The Esping Andersens Welfare Regime Typology

The Esping Andersens Welfare Regime Typology This assignment will be analysing precisely on the Esping-Andersens welfare regime typology along with its illustration. In order for a better understanding of the illustration, three countries will be used as ideal examples for the different typologies, namely the United Kingdom, Sweden and Germany. In addition to the illustration using the three countries stated, the Esping-Andersens welfare regime will also be assessed further in depth. CONTENT There are two major paradigms of the explanation of the welfare state expansion which are the social and economic factors, and also the political factor. The social and economic factors are usually the main driving force of welfare state expansion which is also based on the logic of industrialisation. The industrialism is a long term and inevitable effect of economic development in which when the economic productivity increases, the resources for the welfare will necessarily increase too. Additionally, industrialism will bring in many other factors such as urbanisation and peoples relocation effects, population growth and their changing composition together with the growth of the nation states bureaucratic capability in terms of delivering their welfare (Quadagno, 1987). Another major explanation of expansion of the welfare is the political factors. The structure and generosity of welfare state can only be explained if we take into account the power resources of social classes and th e fusions between them. In addition, powerful and trade union movements also the social democratic parties are also recognised as decisive political actors for the development of universal social rights. These two major theories of the development of the welfare state all have its relevance and are inter-related to each other (Castles, 2010). This is also what Esping-Andersen believes in. In Esping Andersens major and most influential work, written in The Three Worlds of Welfare Capitalism, he stated that de-commodification and also social stratification of a country are the key issues in terms of assessing the welfare state. These two are also known as the main indicators as measurements of quality of the welfare state provided. The first indicator, de-commodification in this perspective is actually the degree to which a social service is being rendered to the people of the country as a matter of right and to the degree which a person can maintain his livelihood without relying on the market (Pierson and Castles, 2006). Different typologies of welfare state have different degrees of de-commodification it offers to its people. The level of this de-commodification can be measured by three sets of dimensions which are the rules that govern peoples eligibility to welfare benefits, level of income replacement for those on benefits and the range of entitlements provided (E sping-Andersen, 1990). As for the other indicator, social stratification is the degree to which welfare state differentiates between different social groups, for instance on the basis of occupational status or gender (Cochrane et al, 2001). The welfare states vary considerably with respect to those two principles; the de-commodification or social rights and stratification. As the welfare state variations are not linearly distributed as it is dependent on the different arrangements among the state, market and the family, Esping-Andersen stated that welfare states can then be divided into three different ideal welfare regime typologies. They are the liberal regime, conservative regime and finally, the social-democratic regime type (Kolberg, 1992). The liberal welfare state is characterised by means-tested assistance, modest universal transfers, or modest social insurance plans that predominate. These cater mostly to people of low income (usually those in the working-class and are state dependents). This model of welfare state created entitlement rules that are strict and are also often associated to stigma although the benefits given out are in general modest. For this reason, the state will then encourage the market to guarantee and subsidise private welfare schemes. Subsequently, this welfare state regime minimises de-commodification effect and encourage a higher degree of social stratification due to the private schemes predominating and also the different welfare state recipients which will clearly result in inequality (Kolberg, 1992). An archetypical example of this welfare regime model is the United Kingdom which will be used in order to illustrate and assess this welfare state regime better, although it was identified to be more of a hybrid-liberal regime before this. In accordance to the Esping-Andersens indicators for welfare state, the United Kingdoms de-commodification is fairly low and thus fit into the Esping-Andersen ideal model of liberal regime. According to him, the United Kingdom has a low index of de-commodification of 23.4 which is the combination of the following individual de-commodification indexes; pensions of 8.5, sickness benefits of 7.2 and unemployment insurance of 7.7 (Bambra, 2006). As for the countrys social stratification, the score is 6 within the liberal scale which is deemed to be medium-low (Scruggs and Allan, 2006). This aspect however does not fit into the ideal liberal welfare regime of Esping-Andersen which is supposedly to be high. In addition to that, unlike the traditional lib eral countries such as the United States (which is known as the prototype of liberal regime), the United Kingdom has a National Insurance system which was introduced by Beveridge in 1942 (Spicker, 2012). Included in this system is the National Health Service (NHS) which is provided to all on a free of charge basis which is not a character of a typical liberal regime. Along with that, the United Kingdom consists of four different constituent countries which have their own devolved self-government such as that in Scotland which its education structure is different to that in the other part of the country. This is also one of the main criticisms of Esping-Andersens welfare regime as it cannot be found in pure form such as in this case. However, the United Kingdom can still be categorised to be a liberal regime as the country generally only provides social security to its people based on their need which this can be referred to act only as a safety net. Additionally, this social securit y offered by the state funded by taxation are only very limited and are highly stigmatised due to its means-tested distribution such as the Working Tax Credit even though they do give out benefits to those who need it most (Schifferes, 2005). Moreover, as the recent current policy reforms in the United Kingdom that affect the social security such as the NHS, which its principle of universality and future is subject to change, only sums up to push the country further in becoming more into the liberal regime. All the discussed aspects of the United Kingdoms welfare system pretty much tally up the countrys regime of being in the liberal typology. The second welfare regime identified by Esping- Andersen is the conservative welfare state regime. This regime is typified by a moderate level of de-commodification. This regime type is shaped by the twin historical legacy of Catholic social policy, on the one side, and corporatism and total control of the state over individual citizen (etatisme) on the other side. This blend had three important consequences in terms of stratification. The first one is the direct influence of the state will be restricted to their provision of income maintenance benefits related to the peoples occupational status which means that the sphere of unity remains quite narrow and corporatist. Moreover, in this regime labour market participation by married women is strongly discouraged, because the corporatist regime which is highly influenced by the Church are committed to the preservation of traditional family structures (the classic male breadwinner model). Social rights as reflected in the degree of de-c ommodification produced by state policies and program however, did not include the gender dimension of women who perform unpaid labour which is another main criticism of Esping-Andersens welfare regime from feminist view (Sainsbury, 1999). Another important characteristic of this regime model is the principle of subsidiarity, a situation where the state rather than the market will interfere when the familys capacity to meet its family members need is unmet (Arts and Gelissen, 2002). Due to these reasons, the degree of stratification this welfare regime produce is fairly high. An example of the conservative welfare regime is the country Germany, which is the prototype illustration of this regime. Following Esping-Andersens indicator of de-commodification, Germany score 27.7, in which it is considered to be as medium. This score combined the three individual de-commodification indexes of the following; 8.5 of old age pensions, 7.9 for the sickness benefits and finally, the unemployment insurance of 11.3 (Bambra, 2006). This is in accordance to Esping-Andersens suggestion of conservative regime that has a medium degree of de-commodification. The welfare for the people in Germany is based on their occupational scheme and is funded through their personal contribution. As stated, the old age pension score in the de-commodification index for Germany is low as it requires the people to contribute for quite a period of time for their pension rights together with a large amount of individual financial contribution. As a result, the replacement rate of contribution for the people will be different as it is dependent on the occupation. This consequently results in a high social stratification for the country at a score of 8 in the conservative scale (Scruggs and Allan, 2006). In addition to that issue, the country made familial obligations its priority and thus, practise the principle of male breadwinner model in which only the male in the family are allowed to be in the labour market. The vindication for this is that if women are allowed to be working, the countrys social security will then have to be re-constructed, as traditionally their welfare is highly dependent to that of their spouses or male family member as their welfare source. Due to this reason of oppressing womens right, the gender inequality is remarkably high in Germany particularly, in terms of income as women are usually performing unpaid labour work such as childcare in their households as expected with the feminist criticism view on the Esping Andersens regime typology. The social welfare of women is tied up to their spouses instead of on their own. Also, it is the market (employers) itself that organise the employees social insurance instead of the state (they are also known as the social partners). All of these factors of Germany discussed correspond to the characters of an ideal conservative model as per discussed by Esping-Andersen himself. A reason of why as suggested by Arts and Gelissen (2002) that Germany is definitely the ideal type conservative regime. Finally, Esping-Andersen recognises a social democratic world of the welfare capitalism. In this model, the level of de-commodification is high, and the social-democratic principle of stratification is directed towards achieving a system of generous universal and highly distributive benefits not dependent on any individual contributions, thus the degree of social stratification is ideally low. Contrary to that of the liberal regime of welfare states, this welfare model crowds out the market and, consequently, constructs an essentially universal solidarity in favour of the welfare state (Esping-Andersen, 1990). The social policy within this model of welfare state is focused at maximising the capabilities of individual independence. Women in particular regardless of their status of whether having to provide childcare or not, are also encouraged in participating in the labour market, especially in the public sector. This type of welfare state regime is generally dedicated to full employment for its entire people in order to support the welfare state. Only by making sure tha t as many people as possible are in employment, is it possible to maintain such a high level unity welfare system as suggested by Arts and Gelissen (2002). In order to further analyse this welfare regime better, Sweden will be used as an illustration in order to discuss this in greater depth as many of the aspects of the social democratic model are indeed identified in the Swedish welfare state. This country has the most progressively redistributive welfare states under capitalism as it spends a great proportion of its national income on their welfare benefits and services than any other capitalist state, comparatively with particular emphasis on the concept of universality and participation of its citizen unlike the liberal and conservative models. This explains why Sweden has a profoundly high level of de-commodification of 39.1 with the pensions of old-age of 17.0, sickness benefits of 15.0 and also unemployment insurance of 15.0 as stated by Esping-Andersen (Bambra, 2006). Also, this is the reason why Sweden has a low degree of social stratification of 8 in the socialist stratification score (Scruggs and Allan, 2006). Swedens focus on the equality of its citizen is due to the path dependence of the strong social-democratic political dominance along with the fact that for several decades over 80 per cent of the Swedish workers have been organised in trade unions (Cochrane et al, 2001). The key element of this countrys generous welfare policies is full employment to its entire citizen including women which this also contributes to the low degree of stratification. Additionally, childrens welfare state is also fully taken care of throughout their lives (not just at certain age only) by the state instead of the family also as a right of citizen similar to that of women. Although the recent welfare reforms in Sweden has been happening due to the economic crisis (such as increase in income inequality and market instead of state welfare provider), Sweden is still in its own distinct group of social democratic model of welfare state (Kautto et al, 1999). This proves that the criticism of other scholars such as that of Kangas (1994) on the stability of Esping-Andersens typology over time is found ungrounded in this case of Sweden. CONCLUSION The Esping-Andersens welfare state regimes along with its two main indicators have been analysed above in order to better understand the illustrations of the welfare regime models provided by the three countries chosen to represent the regime. Although the country chosen for liberal welfare model is not the usual prototype country which is the United Kingdom, it has given a better understanding on how it is actually a hybrid before turning more into a liberal regime during the recent years now following the latest reforms. Additionally, it also shows that not all regimes come in pure form which is also one of the criticisms of this regime typology. As for the other two countries, Germany and Sweden, they are the prototype countries in representing their respective welfare regimes; conservative and the social democratic which gives a further, better explanation for the other two Esping-Andersens welfare regimes along with highlighting the problem of his regime typology that excluded t he female gender dimension.

Effects Of Co2 Emission Legislation Economics Essay

Effects Of Co2 Emission Legislation Economics Essay The global climate conditions are incessantly changing which has become a threat and one of the greatest challenges faced by the international community. Transport is amongst one of the main factor causing one fifth of greenhouse gas emissions and also a large share of air pollution and noise nuisance (Braithwaite and Drahos, 2000). Additionally it divides natural areas into small patches that lead to severe consequences on the landscape which makes it detrimental to environmental sustainability. The number of vehicles worldwide is projected to increase from around 700 million at present to 1.1 billion by 2020, so if anything, the problems caused by cars will get worse not better, unless dramatic changes are made (Burns et al 2002). In response to the mounting concerns and substantial evidences over global warning, a suite of climate change legislation has been introduced. According to the Kyoto protocol the European Union must reduce greenhouse gas emission by 8%. International manu facturing is dominated by car industry and the vehicle production is considered as the worlds largest manufacturing sector. With internationally integrated investment, production and sales; the automotive industry has the supremacy to manage environmental damage. The authoritative positioning of car industry spawns two contrasting viewpoints; (i) the industrys products are a major source of global environmental damage; (ii) industrys persistently determined to strike a balance between the imperatives of profitability and environmental sustainability. Safety measures have been introduced and legislations have been put forward by the traditional car producing countries for reducing the specific emission for vehicles and to increase fuel efficiency of cars. The study expounds on the various aspects that encompasses the need for CO2 emission legislation and its pertinent ambiguities. The study further investigates the response of EU car industry by critically analysing its strategic app roach to fight against the challenges it faces due to proposed legislation and constantly evolving economic conditions. 1.1 ENVIRONMENTAL DAMAGE BY AUTOMOTIVE INDUSTRY Transport industry is responsible for several activities that one way or another cause environmental damage and these may include; fuel extraction, processing and transport, manufacturing and 90 percent of all carbon monoxide emissions are also cause by cars. In addition to this, cars are also a major cause of acid rain. Following are some facts and figures compiled by examining the existing data that accounts for ample evidence of the environmental damage caused by cars; Amongst all land-based modes of transport, cars are the most energy intensive with petrol-powered cars consuming in aggregate more energy and producing more greenhouse gas emissions than any other type of vehicle (International Energy Agency 1993). Annually seven billion pounds of scrap and waste is produced by international car industry (Elster,1989) Cars are a prime cause of the depletion of the worlds resources (Freund and Martin, 1993). About 25 percent of total CO2 emissions are caused by transportation industry out of which up to 85 percent is caused by road transport (UNEP 2003). On average, road transport accounts for 48 percent of NOx emissions in OECD countries and around 60 percent of this is done by cars (Paterson, 2000). 1.2 ANALYZING THE NEED FOR CO2 EMISSION LEGISLATION The CO2 emissions in the EU grew by 32% between 1990 and 2005 unlike other sectors accomplished to reduce their emissions by 9.5% on average over the same period (World Values Survey, 2003). Earlier, the share of CO2 emissions by transport was 21% in the year 1990 which rose up to 27% by 2005 (UNEP, 2003). Passenger cars and vans are responsible for over half of the CO2 emissions. Kyoto indicates that transport is the worst performing sector that seriously jeopardises the achievement of the targets. Under Kyoto protocol the European Union is committed to reduce greenhouse gas emissions by 8 per cent by 2008-2012 compared to the 1990 level (UNEP, 2003). Approximately 20% cut in its greenhouse gas emissions by 2020 has been committed by the EU and around 30% cut provided that the other countries follow suit when a new climate deal is agreed. The EU has also adopted a target of improving energy efficiency in the European Union by 20% by 2020 (UNEP, 2003). The legal implementation of the se targets along with climate and energy package was adopted in December 2008. The package of emissions trading scheme contains laws for carbon capture and storage, renewable energy, transport fuel quality, and car emissions (Held et al, 1999). 1.3 ASSESSING THE LOOPHOLES OF LEGISLATION The enforcement of CO2 emissions legislation will take place through a system of fines. For every g/km a manufacturer exceeds its company target, it has to pay a â‚ ¬95 fine per vehicle sold, in principle. However, there have been some ambiguities in the commandment indicated in several studies and when all these ambiguities are put together in practice then it signifies that the target for 2015 is close to 140 g/km, rather than 130 g/km (Paterson, 2000). The detected loopholes in the law include: For currently unmeasured and undefined eco-innovations, up to 7 g/km credits that could be exchanged for measured reductions; For very low-emission cars there are super credits, which would count for more than one car and hence water down overall CO2 reductions which are based on fleet averages; Much lower penalties for small surpassing of the target until 2018. The penalties for the first, second and third g/km of surpassing are only â‚ ¬5, 15 and 25 per g/km respectively instead of â‚ ¬95; Exemptions for small-volume carmakers. 1.4 EU CAR INDUSTRY VS CO2 EMISSION LEGISLATION In accordance with the CO2 emission legislation it has been anticipated that its implementation would be fruitful enough to gain at least 20% cut in domestic EU emissions and at most 30% is the target to attain (The Economist, 2002). Scientists believe that about 40% targets are essential to hit the EUs maximum 2 degrees warming (The Economist, 2002). The climate policy is going off track where the substitution of reduction in real emission has been counterbalanced by the effort sharing and ETS laws and the renewable energy law on the other hand, allows bio fuels which could cause the transport emissions to intensify. Transport is also critical in the debate on Europes energy dependence. By mid-2008, approximately â‚ ¬1 billion worth of oil has been imported by Europe per day (Leveque, 1996). The noticeable fact is that EU recognises cars as the single biggest consumer utilizing around 4.4 million barrels per day and is also responsible for 40 per cent of imports which constitutes that car MNCs have a very strong and economically powerful position (World Values Survey, 2003). In order to put political pressure on governments against environmental regulations car MNCs have consistently lobbied governments against emission controls to reduce greenhouse gases on the basis that this would lead to severe economic impacts (Bradsher, 2002). PROPOSED STRATEGY FOR THE EU CAR INDUSTRY Despite of the strict regulations by European Commissions that may impose financial loss to the EU car industry, even then they could gain. In accordance with the strategy suggested by Porter, selling poorly performing, unsafe, or environmentally damaging products is not a route to real competitive advantage in sophisticated industry and industry segments, especially in a world where environmental sensitivity and concern for social welfare are rising in all advanced nations (Porter 1990). The proposed strategic model also supports this vision together with the UNEP, World Resources Institute and World Business Council for Sustainable Development; which sees competitive advantages for businesses that voluntarily adopt environmentally sustainable strategies (United Nations Environment Programme and World Business Council for Sustainable Development 2002). 2.1 PESTLE ANALYSIS European Automotive industry is greatly influenced by the global economic circumstances, political scenarios, changing market trends and revolutionizing technological conditions (Hutton, 2002). All these factors put an impact both directly and indirectly upon the subsistence of the industry. This PESTLE analysis is a significant instrument to illustrate the political, economic, socio- demographic, technological and legislative aspects for managers to develop a strategic approach in order to reduce CO2 emissions in compliance with the legislation. POLITICAL The automotive industry is greatly influenced by European Union that will continue to introduce new legislation and modify the existing ones. The political scenario of EU is exacerbated by the fuel tax which is ineffective to address the environmental issues rather working as a tool for governments to raise revenues (Ostrom, 1990). The European Commissions Auto Oil II programme illustrated in the Table 01, indicates the inefficiency of fuel tax CO2 savings if fuel duty was increased by 20% above 1999 UK levels by 2002 which are unlikely for political reasons; Table: 01 Finland -0.43% France -0,43% Germany -0,61% Greece -2,14% Ireland -1,52 Italy -0,54 Netherland -0,52 Spain -1,41 United Kingdom -0,55 Source: European Commission 2.1.2 ECONOMIC There is a vast scope for improvements in efficiency and environmental sustainability within the automotive industry. The increased use of low carbon technologies in accordance with the CO2 emission legislation creates value and offer secure jobs in the automotive industry. Furthermore, it reduces the â‚ ¬30bn fuel bill that Europes businesses, particularly small and medium-sized enterprises, currently pay every year to fill up their vans and this account for a net benefit to the consumer (OBrien et al, 2000). Small and medium sized enterprises in particular stand to benefit from the fuel savings resulting from this legislation. SOCIO-DEMOGRAPHIC In future, China and Latin America are expected to account for the bulk of new car sales worldwide and the ability of the EU to enter these markets is restricted. Most of the revenue generated by the big three American firms is through the sales of pick-up trucks and sports utility vehicles (SUVs) which are considered tarnished due to their size, load and high fuel consumption however, European and Japanese manufacturers are producing similar gas-guzzlers to compete for market share in this sector (Storm Clouds over Detroit 2002; Fords Troubles 2003; Bradsher 2002). TECHNOLOGY For developing a low carbon emission strategy for sustaining business competitiveness, the EU automotive industry must enable cost effective reductions in carbon emissions from production, distribution and energy use across the production process (Dicken, 1998). There is a need for well-timed investment in technologies which are eco-friendly and vital enough to minimise the cost of making the conversion and will provide the potential for business to get the most out of market opportunities. LEGISLATION A number of legislative directives and government policies followed by the growing awareness of climate change issues are aimed at reducing the negative environmental impact of the EU automotive industry. The End of Life Vehicles Directive (ELV) is a complex piece of legislation that aims to increase the levels of re-use and recycling of vehicles that are to be scrapped to improve environmental standards and also limit the use of material harmful to the environment in new vehicles (Martin and Raes, 2002). Moving to low carbon fuel will require a technology shift for both fuel and vehicle technology. 2.2 PORTERS FIVE FORCE MODEL To develop a wholesome model for competitive rivalry risk-adjusted rates of return should be invariable across the business. The structure of an industry explains how it may sustain different levels of profitability (Hasenclever, Mayer and Rittberg, 1997). Porters model is a helpful contrivance to develop a well thought out and a competitive strategic plan that congregates the opportunities and threats of the external environment of the organizations. For an ideal stratagem the understanding of industry structures and their ways of evolution is extremely important. The following Porters five force analysis of EU car industry is intended to propose a valuable strategic approach that is profitable and also tends to comply with the CO2 emission regulations. Potential Entrants Supplier Power Buyer Power Competitive Rivalry Substitute of Products 2.2.1 BARGAINING POWER OF SUPPLIERS A significant proportion of the total number of vehicles in EU will continue to be outside warranty age thus generating business for the maintenance and repair sub-sector of the automotive industry but cars are likely to be less efficient potentially damaging the industrys environmental agenda (OBrien et al, 2000). On the other hand the legislation consents for basing car taxation on environmental characteristics of the vehicle however, suppliers choice is equally important regarding vehicles for development and promotion. To gain an eco-friendly development and promotion policy economic incentives to suppliers is much more effective and the consumers can be framed to meet the required targets. The adapted version of tradable CO2 performance scheme proposed by California could be beneficial to European automotive industry (OBrien et al, 2000). 2.2.2 BARGAINING POWER OF BUYERS Consumers help to encourage rivalry through their consumption decisions and switching behaviour however, they currently require the data about the environmental footprint of new and existing automotive products to make fully informed choices. Considering the consumers frame of mind a mixture of regulatory instruments and economic incentives should be launched by the automotive industry and attention should be drawn towards the trade of new cars as well as the usage of the vehicle supply. The public procurement directives could be a step forward to institute a lead market for EU automotive industry for environmentally enhanced vehicles. 2.2.3 THREATS OF POTENTIAL ENTRANTS The strict CO2 emission regulations do not unavoidably hinder competitive advantage against foreign rivals (Ordeshook, 1993). The EU automotive sector should situate determined environmental standards for its market as potential new entrants from Asia including China and India adopt EU car emission rules and hence progressive standards will put the EU automotive industry in a leading position to make the first move. 2.2.4 SUBSTITUTE OF PRODUCTS AND SERVICES Due to the highly technical environment of the automotive sector across the globe; the key challenge for European car industry is to introduce more inventive products in the markets. The revenues of electronics and catalyst firms of the automotive sector will be damaged if compromises are made over environmental standards for vehicles (Green and Shapiro, 1994). Moreover; it is not in the interest of the EU as a whole to become ever more dependent on oil imports. Dominance of the international players like US and China is often considered as a market barrier but the competitiveness of EU automotive industry depends on utilising its potential. It is also imperative to note that he demand for service and mechanical repairs has been evidently reduced due to improved reliability of cars which lead to cutting the labour hours by 32% and the total number of service and repair outlets has fallen by 5,500, to a total of 24,700 in 2004 (Paterson, 2000). 2.2.5 COMPETITIVE RIVALRY The interpretation of competitiveness in EU is heavily prejudiced towards creating monetary benefits for the car industry. The automotive sector of EU must recognise the significance of the soaring competition and rivalry and should adopt the norms of democratic society which demands self-confronting and integrates all stakeholders equally. The competitiveness of this knowledge-based economy can be improved if the car industry gives up its lobbying against the environmental regulations and develop an eco-friendly stratagem (Holliday, Schmidheiny and Watts 2002). CONCLUSIVE REMARKS The introduction of CO2 emissions legislation comes with both negative and positive externalities, information asymmetries and significant uncertainty that subsequently erect barriers. The strategic approach of EU automotive industry to persuade reduced carbon emissions in compliance with the CO2 emission legislation; needs to be addressed in a balanced and appropriate manner taking into account of relevant drivers of change such as market trends, consumer behaviour, the technological conditions and financial facet of the automotive industry. There is an evidence that strong environmental policy, indeed stronger than the rest of the worlds, does not hurt the industry and but improves rather than deteriorates its competitive position and this is illustrated by the voluntary commitments by EU car manufacturers to reduce fleet average CO2 emissions to140g/km by 2008 (ACEA 2002).

Public and Private School Uniforms :: Teaching Education

  Ã‚  Ã‚  Ã‚  Ã‚  Currently in America an on going debate continues regarding a uniform policy suggested to public and private schools. This develops into a controversial issue because valid argument exist on both sides. Giving this issue much thought has lead me to believe that making school uniforms mandatory would help the school systems. School uniforms would help unruly classrooms, also students would not have to buy expensive clothes and students would not get killed over tennis shoes.   Ã‚  Ã‚  Ã‚  Ã‚  Schools that have adopted uniforms have reported several advantages. Some school systems including ones in Miami, Detroit, and Los Angeles have adopted a voluntary uniform policy. Under this plan schools do not require students to wear their uniform, but most students cooperate. In the fall of 1994, the Long Beach Unified School District became the first in the nation to require uniforms, hoping to improve the overall conduct and scholastic records of their students. This school system feels that dressing students the same would eliminate the pressure of fitting in, build up students self-esteem, and augment student moral. Parents, teachers, and students agree that wearing uniforms would decrease arguments that begin over expensive clothing and sneakers. School systems hope uniforms will help to eliminate gang violence caused by students wearing rival gang colors. Uniforms would also prevent the wealthier students from picking on their less fortunate classmates because they can not afford to dress the same. Although no evidence confirms that the uniform policy will improve academic achievement, the Long Beach Unified School District reported a 50% decline in the number of disturbances at school and bus stops in their district. Overall, the Long Beach Unified School District has set an example for other schools planning to adopt the uniform policy by showing noticeable improvements in specific areas of its educational environment.   Ã‚  Ã‚  Ã‚  Ã‚  Opponents of the uniform policy say it comes with disadvantages. Not all students want to fit in. Instead, they value their freedom and individuality. Students feel that making school uniforms mandatory takes away their right to self-expression. Opponents feel that uniforms are just a new gimmick that will have little effect on education. Also, school uniforms would prove costly for the students.   Ã‚  Ã‚  Ã‚  Ã‚  On the other hand some people argue that uniforms are cheaper than buying children street clothing. However, opponents still feel that uniforms should not become a requirement. Most of the schools adopting uniforms are choosing so many other reforms that they will have difficulty proving that uniforms deserve praise. Skepticism, economics, and students reluctance to wear uniforms will continue to further decrease the popularity of uniforms in our

Reflections on Night, by Elie Weisel Essay -- Reflection Essay

Night, by Elie Wiesel, is an autobiographical novel which tells the story of Eliezer, a Jewish teenager from the small Transylvanian village of Sighet. He is 15 when transported to Auschwitz, Buna, and finally Buchenwald with his father during World War II. Eliezer loses his faith, argues with God, and is sustained only by the need to care for his father. As well as the appalling memory of the Holocaust resurrected in this novel, Night bears with it the unforgettable implication that this atrocity must by no means be permitted to occur again. However, what if it is possible that these horrors could be carried out again in present day? Furthermore, have we really learned enough from this tragedy to be sure nothing like the Holocaust could ever happen? I believe after the world has witnessed the wickedness of the Holocaust during World War II, it is very unlikely that such a mass slaughter of innocent people could ever happen again. Nevertheless, that does not mean that I think it is i mpossible for any group of people to try and make history repeat itself. My first reaction when reading this book was simply â€Å"How could the world have not known about the crimes being committed by the Nazis?† In the novel, Elie Wiesel describes his first night in Auschwitz as â€Å"†¦life into one long night, seven times cursed and seven times sealed. Never shall I forget that smoke†¦the faces of the children†¦the flames†¦silence which deprived me, for all eternity, of the desire to live†¦never shall I forget these things, even if I am condemned to live as long as God Himself.† Amazingly, the world had no notion of what the Nazis were doing, and didn’t stop them until over 11million people were killed. This was because the Nazi party did not make it known to t... ... them responsible? Not to mention the people of Germany who supported Hitler and allowed their Jewish friends and neighbor’s be subjected to such oppression. Could they also be responsible? I suppose there can never be a right answer to this issue. In conclusion, Night by Elie Wiesel is a spectacularly written and thought provoking novel. Not only does it tell of one young man’s struggle to survive, but it tells a story for all of those who suffered and died in the Nazi death camps. It brings up maddening thoughts that cause the reader to think and truly understand the outstanding terrors upon those not worthy of the Aryan race. Most importantly, it teaches the reader of the lessons of the tragedy that took place and how we must never allow another Holocaust to ever happen again which is what I believe is the main proposal Elie Wiesel tried to convey in his novel.

The Power of the Moral Ideal in The Fountainhead Essay -- Fountainhead

The Power of the Moral Ideal in The Fountainhead  Ã‚      The Fountainhead is a novel of gigantic proportions.   It deals with great talent and great mediocrity, with great love and great hatred, with great ambition and equally great complacence.   It unpretentiously chooses to steer clear of the much hyped common man, with his commonplace dreams and aspirations. The theme of The Fountainhead can be summarized in the famous line by the author-"man's ego is the fountainhead of human progress".   The novel exalts egotism, which is generally looked upon in our world with great dislike.   The protagonist, Howard Roark, is a man used by the author to exemplify this philosophy.   He is a man of outstanding genius whose only fault seems to be that the world is not ready for him.   This man's genius remains unrecognized by the society, he is shunned and ridiculed, but no number of attempts to break him, to force him to confine his work within the parameters laid by the society succeed.   The inborn talent in this man and the fountainhead of inspiration in his soul cannot be restrained by any force on earth. Individualism is the doctrine on which the novel is based." No man can live for another".   If a man has talent, and recognises the potential within him, he has the right to be an egotist.   Egotism must not be equated with false pride.   A man who believes in himself acquires the strength to combat the whole world.   Such is the case of Howard Roark.   What puts him on a plane much higher than every other character in this novel is the sheer power and self conviction he exudes in the face of the gravest adversity.   Howard Roark is as powerful as he is not because he has any control over the society or the minds of others, but because ... ...redible strength can never be destroyed .he may physically be open to destruction, but the fountainhead -of inspiration within him and his amazing self-conviction can never be shattered. Works Cited and Consulted Berliner, Michael S., ed. Letters of Ayn Rand. By Ayn Rand. New York: Dutton, 1995. Branden, Barbara. The Passion of Ayn Rand: A biography. New York: Doubleday, 1986a Branden, Nathaniel. My Years with Ayn Rand. San Francisco: Jossey-Bass Publishers, 1999. Garmong, Dina. Personal interview. 2 Nov. 1999. Peikoff, Leonard. The Philosophy of Objectivism, A Brief Summary. Stein and Day, 1982. Rand, Ayn. The Fountainhead. New York: Plume, 1994. The Ayn Rand Institute. "A Brief Biography of Ayn Rand" [Online] available www.aynrand.org/aynrand/biography.html, 1995 Walker, Jeff. The Ayn Rand Cult. Carus Publishing Company, 1999

Salamone Cartoon Analaysis

That is why there is a problem with Brian San F's comic involving, â€Å"John the Baptist's beheading,† (Freedman). An Atheist or any other religion besides Christianity would have no clue what this drawing was. After getting background on the subject, one would indeed find that the cartoon is a poke at Christian religion. The situation depicts Salome, one of Jesus' followers who traveled with him to Jerusalem and witnessed his death and events that followed after.Salome's mother, Herodias, orders John the Baptist's head as garnishment, (Freedman). This is where the pun in Brian San F's comic comes into play. Herodias meant, â€Å"garnishment,† in the sense of paying back an owed debt, (Gifls). Salome took a step further and took, â€Å"garnishment,† as in the definition of food decoration, (Merriam-Webster). Salome orders the, â€Å"†¦ head on a platter†¦ † for Herodias, (Freedman). This cartoon shows the aftermath and confusion of Herodias whil e her garnishment is ultimately†¦ arnished. This brings out the humor of Brian San F's quote from Herodias at the bottom of his sketch, mfou dare garnish my wages? † This is true to be an imbroglio for the cook that holds out severed cranium on a plate, while he has to explain that he was ordered to by Salome. Although this cartoon required excessive background information to understand it can be targeted towards bible study classes and other Christian relations.After a little researching this cartoon can be understood and fully appreciated as a witty take n the outcome of Salome's request. Though this situation contributes many dark aspects of a decapitation, this cartoon does a great Job of finding the humor in it. Bibliography Gifls, Steven H. Law Dictionary. 2nd ed. Woodsbury, NY: Barron's Educational Series, 1975. Print. Freedman, David Noel. The Anchor Bible Dictionary. New York: Doubleday, 1992. Print. Merriam-Webster's Collegiate Dictionary. 10th ed. Pleasantville , NY: Reader's Digest, 1993. Print.

Henrik Ibsen- A Doll’s House

Henrik Ibsen was one of the most popular poet and dramatist in his time. He is considered as the father of modern realistic drama because he is responsible for the transition of the Romantic style going to modern realistic style of writing a play. The Norwegian playwright was born on Skien from Knud Ibsen and Marichen Altenburg, a relatively well-to-do merchant family. The family of Ibsen was one of oldest and distinguished family in their country. But the fortune of his family was taken away when he is going to its adulthood.Her mother turned to religion for support while his father financial situation was ruined because his father’s friend broke all connections with him and forced to bankruptcy in 1836 (Bellinger). Ibsen was motivated to go into playwriting by his mother. His mother was an enthusiastic painter and she loves theater. But because of situation of their family which was made them in to poverty, Ibsen at the age of 15 decided to go to Grimstad to be a pharmacist (Bellinger).In 1850, Ibsen goes to Christiania which is now called Oslo where he earned his journalistic writings in Heltberg. In this year also when his first written work was made and these were Catiline, a tragedy, which reflected the atmosphere of the revolutionary year of 1848, and The Burial Mound, written under the pseudonym of Brynjolf Bjarme. In 1858, returned to Christiania to apply his education in writing plays at Christiania’s National Theater and the same year when he married Suzannah Thoresen.All of the plays that were written by Ibsen were based on poverty and family problems. This was because on his past experience on his family. One of the plays that were written by Ibsen was the A Doll’s House. The said play, after being published received many criticisms about the traditional Victorian marriage. A Doll’s House-Critical Essay A Doll’s House was the first play that was written by Ibsen that has sensational effect on the audiences because it tackles on the norms of Victorian marriage.It is the most popular works that was written by Ibsen. The center of the story is about on Nora Helmer, who is the mother of the three children and the wife of Torvald Helemer who is a banker. The story is about on the marriage of the two characters that was ruined because the wife did not do her role as the mother and that she made an action that broke a law. The main points of Isben in his play were the family structure on his time and the way society thinks on the role of the father and the mother.The society in his time, after reading the play was patriarchal. It is very obvious because the play gives more importance on the male rather than equal opportunities. Ibsen designed the play in such a way that the audience can see the inequality of men and women as well the breakage of the norms in a marriage between husband and wife. The first secession of Nora in the society was when she committed a crime just to save the life of her wi fe.He was forced to forge the signature of his father so that he can borrow money that will be used for her husband’s treatment. The incidence showed that women can also make decision on their family and not the husband only. This is one of the norms in a Victorian marriage, were work, politics and decision are left from men while the household chores are women. The second secession of Nora in the society was when she decided to divorce her husband. In that time, divorce in never allowed by the society because it breaks the relationship of husband and wife.From the two secessions, it can be seen that the society dictates the relationship of a husband and wife and favors men. Nora secessions are very deliberate and thought out. She knows what society expects of her and continues to do what she feels is right despite them. Her secessions are used by Ibsen to show faults of society. Reference: Bellinger, Martha Fletcher. â€Å"A Short History of the Drama. † (1927). Novem ber 14, 2007 .