Johnnie Johnson - World War 2 Johnnie Johnson

Johnnie Johnson - Early Life Career: Born on March 9, 1915, James Edgar Johnnie Johnson was the son of Alfred Johnson, a Leicestershire policeman. An avid outdoorsman, Johnson was raised locally and attended Loughborough Grammar School. His career at Loughborough came to an abrupt end when he was expelled for swimming in the school pool with a girl. Attending the University of Nottingham, Johnson studied civil engineering and graduated in 1937. The following year he broke his collar bone while playing for Chingford Rugby Club. In the wake of the injury, the bone was improperly set and healed incorrectly. Entering the Military: Possessing an interest in aviation, Johnson applied for entry into the Royal Auxiliary Air Force but was rejected based on his injury. Still eager to serve, he joined the Leicestershire Yeomanry. With tensions with Germany increasing in late 1938 as a result of the Munich Crisis, the Royal Air Force reduced its entry standards and Johnson was able to gain admission into the Royal Air Force Volunteer Reserve. After undergoing basic training on weekends, he was called up in August 1939 and sent to Cambridge for flight training. His flying education was completed at 7 Operational Training Unit, RAF Hawarden in Wales. The Nagging Injury: During the course of training, Johnson found that his shoulder caused him great pain while flying. This proved particularly true when flying high-performance aircraft such as the Supermarine Spitfire. The injury was further exacerbated following a crash during training in which Johnsons Spitfire did a ground loop. Though he tried various types of padding on his shoulder, he continued to find that he would lose feeling in his right arm while flying. Briefly posted to No. 19 Squadron, he soon received a transfer to No. 616 Squadron at Coltishall. Reporting his shoulder problems to the medic he was soon given a choice between reassignment as a training pilot or undergoing surgery to reset his collar bone. Immediately opting for the latter, he was removed from flight status and sent to the RAF Hospital at Rauceby. As a result of this operation, Johnson missed the Battle of Britain. Returning to No. 616 Squadron in December 1940, he began regular flight operations and aided in downing a German aircraft the following month. Moving with the squadron to Tangmere in early 1941, he began to see more action. A Rising Star: Quickly proving himself a skilled pilot, he was invited to fly in Wing Commander Douglas Baders section. Gaining experience, he scored his first kill, a Messerschmitt Bf 109 on June 26. Taking part in the fighter sweeps over Western Europe that summer, he was present when Bader was shot down on August 9. Scoring his fifth kill and becoming an ace in September, Johnson received the Distinguished Flying Cross (DFC) and made flight commander. Over the next several months he continued to perform admirably and earned a bar for his DFC in July 1942. An Established Ace: In August 1942, Johnson received command of No. 610 Squadron and led it over Dieppe during Operation Jubilee. In the course of the fighting, he downed a Focke-Wulf Fw 190. Continuing to add to his total, Johnson was promoted to acting Wing Commander in March 1943 and given command of the Canadian Wing at Kenley. Despite being English-born, Johnson quickly gained the Canadians trust through his leadership in the air. The unit proved exceptionally effective under his guidance and he personally downed fourteen German fighters between April and September. For his achievements in early 1943, Johnson received the Distinguish Service Order (DSO) in June. A slew of additional kills earned him a bar for the DSO that September. Removed from flight operations for six months at the end of September, Johnsons total numbered 25 kills and he held the official rank of Squadron Leader. Assigned to No. 11 Group Headquarters, he performed administrative duties until March 1944 when he was placed in command of No. 144 (RCAF) Wing. Scoring his 28th kill on May 5, he became the highest-scoring British ace still actively flying. Top Scorer: Continuing to fly through 1944, Johnson kept adding to his tally. Scoring his 33rd kill on June 30, he passed Group Captain Adolph Sailor Malan as the top-scoring British pilot against the Luftwaffe. Given command of No. 127 Wing in August, he downed two Fw 190s on the 21st. Johnsons final victory of World War II came on September 27 over Nijmegen when he destroyed a Bf 109. During the course of the war, Johnson flew 515 sorties and shot down 34 German aircraft. He shared in seven additional kills which added 3.5 to his total. In addition, he had three probables, ten damaged, and one destroyed on the ground. Postwar: In the final weeks of the war, his men patrolled the skies over Kiel and Berlin. With the end of the conflict, Johnson was the RAFs second highest-scoring pilot of the war behind Squadron Leader Marmaduke Pattle who had been killed in 1941. With the end of the war, Johnson was given a permanent commission in the RAF first as a squadron leader and then as a wing commander. After service at the Central Fighter Establishment, he was sent to the United States to gain experience in jet fighter operations. Flying the F-86 Sabre and F-80 Shooting Star, he saw service in the Korean War with the US Air Force. Returning to the RAF in 1952, he served as Air Officer Commanding at RAF Wildenrath in Germany. Two years later he began a three-year tour as Deputy Director, Operations at the Air Ministry. After a term as Air Officer Commanding, RAF Cottesmore (1957-1960), he was promoted to air commodore. Promoted to air vice marshal in 1963, Johnsons final active duty command was as Air Officer Commanding, Air Forces Middle East. Retiring in 1966, Johnson worked in business for the remainder of his professional life as well as served as Deputy Lieutenant for the County of Leicestershire in 1967. Writing several books about his career and flying, Johnson died of cancer on January 30, 2001. Selected Sources James Edgar Johnnie JohnsonAir Vice Marshal James Johnnie JohnsonCentury of Flight: Johnnie Johnson

10 Facts About the Passenger Pigeon

Stereotypes In Todays Society - Free Essay Example

Sample details Pages: 3 Words: 980 Downloads: 1 Date added: 2019/04/12 Category Society Essay Level High school Tags: Stereotypes Essay Did you like this example? The world evolves around technology and it is an important tool in todays society. The media is a source that is used to help a person stay connected to the world they are living in. Many issues within the media are the bad things that happened which allows opinions to be expressed and stereotypes to be formed. Don’t waste time! Our writers will create an original "Stereotypes In Todays Society" essay for you Create order One thing that most individuals do not do is look at the good that some of these issues bring to the table. For instance with the continuous riot happening on the campus of the University of Chapel Hill many were brought together to express their like opinions on the issue. Diversity was well arrayed within the student population and community; which shows you the different races, ages and sex put any differences aside that may have been present and came together. Another source in media that many individuals like to watch are advertising commercials. Many of the commercials one sees today are stereotype resistant due to many commercials receiving backlash if there is any stereotyping within the commercial targeting one group. These commercials promote what one would want to see in todays society such as a women taking on a mans job. Then there are those supportive stereotypes that targets one group and associates that group with whatever it is they are being stereotyped on. Diversity in todays news while commercials portray resistant and supportive stereotypes When watching television, the shows being watched are broken up with brief breaks due to commercials. Many may not look into hidden messages or the stereotypes portrayed in commercials; but majority of commercials in todays society have supportive or resistant stereotypes in them. The messages presented in some commercials have become so bad that they had to be taken off of the air. While others steer away from stereotyping and try to promote the realism of what society is thought to be in todays world. The news educates persons on what is going on in the world, the state and on local matters. Sometimes you can witness where diversity is demonstrated in the news. Diversity in the news A popular topic in todays new is the toppling of the Silent Sam statue at the University of Chapel Hill. Due to occurrence of this event there was an enormous riot that took place on the campus between individuals who support the reasoning behind the toppling, and those who were against the toppling of the statue. It was said that the reasoning behind the destruction of the statue was because individuals believed that the statue exhibits racism on the campus. An Activist who graduated from the University of Chapel Hill has been advocating the removal of the statue since 2011. Some Individuals who are African American feel as if this statue has no history and does not represent the African Americans on that campus. Those who were against the toppling of the statue expressed how the statue represented natives of the south and did not have anything to do with racism. When watching the news you can see that those who supported the toppling showed diversity on the campus. Surprisingly the re were many Caucasians who protested with many minority groups for the approval of the toppling of the statue. You see many men and women between the ages of 20 and 50 years old protesting their beliefs on the issue. It was great to see individuals coming together to express their beliefs no matter their age, race or religious preference. You would see Caucasians holding signs saying Black Lives Matter and Muslim individuals holding signs saying Racism does not live on this campus. Also in the videos you see people of different races helping those who were pepper sprayed or those who were verbally being attacked by the opposing side. Stereotype-resistant commercial One stereo-resistant commercial that is on television now is the University of Phoenix advertisement. It demonstrates women feminism and work empowerment. In this commercial a single mom is working in a shop typically for male workers. She is soon replaced and decided to go get an education from the University of Phoenix which allows her to place a job in information technology, which is also a male dominate job. In the commercial it shows the women working hard as a mother and also pursuing her degree. Before pursuing her education she was down and out about not having a job to support her family which caused her to look at the poster she had of Rosie the Riveter. That powerful poster encouraged her to take the big step which the poster stood for women working in the male dominant industry. Stereotype supportive commercial Tobacco commercials are advertisements that we see a few times a day on the television. One particular commercial promotes tobacco companies advertising in low income communities mainly targeting minorities. In this commercial it shows how tobacco companies advertised cigarettes near schools in the lower income communities. Tobacco companies feel as if individuals in these communities are more vulnerable to buying cigarettes. Those who are paid less, little education and are living in poverty are believed to continue their habits and continue to be in the lower income community. This commercial is conveying that only the low income and those of the minority group are individuals who are more likely to smoke, and they are targeted based upon ones opinion. Conclusion We learn a lot through the news about our society which diversity was one of those concepts that was learned. Diversity was demonstrated on an issues on the University of Chapel Hill campus that was an ongoing topic spoken upon within the news. There are many stereotypes in todays society which two types that were talked about in this paper were resistant and supportive stereotypes. It was learned that there are some commercials that target and stereotype certain groups, and some commercials that steer away from stereotyping.

A Loss of Innocence Within Us All ( All Quiet on the...

A Loss of Innocence Should Never be Taken Lightly War is a hellish battleground where many lives are taken. In war there is constantly images and events that happen which can change a soldier’s life forever. In the book All Quiet on the Western Front Remarque uses the symbols of boots, butterflies and horses to advance the main theme in the novel, that war takes young men’s innocence away. When a soldier begins his first training camp or when he kills his first man, his boots are there warming his feet. Soldiers might not realize it but their boots are with them through their change of heart. In All Quiet boots resemble ageing, faà §ade, and change in heart. In the beginning of the book Paul and Muller are bedside with their dieing†¦show more content†¦For Paul it is now shown how butterflies relates to his life and how when he was a kid there are memories of him catching them and having a lot of fun dong it. This is why usually when a butterfly is in his pre sence of Paul, he always takes advantage of it and watches the creature flutter around. It also is showing how when ever he see’s a butterfly it reminds him of home, which is the reason why later he says,† I should have never come back†(185). Happy memories, for Paul are hurtful because it will take his thoughts off killing which could make him soft and vulnerable. Butterflies is Paul’s childhood and the war is where he is presently at. When the two are mixed together it shows how he changed so dramatically and how much he wishes to not go back to the way he was. In All Quiet butterflies reveal this and show how Paul has loss his innocence. Horses display strength, honor and loyalty in the real world. Yet when these horses are turned to battle in All Quiet it truly shows how man has crossed the line in what’s right and wrong. This is why the third symbol in the book is horses. While the men battle at night after a bombardment Paul hears horses cryin g. Moved by this he says,† it is not men, they could not cry so terribly†(62). Man has crossed the line in the book by using peaceful creatures to help kill and having the enemy kill them ,

Case Study on India China Infrastructure Free Essays

string(47) " monitoring and guiding policy implementation\." A Case Study, Overcoming Infrastructure Roadblocks: Are Chinese Lessons Relevant? This paper aims to document and analyse the different approaches in overall infrastructure sector performance for these two very different countries from the policy and institutional dimensions. It identifies factors that have worked in China and India. It also identifies some important lessons which could be relevant for future infrastructure development. We will write a custom essay sample on Case Study on India China Infrastructure or any similar topic only for you Order Now For the last two decades, both India and China have grown at twice the global rate and If this trend continues for next few decades, with their vast labor supply, favorable demographics, and aspirations for reaching the developed world per capita income and consumption standards, these economies can be expected to have a significant impact on the world economy. China adopted a development model where manufacturing and exports are the key drivers of its economic performance. Related article: A. K. Kraipak Case Chinese government recognized that export competitiveness and manufacturing require connectivity to the global economy and, as a result, infrastructure development was propelled by a substantial and sustained drive supported by the government. The most remarkable common factor behind the success of infrastructure in China was the single-minded goal of sustaining economic growth and recognition of the importance of infrastructure development in achieving this goal. China’s unparalleled growth and poverty reduction in the last two decades has gone hand in hand with development of infrastructure stemming from its export-led strategy. India, the other â€Å"giant† in Asia, did not follow the suit of the successful this infrastructure model in building ahead of demand. Its development strategy from time to time focused on redistribution of wealth rather than growth. In the early 1980s, China was among the poorest nations in the world, with more than 60% of its population, or over 634 million people, living on less than $1 a day. By 1990, China reduced poverty to less than 33% and, by 2003, to 13. 4%. This was possible because of very high growth rates fueled by trade openness. India’s achievements on growth and poverty during the same period have been steady but relatively modest—the overall population living on less than $1 day declined from 54. 4% in 1980 to 42. 1% and 30. 7%, respectively, in 1990 and 2003. The total number of poor, however, remains high at over 325 million. To some extent, India’s overall performance was negatively influenced by the initial development model that emphasized import substitution and self-reliance, which was one of the contributing factors to its lack of trade openness for most of the period since independence. In the early fifties and sixties both countries had fairly similar levels of infrastructure assets and services. For example, China’s electricity output at 7. 3 billion kWh in 1952 compares well with India’s power output of 6. 3 billion kWh in 1950-51. The Indian road network in 1950s was extensive at 400,000 kms compared to about one third that in China and both countries, about 40% of roads were paved then. India’s railway network at 53,000 kms was more than double that of China at 23,000 kms. India and China had similar numbers of telephone subscribers [pic] Though most Indian planning policies have continued to emphasize the importance of Infrastructure, they did not embrace the Chinese single-minded goal of infrastructure development, anticipating future demand and building ahead of time. India’s development model, which began with a balance between growth and distribution in the early fifties, was changed in mid-course with a greater emphasis on redistribution during the critical period of growth. A number of pro-poor programs were introduced which reduced overall fiscal space for infrastructure development, even within infrastructure priorities, political interests drove the overall resource allocation, for example, in the 1970s and 1980s, government emphasized development of minor irrigation and rural roads as part of anti-poverty programs. Employment generation through construction of rural roads, and ground water and minor irrigation to support food security received much higher priority compared to need to enhance logistics to support industrial growth and improving overall economic efficiency. In five year plans a major goal was to connect all villages (with population of more than 1,500 inhabitants) with rural road network; however, this was done through â€Å"minimum needs program† supporting employment creation and leading to waste and inefficiency. Most of the roads thus created did not meet quality standards because fiscal space was not adequate to accommodate both the demand for resources for rural roads and also the national highway network which was getting congested. Even in the case of power sector, village electrification was a priority so as to provide power for the farms, but not necessarily to households. Emphasis on connectivity, without improvements in overall economic efficiency meant unsustainable financial burden on the government budgets. In the time of slower economic growth or external shocks such as wars and high oil prices, infrastructure investments were major casualty. China with its high economic growth rates and higher savings rates was able to allocate much larger resources for investments in general. In the 1980, China saved 35% of GDP whereas India’s savings rate was less than half at 15. 5%. This combined, with higher fiscal deficits in India, meant that it was not always possible to invest in infrastructure [pic] [pic] Planning Framework—Institutions, Processes, Incentives and Accountability Development planning in any country can follow two broad models—it can either be an integral part of the political decision-making process or it can be divorced from politics where technocrats keep a firm hold on the planning process as a matter of rational and efficient management. In China, planning followed the first model. The State Planning Committee (SPC), and its subsequent variants, have been and remain at the center of China’s political and economic affairs. The SPC sets the national policy agenda, makes important policy decisions, and even guides the lawmaking process to ensure that these decisions are implemented. Through a dual-track implementation system, its policy-making role also extends to closely monitoring and guiding policy implementation. You read "Case Study on India China Infrastructure" in category "Essay examples" Thus the Chinese planning institutions fully integrate political economy considerations in the process of designing and implementing development plans. In China, strong accountability for delivery of plans was embedded through powerful party structure and this has so far led to better economic outcomes in terms of growth and infrastructure development. The Indian planning process historically tended to be more technical than political. Although the Planning Commission, with the Prime Minister as the Chairman, had some institutional ties to the political decision-making process, the process has tended to be more technical in reality, captured at times by technocrats who wanted to ensure rational and managerial efficiency. The planning institutions in India at the national and state levels adopted a consultative process for the formulation of plans. Plan formulations for important sectors were undertaken by working groups with broad mandates and high levels of technical expertise. These working groups included not only representatives of the line ministries, but also financial sector, private sector, and academic institutions. This process of participation, however, worked well only in the initial phase of the preparation of formal plan documents. Most of the times, there was disconnect between targets and performance, plan and implementation, and demand for resources and actual availability of funds. As a result, in most years until recently, infrastructure projects were actually built on a piecemeal approach. Unlike the dual-track system in China, overall implementation in India has more often been divorced from the planning process. Similarly, policy-making too was fragmented where, for example, a number of policy reforms have been often decided by committees and working groups, without the Planning Commission always being in charge of the process of reform designs or action plans for implementation. India’s planning ability, widely regarded as world class, was not backed by underlying incentives and accountability systems in China that delivered better outcomes. Infrastructure Sector Reforms The planning framework for infrastructure was very different in China and India. Similar to their efforts in rural transformation and agricultural modernization, China was able to adopt a dual benefit infrastructure development policy—to build infrastructure that will promote economic growth and to build systems that directly target poverty reduction. The vast program of building expressways was complemented with several programs that would directly benefit the poor. Having a centralized political system with complete State control made it possible to take risks that would have been more difficult under alternate political paradigms. The political costs of direct dissent were relatively small, if not entirely absent in China. Until 1994, the Indian government did not have a comprehensive framework for infrastructure. Most of the government interventions were through large number of sector ministries and departments—Ministry of Finance, Planning Commission, Pricing bureaus, state-owned enterprises (SOEs), etc. Since there were so many actors, the entire spectrum of infrastructure functions, namely, planning and policy making, regulation, production, and supply tended to be dominated by public sector SOEs. The SOEs in these sectors had the skills and capabilities to influence important decisions; however, accountability structures were being weakened due to excessive interference by political â€Å"bosses†. Reforms in the Indian electricity sector have not been very successful, despite the fact that these were pursued more systematically with amendment of the Electricity Act in 1991, which allowed private sector participation and even 100% foreign ownership. This alone did not lead to real improvements on the ground until recently. Part of the problem lay in the lack of a credible regulator, partly due to a political setting that remained uncoordinated. The electricity sector in the Indian federal system remains on the â€Å"concurrent list,† implying responsibility for the sector by both the central government and the state governments. One of the most important factors that remained uncoordinated was the funding issue. A large number of states had followed the practice of subsidizing power for agriculture and, as a result, there was ambiguity regarding who was going to pay for the power. The financial status of most of the State Electricity Boards (SEB) was grim, with most experiencing large and unsustainable deficits. In the early 1990s, the rate of return on all SEBs combined was highly negative (-13. 5% of capital employed). Until 1998-99, private investments were allowed only in power generation in India. Private sector participation in power transmission was allowed but private sector participation in power distribution did not occur until 2003. Although many states have set up independent regulators that have been fairly effective, the fundamental issue of who pays for the subsidized power has remained an important challenge. Unlike India, however, China’s power sector reforms have been relatively more successful in terms of the level of foreign and private sector participation in reducing the funding gap. The foreign private sector was welcomed into China, not only due to the need to augment financial resources, but also for the needed manufacturing capacity to produce the power generating equipment for an ambitious capacity expansion program. Foreign direct investments (FDI) in China took various institutional forms such as joint ventures, build-operate-transfer (BOT) types of arrangements, equity joint ventures, loans, and equity in the existing energy enterprises. In 1996, the sector was further reformed under the new Electricity Law that created the State Power Corporation of China as an entity separate from the Ministry of Electric Power, thus signifying a first step to separating regulation from actual production and supply. Given the dual pricing system of â€Å"new plant, new price,† China’s power sector funding gap has not been as large as that of India. A majority of farmers in China believe this TO GET RICH, BUILD ROADS FIRST; TO GET RICH FAST, BUILD FAST ROADS saying. Numerous recent studies have demonstrated that the greatest effect on poverty reduction can come from investments in the transport sector, particularly roads. It has been shown that an efficient road network increases access to services and economic opportunities, facilitates domestic market integration, lowers the cost of production and transportation, and allows healthy competition both domestically and internationally. In addition to accessibility, the quality of the roads also plays an important role in economic development. Although China had a late start, its achievement in building an extensive national road network in the last two decades has been unprecedented. With almost 30,000 km of expressways, China is fast catching up with the U. S. , which has the world’s largest road network. China is adding 5,000 km of expressway every year, expecting to reach a level over 80,000 km by 2020. Before discussing the current state of the Indian road network, it is useful to touch upon three important trends that have significantly influenced the way in which road infrastructure has been developed and utilized in recent decades. First, there has been a gradual but persistent mode shift in India from rail to roads. In 1960, rail carried 85% of goods traffic and 51% of passenger traffic; by 2001, those percentages had declined to 23% and 13%, respectively. The vast majority of this demand appears to have shifted to the road system, which currently accounts for 70% of freight transport and 85% of passenger transport. Second, with rising GDP, demand for automotive and freight travel has grown rapidly and consistently. Third, despite the stunning growth in road transport demand, investment in new highway capacity has been anemic. These three trends, taken together, help explain the current state of the India’s road infrastructure, which is now both woefully underdeveloped and over-utilized. Even though the Indian road network as a whole is denser than that of China, its highway component is comparatively underdeveloped. Despite significant improvements since the establishment of the National Highway Administration of India (NHAI), in contrast, India’s existing national highway network is characterized by slow speeds, heavy congestion and low service levels. It is not only the Indian road network that has remained under-funded —almost all other infrastructure services remain, at present, far below the level required to sustain the economic growth needed to address pervasive poverty Important lessons learnt On Infrastructure development When it comes to roads, the important goals for future development of India’s road infrastructure are given as follows:- †¢ Upgrading the capacity and efficiency of existing infrastructure. †¢ Establishing total connectivity for an all-weather rural road network †¢ Developing a modally-balanced transport system, particularly in urban areas †¢ Contributing to a reduction in regional disparities †¢ Contributing to sub-regional economic cooperation †¢ Putting a much greater emphasis on safety In order to perform their tasks more effectively, these national, state, and local agencies must collectively overcome a number of structural challenges, many of which can only be solved through policy or institutional reform. At the broadest level, the most pressing issues fall under the categories of poorly defined bureaucratic structure/mission, insufficient accountability, poor asset/system management, and inadequate resource mobilization. These categories can be broken down into greater detail as follows: Poorly defined bureaucratic structure/mission †¢ Unclear or overlapping responsibilities, often with no agency in charge †¢ Multiple mandates including roads, buildings, and irrigation †¢ Absence of clear strategic goals, mission statements, performance indicators, or investment plans Insufficient accountability †¢ Failure to separate policy and operational roles for clear accountability †¢ Not enough consultation with road users †¢ Failure to report all relevant information Failure to impose sanctions on poor performance †¢ Absence of independent bodies to verify information and assess performance †¢ Inappropriate evaluation techniques that are merely input-based, focusing solely on accounting for expenditures against the budget. †¢ Taking into consideration the physical or operational conditions of the actual road network. Poor asset/system management †¢ Inadequate attention to data collection and analysis in decision-making †¢ Excessive focus on new investment vs. maintenance Uneconomical investments made under political influence †¢ Lack of competition in procurement †¢ Need for leaner staffing with greater skill-set diversification †¢ Declining investments in transport relative to GDP †¢ Input from private finance still very limited †¢ Need to make better use of user charges in the form of gas taxes or tolling Though these problems are daunting, agencies at various levels within the government have taken initial steps to address them in recent years. Within the central government, notable examples include: Increasing the level of public funding for transportation within the Five-Year Plans †¢ Creating the Central Road Fund (CRF) to finance road development and maintenance through an earmarked â€Å"cess† (tax) on diesel and gasoline †¢ Operationalizing the National Highways Authority of India (NHAI) to act as an infrastructure procurer rather than a provider â € ¢ Establishing the National Highways Development Project (NHDP) to upgrade the nationals major highway routes †¢ Amending the National Highway Act to expedite land acquisition, permit private participation in road financing, and allow for the tolling of public roads In addition to standard techniques, such as the issuance of state- and federally-backed bonds, more innovative public-private partnership arrangements have also been developed. Examples include BOTs (build-operate-transfer contracts, in which a private partnership builds and operates a facility for a fixed number of years, recouping its expenses plus a reasonable profit through tolling, before transferring the facility back to the state) and other forms of maintenance and operations concessions. Though there is an overwhelming recognition of the contribution of infrastructure in modern economies, the links between infrastructure and economic growth and poverty reduction is neither certain nor automatic. Infrastructure development results in improvements in productivity and in overall quality of life but the impact is still contextual. A study prepared jointly by three major development institutions—the Asian Development Bank (ADB), Japan Bank for International Cooperation (JBIC), and the World Bank (WB)—advocated that it is not enough to examine impacts of infrastructure without broadening and deepening the definition of poverty and economic growth. In the study, the impacts of infrastructure are seen to occur at three levels—first, through facilitating economic growth; second, through improving quality of life; and, finally, through enhancing broader social and economic capabilities. Nevertheless, manufacturing and exports have proven to be key drivers to economic performance of less developed and developing countries. Infrastructure provides connections to the global economy that are crucial for export competitiveness and manufacturing. China used infrastructure as a policy instrument and active political tool to reduce poverty and trigger growth. The Chinese government had a strategic vision that was combined with a sustained drive toward economic growth, which resulted in unprecedented growth, poverty reduction, and gains in efficiency, but at a cost of increased inequality and great regional disparity. India started with a very rational approach of maintaining a balance between growth and distribution, but changed mid-course to a greater emphasis on redistribution. India learned the hard way that a greater emphasis on redistribution was not viable without robust and sustained growth. The resulting consequences were limited improvements in growth and poverty reduction with relatively little impact on income distribution. How to cite Case Study on India China Infrastructure, Free Case study samples

Analysis of Accounting Items for Telstra Corporation Limited

Question: Discuss about theAnalysis of Accounting Items for Telstra Corporation Limited. Answer: Introduction The accounting system of the company plays a very important role in the proper functioning of the company. For the purpose of the report Telstra Corporation Limited has been selected. To start with the study two accounting items Property plant and equipment and Intangibles has been selected from the annual report of the company. The accounting policies relating to these accounting items have been detailed along with the importance that both the items have on the financial position and financial performance of the company. After that the social impacts of these items have been discussed and the overall view of the company has been summarized from emphatic view. At the end the study is then concluded with the recommendations Accounting Items For the purpose of the study, two accounting items have been selected from the annual report of the company for the year endingn30th of June 2016. These are as follows: Property Plant and Equipment The company in the annual report has recorded the amount of $ 20581 million as the book value of the Property plant and equipment. As per Note number 3.1.2 of the annual report of the company Property plant and Equipment is recorded at the cost of purchase less the amount of the depreciation that has been accumulated over the years including the current year depreciation and the impairment loss if any (Company Official Website, 2016). Cost is identified as the cost of acquisition including the costs which can be directly allocated to the asset. The additions in the assets also include the borrowing costs which can be directly attributable to these assets (Assets, 2008). Intangibles The company has recorded the intangibles at the book value of $9229 million as on 30th of June 2016. As per Note number 3.2.2 of the annual report of the company Goodwill is recognized at cost on every business combination that the company made during the year. The cost is equivalent to the excess amount paid for acquisition of the business on the fair value of the assets of the company. The goodwill is not amortized but is tested for the loss of impairment at the end of every annual year or other frequent intervals. Other intangible assets which are internally generated like new Information technology software, etc are capitalized if the content of the costs includes the development costs. For instance, direct expense of the material involved, salary of the employees which can be directly associated with the asset so being developed and the interest cost comprising of loan if any taken. Specific disclosure has been made that any of the research expenditure if incurred shall be char ged to the statement of Profit and Loss Account. Other intangible assets like patents, etc. are valued at the cost which can be either will be the part of the business arrangement or the part of the individual acquisition. Importance and Impact Importance of Items These items have very important place in the financial statements of the company. Both the items represent the part of the net worth of the company. The higher the value of the property plant and equipment, the more will be the net worth of the company and which in turn will help in increasing the share price of the company. On the other hand the intangible shows the technologies that the company have and how much goodwill the company has been able to generate while engaging in the same line of the business. If these items are not present in the financial statement majorly property plant and equipment then no investor will decide to invest in the company (Steenkamp, and Kashyap, 2010). Impact On Financial Position And Financial Performance Both the items can give the material effect in the financial position and the financial performance of the company. Financial position is exhibited by the balance sheet of the company and financial performance of the company is depicted by the statement of the profit and loss. Following impact has been observed: Property Plant and Equipment This item gives the material effect in determining the financial position of the company in the sense that the if the value of the same is underestimated then the value of the company and the shareholder wealth will be decreased and in case it is overstated then not only the shareholders wealth will be increased but also the eyes of law will be affixed on the working of the company. Many collapses have been encountered due to wrong valuation of the assets (Abdul-Shukor, 2008). Intangible assets - If this item is undervalued then there will be wave in the market that the reputation of the company has been eroded and which in turn will hamper the financial position and the financial performance of the company (Barth, 2008). Social Impact The major social impact that has been observed in the positive sense is that the readers and the users of the financial statements of the company will have more insights of the working of the company and its adherence to social and environmental protection related laws and the compliance with the accounting standards and the governing law (Goodwin, 2006). Reflections Being the shareholder of the company, the company is performing well and has disclosed all the relevant information and the explanation that is required by the accounting standards and the relevant provisions of the corporations act, 2001. As the company has reported the earnings per share as 31.6 cents and the company has the growth in future therefore the company is the strong performer. Conclusion The Accounting items have been flowed throughout the report detailing their accounting treatment as per the policies listed in the annual, importance, impact on the position and performance of the company in the financial terms and impact on the society. The observations from the annual report have been given. In order to conclude, the report has specified that each accounting item have its own importance and shall be treated and dealt accordingly. References Abdul-Shukor, Z., 2008. The value relevance of intangibles non-current assets in different economic conditions.International Review of Business Research Papers,4(2), pp.316-337. Assets, I., 2008. Non-Current Assets.Group,30, p.2007. Barth, M.E. 2008. Revalued financial, tangible, and intangible assets: Associations with share prices and non-market-based value estimates.Journal of Accounting Research,36, pp.199-233. Company Official Website, (2016), Annual Report 2016, available at https://www.telstra.com.au accessed on 14/09/2017. Goodwin, J., 2006. Factors affecting the audit of revalued non?current assets: Initial public offerings and source reliability.Accounting Finance,36(2), pp.151-170. Steenkamp, N. and Kashyap, V., 2010. Importance and contribution of intangible assets: SME managers' perceptions.Journal of Intellectual Capital,11(3), pp.368-390.

Reason and language Essay Example For Students

Reason and language Essay She not only quits her jobs because she had had a lack of access to education, but she also makes the wrong decisions because she is so clueless about what is going on in the world that surrounds her. But she is not the only one who has to deal with this problem. A lack of access to education is one of the biggest problems in lower economically developed countries. Because they do not have sufficient schools, or schools at all, they are very likely to not know a lot. Another great characteristic of language is, that it enables us to pass down knowledge that our ancestors have had before us. What would we be for example, if we hadn’t had language to be able to build cars, housing, electricity and all the other vital things of everyday life? Nothing. I’m telling you. Nothing. Who knows, for the sake of god, we might still be living in forests, using bon fires to keep us warm, bathing in the river nearby, hunting deer, and riding horses for means of transport. But luckily, great people before us invented language. It began with sounds and noises, than a few word, and then way more than a whole dictionary can keep track of. Language is one of the biggest, or maybe even the biggest way of communicating. It is so unbelievably necessary, and its importance is increasing every day. Language does not control everything in life though. It would be possible to live without language, even if it would make life a lot more difficult and complicated. After all, isn’t it that a deaf, illiterate person can also know? Or a deaf and blind person? What is the use of our senses, if not to help us through life even if we have certain handicaps? Can you not taste the sweetest honey without language? Can you not feel the heet of the sun in the summer without language? Can you not smell the descent scent of a rose without language? Tell me, do you deny, that this is possible? But that is not all. Decades ago, when we were left without language, we used our body to communicate what we want. A kiss to show love and appreciation, a slap in the face to show disapproval and anger. We can understand people from other cultures, speaking a different language. This is all due to behaviour. How can you know anyway, that what you read, write and say is also what others read, write and hear? Have our senses not deceived us many times before? You can also gain knowledge through experience. We only know that fire is hot if we have touched it once and burned our fingers. Betrand Russell (1872-1970) once said, that ‘Most people rather die than think; in fact they do so. ’ This would mean that every human alive can think, and to think you need knowledge. This means, that without knowledge you cannot survive. Therefore, a small baby, it might even still by contained in its mother, must already have knowledge. If you cannot survive without knowledge, this means, that cells, and anything else that is alive must also have knowledge. It is impossible to know everything because there is too much information for you to remember and because there are simply too many things yet to be discovered. Knowledge has its limits, and these limits lead people to start believing. Not all ways of knowing are controlled by language, but they might be influenced by it. A person living without language can also know, which herewith proves, that language does not control all the other ways of knowing. 1. 249. .u6838f73e82a0d34136f790c66d137dd3 , .u6838f73e82a0d34136f790c66d137dd3 .postImageUrl , .u6838f73e82a0d34136f790c66d137dd3 .centered-text-area { min-height: 80px; position: relative; } .u6838f73e82a0d34136f790c66d137dd3 , .u6838f73e82a0d34136f790c66d137dd3:hover , .u6838f73e82a0d34136f790c66d137dd3:visited , .u6838f73e82a0d34136f790c66d137dd3:active { border:0!important; } .u6838f73e82a0d34136f790c66d137dd3 .clearfix:after { content: ""; display: table; clear: both; } .u6838f73e82a0d34136f790c66d137dd3 { display: block; transition: background-color 250ms; webkit-transition: background-color 250ms; width: 100%; opacity: 1; transition: opacity 250ms; webkit-transition: opacity 250ms; background-color: #95A5A6; } .u6838f73e82a0d34136f790c66d137dd3:active , .u6838f73e82a0d34136f790c66d137dd3:hover { opacity: 1; transition: opacity 250ms; webkit-transition: opacity 250ms; background-color: #2C3E50; } .u6838f73e82a0d34136f790c66d137dd3 .centered-text-area { width: 100%; position: relative ; } .u6838f73e82a0d34136f790c66d137dd3 .ctaText { border-bottom: 0 solid #fff; color: #2980B9; font-size: 16px; font-weight: bold; margin: 0; padding: 0; text-decoration: underline; } .u6838f73e82a0d34136f790c66d137dd3 .postTitle { color: #FFFFFF; font-size: 16px; font-weight: 600; margin: 0; padding: 0; width: 100%; } .u6838f73e82a0d34136f790c66d137dd3 .ctaButton { background-color: #7F8C8D!important; color: #2980B9; border: none; border-radius: 3px; box-shadow: none; font-size: 14px; font-weight: bold; line-height: 26px; moz-border-radius: 3px; text-align: center; text-decoration: none; text-shadow: none; width: 80px; min-height: 80px; background: url(https://artscolumbia.org/wp-content/plugins/intelly-related-posts/assets/images/simple-arrow.png)no-repeat; position: absolute; right: 0; top: 0; } .u6838f73e82a0d34136f790c66d137dd3:hover .ctaButton { background-color: #34495E!important; } .u6838f73e82a0d34136f790c66d137dd3 .centered-text { display: table; height: 80px; padding-left : 18px; top: 0; } .u6838f73e82a0d34136f790c66d137dd3 .u6838f73e82a0d34136f790c66d137dd3-content { display: table-cell; margin: 0; padding: 0; padding-right: 108px; position: relative; vertical-align: middle; width: 100%; } .u6838f73e82a0d34136f790c66d137dd3:after { content: ""; display: block; clear: both; } READ: The Danger in Trifles EssayWords ________________ http://de. wikipedia. org/wiki/Explizites_Wissen http://de. wikipedia. org/wiki/Implizites_Wissen.