Essay Writing Tips - How to Write a High School Essay

Essay Writing Tips - How to Write a High School EssayWriting a high school essay is difficult enough without the added pressure of not having to use any math or reading assistance that your instructor gives you, and in addition to this, most of your essay topics are already covered with the reading material. While there are many students who are just starting to write a first college essay, there are also students who have been writing college essays for years and have the ability to write college essays themselves.Since so many courses focus on college coursework, it is not surprising that the essays that students need to write are already covered by their other assignments. These essays are known as home-study essays because students are allowed to review or rewrite the assigned work at their own pace. Home-study essays are usually part of the literature course, freshman composition or the undergraduate English class.Writing your own essay can be a challenging task for many student s but with a little help from a few essay writing tips, you will be well on your way to completing your first essay for that semester. There are many ways to get started with your own essays. One great idea would be to ask someone close to you to help you out as you start writing.Many students will suggest that you keep your questions simple and to do some research on your topic if you have one. The goal is to give your essay a straight forward and easy to understand structure.If you have not had much exposure to writing on a basic topic like college essays, then you may be overwhelmed. Some teachers who encourage home-study can be great tools to help you when you begin writing your essay. The most important thing is to keep yourself interested in the topic and how you will go about doing it.For example, if you want to write a paper on the history of college or the joys of writing an essay for college, you can find many tips online orfrom personal experience to help you along the wa y. There are also things that you can do in your homework assignment to help you with writing your essay. If you do not understand something, you can ask a friend or someone in your class for advice.In addition to this, there are many ways to relax and to make your writing a great time. Whether you are doing your research on a topic or just relaxing and enjoying yourself, being able to write a good essay is something that all students can enjoy.

Elizabeth Was The Unwanted Daughter Of King Henry VIII, The King Who K

Elizabeth was the unwanted daughter of King Henry VIII, the king who killed her mother, because she did not bear a son. Elizabeth grew up in a country at war with it self in the wake of King Henry's religious reforms. Through no fault of her own, Elizabeth was cast aside by her own father; resulting in a lonely childhood and adolescence. While her half sister Mary I was queen, as a young women Elizabeth lived quietly, waiting for her opportunity to succeed. On November. 17, 1558, Mary died and Elizabeth began her reign. During her years as a queen, Elizabeth influenced England greatly, with which to this day the Elizabethan age is most often associated. Education was one of Elizabeth's greatest influences on England. Perhaps her influence on the importance of education as a young girl and her longed desire to learn helped her strive for this particular goal. Children in those days began their studies really early in the morning. They were expected to work long hours with out getting distracted. Over the years her tutors wrote glowing reports on her excellent progress. At ten years old, Elizabeth was excellent at Latin, and she could speak Italian pretty well. She was also taught ancient and modern languages, religion, history, geography, mathematics, science, and music. She kept up her studies even when she became queen.(Zamoyska 10-11) Queen Elizabeth introduced to her country the seeds of freedom, which English men now took for granted. The growing number of printing presses made books more readily available, because an increasing amount of people, both men and women began to read. (Bush 93) As a Protestant, Elizabeth influenced her country's religious decisions. According to Zamoyska: While Mary was still queen of England, Elizabeth did not want to risk her greatest opportunity of being next in line. She had a difficult task of having to conform openly to the Catholics, while still keeping support for the Protestants and the younger generation that "looked up to her." (19) "Elizabeth's first decisions bore on the religious issues. She turned the situation back to the state of things during the last years of Edward VI, allowing the repatriation of the Protestant leaders who had been driven out underMary.She didn't, however encourage further changes, and essentially supported the Church of England ..." (Rachum 162) Moderate Protestantism had been practiced under Henry VIII , and under Edward VI even more radical Protestant programs were implemented.. Mary in the other hand, had restored the Roman Catholic faith. Elizabeth herself was a moderate Protestant, and her settlement excluded papal authority, and brought back the Book of Common Prayer. This however did not recognize the demands of the extreme Puritans. During her reign a lot of pressure continued, but she resisted. Eventually the Puritans were driven underground. One of her greatest fears was that an alliance of Catholic powers might force her out of the throne, and introduce again a Catholic monarch. Eventually Elizabeth send English forces to fight on the Protestant side: In the war of religion in France and the revolt of the Dutch against Spanish rule. (Academic American Encyclopedia 141) The Spanish Armada was perhaps the greatest threat to Elizabeth. Intending this fleet to secure the deposition of Elizabeth in favor of himself, Philip II of Spain-Thus restoring Catholicism. The Naval battle in the English Channel devasted the Spanish flotilla. The use of the fire ships, English seaman ship and the "Protestant Wind" as the English call it, were responsible for the English victory that turned out to be so famous. (Academic American Encyclopedia 142) Before the war, Queen Elizabeth made a dramatic speech to her troops at Tulbury. She assured them that she had "...the heart and stomach of a king" and she promised that "...we shall shortly have a famous victory over these enemies of my God, my kingdom, and my people." She wore a gleaming silver armor and a white velvet dress. She was not about to barricade herself into one of her castles in this time of danger, but she was intending to show her country what a queen could be. The war was declared an English victory. Thus the defeat of the Armada strengthened Elizabeth's position as a figure of Protestantism. She was the one who in spite of everything, seemed "invincible." (Bush 87-90) Queen Elizabeth was the most important patron of Elizabethan theater. "Her influence was essential protecting the theatrical profession from puritan inspired prohibitions, and her court provided an important source of income and prestige for leading London acting companies..." (Boyce

Rise in Bed Bug Infestations

Rise in Bed Bug Infestations Question: Why Are Bed Bugs Making a Comeback? Answer: For centuries, bed bugs were a common pest wherever humans lived. According to Susan C. Jones, Assistant Professor of Entomology at Ohio State University, bed bugs traveled to North America with the colonists. From the 17th century until World War II, people slept with these bloodthirsty parasites biting them. Just after World War II, strong pesticides like DDT and chlordane came into widespread use. Bed bugs nearly disappeared completely over several decades of heavy pesticide use. Bed bug infestations were limited, and bed bugs were no longer considered a major pest. Eventually, these pesticides were proven harmful to peoples health and the environment. The U.S. banned DDT in 1972 when it was shown to contribute to the decline of birds like the bald eagle. A total ban on chlordane followed in 1988. Peoples attitudes about pesticides also changed. Knowing these chemicals could harm us, we lost our enthusiasm for fumigating every last bug in our homes. The pesticides used in homes today do a better job of targeting specific pest populations. Rather than spray a broad spectrum pesticide in their homes, people use chemical baits and traps to kill common pests, like ants or roaches. Since bed bugs feed only on blood, they arent attracted to these pest control baits. Just as broad spectrum pesticide use waned, cheap air travel allowed people to visit places where bed bugs still persisted. Bed bugs hadnt made headlines in years, and most travelers never considered the possibility of bringing bed bugs home. Stowaway bed bugs in luggage and clothing made their way to cities and towns where they had been eradicated decades ago. Bed bugs now infest numerous public places, where they can crawl onto clothing and hitchhike to your home. Hotels top the list of bed bug hideouts, but they may also be found in theaters, airplanes, subways, trains, buses, prisons, and dormitories. Your best guard against bed bugs is information. Know what they look like, and take appropriate steps to keep them from crossing your threshold.

Human Resources Project 1&2 Assignment Example | Topics and Well Written Essays - 1500 words

Human Resources Project 1 - Assignment Example This information can be used to understand the career opportunities in the company. A deeper analysis reveals that the HR policies are guided by the main HR policy statement of Nestec Ltd (2002). This is the Nestle Human Resources Policy, implemental to all subsidiaries of the company including those in USA. 2. The company is Nestle Waters North America, and its HR policies appear to be based on the Nestle Human Resources Policy document. I think some updating is needed for this set of HR policies. 3. In order to update the set of HR policies of Nestle Waters North America to optimize its North American operations flexibly with respect to the main policy framework of Nestec Ltd, it is mandatory to embark on a qualitative research followed by a number of activities for drafting and proposing some viable HR policy updates. The activities are described below: I. Interview of the current employees II. Interview of and discussion with the HR managers III. Analysis of current policies with regard to existing academic and business literature IV. Preparation and presentation of the new and/or updated policies in a proposal format V. Briefing the top HR managers 4. In this section, a proposal that describes the types of policies that are to be prepared and/or changed will be discussed. A close examination of Nestle Waters NA’s (2006) HR policies reveals that they are highly dependent on the HR policy manual of Nestec Ltd. First of all, one of the biggest drawbacks of these policies is that they put certain restrictions on the role of the HR managers. According to Nestec Ltd (2002, p. 4), â€Å"HR managers and their staff are there to provide professional support in handling people matters but should not substitute themselves to the responsible manager.† This sort of approach is rather traditionalistic. The second point is that Nestle Waters NA (2006) maintains strict control over its all hiring and training operations. However, relatively recent experience of certain companies shows that outsourcing the HR responsibilities can bring about more concentration on the vertical specialties of the company (Tornbohm and Da Rold 2005). So these two HR approaches need to be changed. A tentative timeline of the proposed HR policy updating and implementation task is provided in Table – 1. Table – 1 A Tentative Timeline of HR Policy Update and Implementation Program Task Time Task – 1: Interview of current employees (at least 20 to 30 employees randomly selected) 7 days Task – 2: Interview of and discussion with the company’s current HR managers. This will involve one to one interaction 7 days Task – 3: Existing policies are to be analyzed. This will involve correlating the existing practices with external case studies as available in different business journals, magazines, etc. 4 days Task – 4: Preparation and presentation of new policies (final draft) 3 days Task – 5: Briefing the HR mana gers before the plan is rolled out. 2 days Total time taken +2 reserve days to compensate loss of time (if any) in the course of the project Total 3 weeks and 4 days (approx) Project Part 2 Updating the existing HR policies First, HR managers must not be constrained in their HR specific roles only with such a strict regulatory approach. At the first place this makes the hierarchic system of the corporation too strong. The HR managers must be given some of the company’s specialties based training. For example, HR managers can be given some basic training on mineral water processing and manufacturing at

Feedback for solutions for brewing company problems Essay

Feedback for solutions for brewing company problems - Essay Example Molson Coors have therefore decided to pull its international businesses out Asian markets so that they can focus on the local markets. The importation of beer in China holds only 1% share of the market share compared to the domestic and Coors only ranks second despite the China’s low domestic prizes. It is therefore important when the company withdraws its operations from china because there are no chances of succeeding in that market. Coors should first alert their customers in china market and sell their stake to Sihai Beer Company because of the company’s inability to sustain its assets and the need to cover losses as much as possible. Coors should sell its beers at a lower price as a way of getting rid of its excess reserves (Russel Web). The Company should focus on improving its big Canada share and the US market shares in order to improve their sales. This is only possible when the UK and China markets are closed due to their low markets that in turn lead to a higher cost of operation in both UK and China. The partnering between Coors and the SABMiller will also increase the market share to almost 30% in local market. The issue of new marketing material has got a large impact on the success of the firm especially within the local market. The sales have slightly increased after almost a year due to the increased marketing. The small board that was created to facilitate aggressive marketing in North America has not boosted the market share as expected but only increased the operating assets due to its overstatement as the income statement do not include the US (Russel Web). The decline of the consumption of Molson’s products in its major markets is such a big blow to the company and puts the company into a very challenging situation. With the voting rights of Coors remains at 50% hence making it difficult to account for the company’s benefit in the consolidation process. The product for both the companies

Effect of the 2012 Olympic Games on Disabled Transportation

Effect of the 2012 Olympic Games on Disabled Transportation The Olympic Games in 2012 can â€Å"leave a legacy of accessible transport and facilities not just for disabled sportsmen and women, but for people with a disability in general.†[1] Phil Lane, British Paralympic Association Chief Executive Table of contents (Jump to) 1. Introduction 2. Methodology 3. Evaluation 3.1. Legislation 3.1.1. DDA 1995 3.1.1.1. Meaning of Disability 3.1.1.2. Meaning of Discrimination 3.1.1.3. Positive Duty under the DDA 2005 3.1.1.4. Taxis and Private Hire Vehicles 3.1.1.5. Rail Vehicles 3.1.1.6. Public Transport Vehicles 3.1.1.7. Aircraft and Ships 3.1.1.8. DDA 1995: Comparison to other Anti-Discrimination Legislation 3.1.1.9. Criticisms 3.2. Case Law 3.3. Stakeholder Commentary 3.4. Survey Results 4. Recommendations 5. Conclusion 5. Appendix â€Å"A† 6. BIBLIOGRAPHY 1.  Introduction The Labour government under Tony Blair has set out an ambitious agenda for tackling disability discrimination across society. Part of this agenda has involved amendments to the Disability Discrimination Act 1995 (DDA 1995)[2] in order to ensure that the lessons of the first ten years of the Act having been in force are taken into account. The DDA 1995 sets out, along with the regulations and orders made under the Act, the legislative framework the intention of which is to ensure that disabled people throughout the country have access to the same opportunities as the public at large. With London having been awarded the Olympic Games in 2012, the ability of this legislative framework to force through change, both on a functional level, and on a cultural one, will be put to the test. The purpose of this report is to examine and critically assess, within the context of transport in London and airline operators, whether or not this legislative framework is sufficient to meet the needs of disabled people coming up to the Olympic Games and beyond. 2.  Methodology In order to assess the readiness of London to meet the needs of disabled travellers during the Olympic Games and beyond within the confines of a research paper it is necessary to clearly define the scope of the intended research. In this case, the scope of the investigation is limited to transport in London, which includes taxis, trains, public authority vehicles, buses, the underground, aircraft and, to a lesser degree, accessibility to the buildings from which those transport vehicles leave from and arrive to. In order for it to be concluded that London will be ready to meet the needs of disabled travellers by 2012, it will need to be shown, that the current legislative framework is sufficient; that where there are ambiguities within the legislation, the Courts have been willing to provide useful guidance to transport providers and disabled travellers generally; that the culture within the public transport industry has changed with managers and employees now aware of their obligations under the legislation; that there are adequate penalties in place to discourage those that fail to comply; and finally, that these previously mentioned factors will all work together to provide disabled travellers with a integrated means of getting around London by 2012. In order to investigate these matters, it was necessary to look in detail at the provisions of the Disability Discrimination Act 1995 (DDA 1995), how the Act has been amended over the past eleven years, and in particular by the Disability Discrimination Act 2005 (DDA 2005), the various regulations and orders made under the DDA 1995 pertaining to public transport, cases decided dealing with the DDA 1995 and various commentary available from both public transport service providers, disabled travellers and other stakeholders. A survey of both rail and airline employees was also undertaken in order to gauge the level of understanding of the provisions of what is a complicated and often misinterpreted piece of legislation. The results of that survey are set out in Appendix A and discussed within the body of this report. 3.  Evaluation 3.1  Legislation One of the main aims of this report is to establish whether or not the amendments made to the DDA 1995 by the DDA 2005 have assisted in making the DDA 1995 more accessible or whether it remains, as noted by Lord Justice Mummery, â€Å"without doubt an unusually complex piece of legislation which poses novel questions of interpretation.†[3] 3.1.1  DDA 1995 The primary piece of legislation dealing with discrimination against disabled people using public transport is the DDA 1995 which has been amended by the DDA 2005. The DDA 2005 received royal assent on the 7th April 2005. Its main purpose was to give effect to the submissions made by various groups relating to the operation of the DDA 1995 over the preceding ten years by providing for certain important amendments in relation to that legislation. The DDA 2005 makes several substantial amendments to the DDA 1995. Those that apply to public transport are set out in Sections 5 to 9. Section 5 inserts a new Section 21ZA into the DDA 1995 and replaces the existing exclusion of transport services from Sections 19 to 21 of the DDA 1995 with a more precise exclusion which relates to only those transport services which consist of vehicle provision and use. Section 21ZA(1)(b) excludes discrimination which relates to a service provided, or not provided, while a disabled person is travelling in a vehicle. Section 21ZA(2) excludes from the duty to provide adjustments, transport services involving providing or using a vehicle. Sections 21ZA(1) and (2) can be disapplied through regulations made by the Secretary of State under Section 21ZA(3).[4] Section 6 of the DDA 2005 clarifies the timeframe for the bringing into force regulations dealing with all rail vehicles and the duty requiring rail operators to have in place measures allowing for disabled people to get on and off regulated rail vehicles in safety and without unreasonable difficulty and to be carried in regulated rail vehicles in safety and reasonable comfort. The Secretary of State is now required, under the new Section 46(4A) to ensure that all rail vehicles are regulated under the rail vehicles accessibility regulations by 1st January 2020. Section 6 also removes from the definition of â€Å"rail vehicle† the exemption relating to vehicles first brought into use after 31st December 1998. This means that there is now no start date and the Secretary of State is able to make regulations which apply to all rail vehicles and for instance, make regulations which apply to rail vehicles first brought into service before 1998 and which are for example refurbished. This closes a potential loop-hole in the legislation and allows the Secretary of State to meet the deadline imposed by 46(6A).[5] Section 6(3) clarifies the Secretary of State’s powers to make exemption orders relating to regulated rail vehicles by specifically allowing the making of exemption orders which relate to the operational as well as the construction elements of the rail vehicle accessibility regulations. Section 6(4) clarifies the procedure to be followed by the Secretary of State when exercising their discretion under Section 67(5A) of the DDA 1995. This procedure applies to the making of exemption orders and requires the Secretary of State to consult the Disabled Persons Transport Advisory Committee, and any other bodies that may be appropriate, and furthermore, for such regulations to be subject to the draft affirmative procedure which allows for greater parliamentary scrutiny. In the same vein of providing closer scrutiny over the making of exemption orders, Section 6(5) of the DDA 2005 inserts a new section (67B) which requires an annual report to be produced by the Secretary of State deta iling the exemption orders which have been made and containing details of the consultation process undertaken.[6] Section 7 of the DDA 2005 deals with the new concept of rail accessibility compliance certificates and allows for the Secretary of State to make regulations appointing independent assessors responsible for granting and enforcing the certificates, setting out the mechanisms for the charging of fees and dispute resolution. The intention of the certification scheme is to ultimately prohibit regulated rail vehicles operating without a valid compliance certificate. These certificates will also provide a degree of flexibility with Section 47A(4) allowing the certificates to be subject to conditions.[7] Section 8 of the DDA 2005 replaces the criminal sanctions set out in the DDA 1995 for a breach of the rail vehicle accessibility regulations with a civil regime allowing the levying of penalties should an improvement notice and final notice issued by the Secretary of State not be complied with. It also provides the Secretary of State with new powers of inspection in cases in which it is suspected that a regulated rail vehicle fails to conform to the provisions of the rail vehicle accessibility regulations (Sections 47E and 47F). New sections 47D to 47L deal with the imposition of penalties on train operators. Section 47D to 47H deal with the amount, due date and recovery of penalties imposed under the Act. Most importantly, any penalty imposed cannot exceed 10% of the operator’s â€Å"turnover†. Section 47K sets out the procedure to be followed and the operator’s right to object. If the operator is not satisfied with the penalty imposed by the Secretary of State, they have the right to appeal to a Court, whether or not they have lodged an appeal with the Secretary of State, but only on the grounds that either the penalty should not apply to them or that the level of the penalty is too high.[8] Section 9 allows for the recognition in England and Wales of disabled persons’ parking badges issued in foreign jurisdictions. This then allows for reciprocal recognition of UK badges in other EU countries.[9] 3.1.1.1  Meaning of Disability The DDA 1995 defines a â€Å"disabled person† as someone who has a disability.[10] A person has a disability if they have, â€Å"†¦a physical or mental impairment which has a substantial and long-term adverse effect on his ability to carry out normal day-to-day activities.†[11] This is further clarified in Schedule 1 of the DDA 1995. A mental impairment is not exhaustively defined but it originally only included mental illnesses in cases in which that illness is clinically well-recognised.[12] This constraint has now been removed by Section 18(2) of the DDA 2005. In addition, the DDA 2005 by way of Section 18(3) deems those suffering from HIV, Cancer or MS to be disabled before the symptoms set out in Section 1, or paragraph 8 of Schedule 1, have been experienced by them.[13] An impairment is held to be long-term if a person has had it for at least twelve months, it is expected to last for at least twelve months or it is likely to affect the person for the rest of their life.[14] 3.1.1.2  Meaning of Discrimination Section 3A(1) of the DDA 1995 states that a disabled person is discriminated against if, for a reason relating to a disabled person’s disability, a person treats a disabled person less favourably than they would someone without a disability and the person alleged to be discriminating against the disabled person cannot show that it is justified to treat them in this way. In order for the treatment referred to above to be justified, it must be both substantial and material to the particular cases’ circumstances.[15] However, if the treatment amounts to direct discrimination, it cannot be justified.[16] Similarly, if the person was required to make reasonable adjustments to cater for disabled people and has not done so, they will not be able to rely on a defence of the treatment being justified unless even if he had complied with the duty it would have been justified.[17] More relevantly to the issue of public transport, a person is also held to have discriminated against a disabled person if when a duty to make reasonable adjustments in relation to disabled people is imposed on them, they fail to comply with that duty.[18] 3.1.1.3  Positive Duty under the DDA 2005 The DDA 2005 introduced the concept of a â€Å"positive duty† for public authorities which makes it unlawful for them to, in the course of carrying out its functions, to discriminate against disabled people.[19] A similar â€Å"positive duty† has not been included with respect to private companies and employers. 3.1.1.4  Taxis and Private Hire Vehicles The DDA 1995 allows the Secretary of State to make regulations to ensure that it is possible for disabled persons; â€Å"to get into and out of taxis in safety,† and â€Å"to be carried in taxis in safety and in reasonable comfort;† and for disabled persons in wheelchairs; â€Å"to be conveyed in safety into and out of taxis while remaining in their wheelchairs,† and â€Å"to be carried in taxis in safety and in reasonable comfort while remaining in their wheelchairs.† It is proposed that regulations are introduced in respect of all new Taxis by 2010 and all Taxis by 2020.[20] One notable exception is that private hire vehicles are not provided for under the DDA 1995 however, this is not an exception that is likely to remain for long with both the Disabled Persons Transport Advisory Group and the Disability Rights Commission looking into the matter.[21] 3.1.1.5  Rail Vehicles A â€Å"rail vehicle† as amended by the DDA 2005 is a vehicle, â€Å"constructed or adapted to carry passengers on any railway, tramway or prescribed system.†[22] The DDA 1995 provides the Secretary of State with the power to make â€Å"rail vehicle accessibility regulations.†[23] These regulations, made in 1998 and amended in 2000, cover several important areas. They allow the Secretary of State to require, by way of these regulations, transport operators to provide means for disabled persons to be able to get on and off regulated rail vehicles in safety and without difficulty and to be able to travel in those vehicles in safety and comfort. They also cover such matters as, â€Å"wheelchair accessibility, the design of on-board accessible toilets, the size and location of handrails, handholds and control devices as well as the provision of audible warnings and other equipment.†[24] The DDA 1995 also allows the Secretary of State to make an exception in relation to a case in which a rail vehicle operator is unable to meet the requirements and makes an application for exemption. An example of such an exemption relating to London is the one granted to Gatwick Express (The Rail Vehicle Accessibility (Gatwick Express Class 458) Exemption Order 2006). This Order exempts Gatwick Express from some of the requirements of the regulations until April 2011.[25] However, without doubt, the main hurdle that the government needs to overcome to ensure that the Olympic Games in 2012 are an inclusive event is the issue of accessibility to the London Underground. Transport for London currently lists as accessible by means other than stairs or escalators, only 40 of its 275 underground stations.[26] The pace of improvements taking place also fails to fill one with confidence. Over the next five years there will be an additional 27 step-free stations. The intention is then for 25% to be step-free by 2010 and 50% by 2015.[27] As the Disabled Persons Transport Advisory Committee (DPTAC) correctly point out, if these figures are to be accepted, less than half of London’s Underground stations will be accessible by way of stair-free means by the time of the Olympics in 2012 and this is a situation that they find unacceptable.[28] While being the main means of transport for many spectators who will arrive in London at the time of the Olympic Games, the Tube is also perhaps the most culturally significant icon that London possesses and it will reflect poorly on the country as a whole if accessibility to London Underground stations has not been addressed in a productive manner before 2012. 3.1.1.6  Public Transport Vehicles The regulations applying to public transport vehicles are set out in the Public Service Vehicles Accessibility Regulations 2000. These regulations provide standards which are to be met and apply to â€Å"all new public service vehicles (buses or coaches) introduced since 31st December 2000 with a capacity exceeding 22 passengers used to provide a local of scheduled service.†[29] They also set out deadlines for the meeting of the standards. For instance, wheel chair users must be able to access all small buses by the 1st January 2015, large single deck buses by the 1st January 2016 and double deck buses by the 1st January 2017.[30] At present the accessibility by wheelchair users of buses nationwide stands at approximately 30%.[31] However, the DPTAC note that with respect to London’s buses, accessibility for wheelchair users is close to 100%.[32] The main concern with respect to buses in the capital is not in relation to compliance with the required modifications, but rather with the failure of some drivers to use the modifications available to assist their disabled passengers.[33] It should be noted that the Public Service Vehicles Accessibility Regulations 2000 do provide for a driver refusing to assist a disabled person in cases in which doing so would â€Å"adversely affect his health or safety, your safety or that of other passengers or the safety of the vehicle.† [34] However, it should be stressed to all drivers that this exemption should only be relied upon in specific circumstances with clear examples being provided. Finally, the DPTAC also suggest the greater availability of audible and visual information systems and this is an area that Transport for London is considering as an improvement for all their customers, not only those that are disabled.[35] 3.1.1.7  Aircraft and Ships One of the main criticisms of the DDA 1995 is that it fails to specifically address the duties of ship and airline operators. While ports and airports will still need to comply with the requirements of the legislation, the DDA 1995 fails to provide in respect of ships and aircraft the same regulatory making powers that it provides with respect to taxis, rail and public transport vehicles. Ships and aircraft come under European laws dealing with anti-discrimination legislation, however it is still argued that for disability discrimination legislation to be effective, it must apply to all public transport vehicles that operate within the UK. This gap in the legislation is seem as a major hurdle to ensuring that there is consistency across all types of public transport coming up to the Olympic Games and beyond. The DPTAC endorses this view and notes that â€Å"aircraft and ships will be the first and last Olympic travel experience that most overseas participants and audiences will experience, and we believe that the Government should do all it can to ensure that that experience is a positive one.†[36] They also emphasise that aviation and shipping are currently covered by voluntary codes but that the government has made it clear that should these codes fail, they would be prepared to remove the exemption from Part 3 of the DDA 1995 that currently applies to them.[37] As Karen Buck, Parliamentary Under Secretary of State for Transport sets out in her response to Tony Manwaring, CEO of Scope, the government is carrying out benchmarking tests in association with DPTAC the results of which were hoped to be available in early 2006. These exercises would then help determine whether or not it was necessary to lift the DDA 1995 Part 3 exemption currently granted to airline and shipping trans port providers.[38] 3.1.1.9  DDA 1995: Comparison to other Anti-Discrimination Legislation One of the most important differences between the DDA and other anti-discrimination legislation is that the DDA only applies to people who meet the criteria set out for being disabled. The Disability Rights Commission estimates that approximately ten million people have rights under the DDA 1995.[39] In contrast, other anti-discrimination legislation is much more pervasive in its application and applies to all members of society as long as they can show that the type of discrimination they are alleged to have suffered occurred. Another important difference is that the DDA takes into account the fact that the aim of assisting people with a disability is not to ensure that they receive equal treatment but rather, treatment which is appropriate to their circumstances. As such, the DDA does not aim to restrict the ability of those dealing with disabled people to positively discriminate in their favour, rather accepting that where appropriate, disabled people need to be treated differently.[40] Under other anti-discrimination legislation, discrimination can never be justified. 3.1.1.9  Criticisms Jan Nesbitt, chair of the Disability Law Service, notes that, â€Å"one of the weaknesses of the DDA has been that the service provision elements have been brought in over a lengthy period of time and some disabled people have had to wait for their needs to be met. There are some areas that are unsatisfactory, transport is still not covered, except for design features†¦Ã¢â‚¬ [41] The focus of the DDA 1995 is to put the duty to change on the public transport operators. This focus is sometimes referred to as being â€Å"solution-oriented†.[42] A solution-oriented approach to disability discrimination is a positive and extremely powerful tool in combating discrimination. However, this approach can only genuinely apply to those with physical disabilities and this has lead some commentators to suggest that the DDA 1995 is in fact discriminatory in itself as it places much more emphasis on those with physical disabilities as opposed to those suffering from mental disabilities. This however could be said to simply reflect the relative ease of making adjustments for those with physical disabilities, compared to making adjustments for those suffering from mental illnesses. People suffering from mental illnesses create a much more difficult problem for public transport providers to solve. There are no simple physical modifications that can be made to cater for people suffering from mental illnesses. This is further exacerbated by fact that it is often clear when someone is suffering from a physical impairment and staff can be trained to respond to their needs quickly and effectively. It is a lot more difficult to gauge whether or not someone is suffering from a mental illness, how best to assist them and whether or not they may pose a danger to staff and/or other members of the public. A frightening prospect is that the legislation as it currently stands could allow public transport companies to segregate those with disabilities from the rest of the travelling public. While this is already done to some extent, eg spaces for people needing wheelchair access; it is only a short distance from an ID card which lists a person’s disability, to a separate carriage for those with disabilities. The unfortunate aspect of this is that it would no doubt be argued that this solution provides the best means of catering for the individual needs of disabled people. 3.2  Case Law One of the leading cases decided under the DDA 1995 was Clark v TDG Ltd (t/a Novacold).[43] This was an appeal from the Employment Appeal Tribunal and was the first appeal decided by the Court of Appeal (Civil Division) under the DDA 1995. While that case dealt with employment law, Lord Justice Mummery’s comments about the DDA 1995 and its relationship to other anti-discrimination legislation is still of importance to the area of public transport. Lord Justice Mummery stated, â€Å"Contrary to what might be reasonably assumed, the exercise of interpretation is not facilitated by familiarity with the pre-existing legislation prohibiting discrimination in the field of employment (and elsewhere) on the grounds of sex (Sex Discrimination Act 1975) and race (Race Discrimination Act 1976). Indeed, it may be positively misleading to approach the 1995 Act with assumptions and concepts familiar from experience of the workings of the 1975 Act and the 1976 Act. Unlike the earlier discrimination Acts the 1995 Act does not draw the crucial distinction between direct and indirect discrimination on specified grounds; it provides a defence of justification to less favourable treatment which would constitute direct discrimination and be without such a defence under the earlier Acts; and it does not replicate the express requirement of the 1975 Act (section 5(3)) and the 1976 Act (section 3(4)) that, when a comparison of the cases of persons of different sex or persons of different racial groups falls to be made, the comparison must be such that the relevant circumstances in the one case are the same, or not materially different, in the other. One consequence of these differences is that the terms discriminate and discrimination are not used in Part II of the 1995 Act in the same sense as in the earlier Acts. Failure to discern and observe this difference in meaning in decision making (and in commentaries on both the 1995 Act and on decisions under it) can lead to serious conceptual confusion.† The key question that Lord Justice Mummery concluded as being fundamental to whether or not a disabled person had been discriminated against was, â€Å"is the treatment related to a complainant’s disability?†[44] Andy Rickell, director of the British Council of Disable People has stated, in respect of the case law arising from the DDA 1995, â€Å"Barristers are, and have been, running a coach and horses through disabled people’s rights.†[45] Jan Nesbitt, chair of the Disability Law Service, concurred with Rickell’s sentiments but added; â€Å"It’s like any new piece of legislation, barristers will find loopholes because there’s no case law so there’s nothing to test against. I think what happened in the beginning was that a lot of disabled people, in employment tribunals particularily, conducted their own case, and fell at the first hurdle which was proving that they were a disabled person. Any good barrister will make their case. The definition of â€Å"disability† is one of the things that’s currently being reviewed so that tribunals and courts have a better understanding of it. In any case, it is important for disabled people to get access to legal representation when taking a case.†[46] A case more relevant to transport was Roads v Central Trains.[47] This case involved a disabled resident of Norwich who relied on her electric wheelchair for mobility who brought a claim against Central Trains. The facts of the case revolved around the claimant not being able to access platform 1 at the station. The only means of accessing the platform from the side he was on was to either cross the footbridge or travel half a mile down the road where he could pass under the track and return on the other side. As both of these alternatives were not reasonable, the train company suggested the claimant, at no extra cost, take the train to a further station which was equipped with disabled access facilities, adding approximately one hour to the journey time. The claimant suggested that this was not reasonable and that the defendant company should have paid for a specially adapted taxi to drive him around to the other side. In the first instance, the Judge held that as the nearest specia lly adapted taxi was based in Norwich which was some way from Thetford where the station was located, it was unreas

Effect of Social Networking

Over the past few years, social networking websites such as Facebook and Myspace have exploded in popularity, especially among children and teenagers. The social networks as Facebook, MySpace and others are all â€Å"virtual places† where people find themselves and share information. Nowadays, social networks are the best tools for communication, though in the first place they were used only for university purposes, where students and colleagues stayed in contact with each other after works or studies.However, recent events involving child predators and other dangerous individuals using these sites have raised concerns about safety. Particularly in the western conutries, many parents view social networking websites with suspicion while having limited understanding of what these sites really are or how they work. Used responsibly, social networking sites do not pose a danger or threat to anyone. Facebook, Myspace, and other sites have numerous benefits for their users in terms of interacting and talking with other people, but also provide comprehensive privacy and safety features.Facebook, for example, does not allow people to view others’ profiles unless they are friends, which requires both people to confirm their relationship. Even though Some studies imply that social networks could have negative impact on people social health. These can cause people to stray from reality and immerse themselves in the virtual world of social community. â€Å"Instead of meeting people in person, they spend more time in front of the computer screens checking what the virtual friends are doing. †The next effect that many scientists have warned about is the influence that social networks can have on human health. The main effect is on the human brain. â€Å"Baroness Greenfield, an Oxford University neuroscientist and director of the Royal Institution, believes repeated exposure could effectively ‘rewire' the brain. † Another important effect of social networks is on business. Online social networking is the newest weapon to get more customers. â€Å"William Baker, a professor of marketing at San Diego State University, found that firms that ely heavily on external social networks scored 24 percent higher on a measure of radical innovation than companies that don't. Online networks can help you hire the right people, market your product — or even find a manufacturer. † In conclusion, as stated before, today social networks are the main tools of communications. Networks like Facebook, Twitter, MySpace and so on can have a great impact on human life and influence positively or negatively the social life, health and the world business.