty cost $1. 1 million. A capital-eligible case in which prosecutors unsuccessfully seek the death penalty costs $1. 8 million and a case resulting in a death sentence costs approximately $3 million. From 1978-1999 seeking the death penalty in 162 cases has cost tax payers of Maryland â€Å"$186 million more than what those cases would have cost had the death penalty not been sought† (Urban Institute Report, 2008). In Indiana â€Å"the cost of a death penalty trial and direct appeal alone is more than five times the cost of a life without parole trial and direct appeal† (in. gov). This was the conclusion from a 2002 Indiana Criminal Law Study conducted for the then Governor of Indiana Frank O’Bannon. From 1973 to 1988, the state of Florida spent an average of $3. 2 million per execution (in. gov). â€Å"Bottom line, life in prison is one-sixth as expensive† Miami Herald, July 10, 1988. The death penalty is in itself useless and has created counterproductive results in deterring the crime of murder. It wastes enormous resources on a handful of cases, to the detriment of measures that may provide actual rehabilitation. The United States is currently the only industrialized nation actively executing convicted felons by capital punishment. Considering that all human lives have an innate value it is inherently wrong to take one as a process to compensate for one that’s been lost. â€Å"The death penalty remains fraught with arbitrariness, discrimination, caprice, and mistake† – Justice Harry A. Blackmun, February 22, 1994. Our future generations will look back and shudder at the barbaric acts we practice today.

Implementing Core Competencies Of The Strategic Planning...

Organizations must develop and execute strategic plans to ensure future company growth and success. Assessing the internal and external aspects affecting a business is a key part of the strategic planning process, as it provides a vector for organizations to maintain a competitive advantage within a marketplace that is continuously evolving. Using quantitative data is considered a best practice to begin an assessment by reviewing recent financial performance and objectively determining the company’s current financial condition (Abraham, 2012). Subsequently, innovative organizations like Tesla Motors must apply methodologies to intimately measure subjective aspects such as a company’s competitive strengths, weaknesses, opportunities, and potential threats. A SWOT analysis is the operational method used to analyze these aspects (Abraham, 2012). The purpose of the following project is to apply core competencies of the strategic planning curriculum to inspire a culture of s trategic innovation within organizational leaders of tomorrow. First, we will take an assessment of Tesla Motors history, the company’s current products, and major competitors affecting the innovative company’s business plan. Then, we can examine the current market situation to determine any potential barriers to organizational success, before applying the principles of a SWOT analysis to determine Tesla’s strengths, weaknesses, opportunities, and threats that may affect the future of the organization.Show MoreRelatedITM 580 Core Comp Essay1307 Words   |  6 Pages Core Competencies and the Planning and Implementing of Information Technology Abstract With any organization, rather it be civilian or military focused, there is a common element that resides; organizational competencies. 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Gender Roles And Stereotypes Of Emotions - 1149 Words

Gender Roles and Stereotypes of Emotions Growing up, people are put into roles based on their gender. Gender roles are, â€Å"the behaviors, attitudes, and personality traits that are designated as either masculine or feminine† (Hockenbury Hockenbury, 2014, p. 409). Along with gender-roles are stereotypes. Stereotypes are a widely held belief about a group of people based on their race, religion, social class, or gender. Gender-role stereotypes are, â€Å"The beliefs and expectations people hold about the typical characteristics, preferences, and behavior of men and women† Hockenbury Hockenbury, 2014, p. 408). People are also influenced by society’s display role, which is the â€Å"social and cultural regulations governing emotional expression, especially facial expressions† (Hockenbury Hockenbury, 2014, p. 347). Men and women are expected to behave differently when it comes to feeling and expressing their emotions due to roles and stereotypes of emotion. These stereotypes are taught and reinf orced throughout childhood and seen within the media we are exposed to a good portion of our lives. Emotions are, â€Å"a complex psychological state that involves a subjective experience, a physiological response, and a behavioral or expressive response† (Hockenbury Hockenbury, 2014, p. 338). There are six basic emotions, which are fear, disgust, surprise, happiness, anger, and sadness. The roles of emotions for females are they are expected to express emotions such as fear, sadness, andShow MoreRelatedMovie Analysis : The Four Young Boys 1520 Words   |  7 PagesAmerican society, gender stereotypes and the topic of stereotypes remain a central focus of art and individual discussion. Rob Reiner addresses stereotypes in Reiner’s film Stand by Me when he sheds light on multiple stereotypes in society. Throughout the film, Gordon, Chris, Vern, and Teddy, the main characters in the movie, frequently describe each other with derogatory terms, which characterize stereo types in American culture. In Reiner’s movie, the four young boys follow the stereotypes that societyRead MoreGender Roles Of The Film Industry1228 Words   |  5 Pagesconventional gender roles of society into their movies. A majority of films have supported some of the male and female stereotypes. In the history of the film industry, the role of men is primarily that of the stereotypical working class man or hero, while the roles of women are primarily portrayed as being somewhat inferior to men. In the 1930s through the 1970s, men held the leading roles in films while women played smaller roles. In terms of jobs, women were given mostly family roles and rarelyRead More300 - a Gender Analysis Essay1323 Words   |  6 Pages300 Gender The film industry has created the conventional gender roles of society into their movies; A majority of films have supported some of the male and female stereotypes. In the history of the film industry, the role of men is primarilythat of the stereotypical working class man or hero, while the roles of women are primarily portrayed as being somewhat inferior to men. In the 1930s through the 1970s, men held the leading roles in films while women played smaller roles. Men were typicallyRead MoreGender Roles And Roles Of Women1355 Words   |  6 Pages300 (2006) maintain and amplify the stereotypical roles of males and females, where males are portrayed as the ones who have to serve as defender of all. The film industry mainly classified the conventional gender roles of society into their movies; majority of films have supported some of the male and female stereotypes. In the history of the film industry, the role of men is primarily the stereotypical working class man or hero, while t he roles of women are primarily portrayed as being somewhatRead MoreThe Stereotypes Of Women And Women Essay916 Words   |  4 Pagessurrounded ourselves around the many stereotypes that differentiate men and women. For many generations, we have the belief that women should vocalize their emotions while men should repress them and work it out among themselves. Society has developed masculine and feminine roles as well as expectations we feel like we have an obligation to pursue. It’s obvious that the gender roles we constructed immensely impacts how we think and operate. According to traditional stereotypes, men are assumed to be strongRead MoreGender Differences Of Romantic Relationships1722 Words   |  7 Pages Research Paper 1: Gender Differences in Romantic Relationships Elizabeth Medina Winona State University â€Æ' Research Paper 1: Gender Stereotypes in Romantic Relationships Monogamy is not realistic; at least that is what Amy learned from her father. As a little girl, Amy was drilled with the idea that monogamy is not realistic by her cheating father and she truly took that to heart. Amy portrays a happy, promiscuous women working in New York City as a men’s magazine writer. She goes throughRead MoreEmotions Through Culture And Gender1261 Words   |  6 Pages Expressing Emotions Through Culture and Gender Have you ever thought about the way you express your emotions? Emotions are a significant part of our lives. They enable us to express our feelings to those around us. How we express our emotion is determined by a mixture of culture and family influences that directs our gender to express emotions differently. People are more likely to experience emotions versus being able to express them. They way we express our emotions changes over timeRead MoreGender Portrayal Of The American Tv Sitcom Friends1296 Words   |  6 PagesIntroduction: This investigation involves the analysis of how gender†¯is†¯portrayed†¯in the American TV sitcom Friends. Friends received acclaim to become record breaking, as one of the most popular television shows of all time. The series was nominated for 62 Primetime Emmy Awards, winning the outstanding Comedy series award in 2002. Many stated that the series appealed to them as it was hilarious and touching. The demographic of this sitcom is young people, including adults who are single, relatingRead MoreThe Stereotypes Of The American Man1156 Words   |  5 PagesIntroduction Growing up in America, we have been subjected to countless acts of gender stereotypes on television, newspapers, and advertisements. The American man is visualized as someone who is carefree, muscular, and lacks any type of emotion. This fantastik advertisement’s purpose is to challenge these stereotypes and makes us reevaluate the way we look at men and women. According to America’s standards, women are supposed to prepare meals for their family along with cleaning and other householdRead MoreHow A Women Should Behave As Oppose Of A Man1230 Words   |  5 Pagesto a man. The issue is that the majority of our population views one side as being the correct way to describe a man, or a women, and will counteract to any others perspectives that do not match with the standard view of gender. But how did we begin to adapt to these gender roles? In most cases, the people who raised us will have the most influence on how we categorize a women and a man. A girl or a boy will le arn the â€Å"appropriate† way to behave by observing how their parents interact in the household