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Columbia University Operating Management Risk Events Research Paper

Columbia University Operating Management Risk Events Research Paper.

I will provide 7 Basel categories in word document. Slot each of these ten examples of loss events (specific company example) into the seven Basel categories and provide your rationale for why this category most appropriately describes the loss event. Was there a resolution to the risk event and was there a cost, fine or consequence to the company? Your explanation should be one paragraph; thus, the length of the paper would likely no more than TWO pages (single line spacing)Your work will be evaluated as follows:Research / Explanation: You were able to accurately slot each of the ten events into the appropriate Basel category and provide sound justification for your selection.Writing: You were able to summarize your thoughts in a clear and concise manner that is free of grammatical and spelling errors.
Columbia University Operating Management Risk Events Research Paper

Assignment 1: Health Care Human Resources Management.

Assignment 1: Health Care Human Resources ManagementDue Week 4 and worth 240 pointsImagine that you have applied for the position of Manager of Human Resources at an acute care hospital in your community. The hospital is planning to expand its services to meet the needs of a growing community. As part of the application screening process, you have been asked to write a document that outlines the steps you would take, as the manager of HR, to improve the effectiveness of HRM in this organization.Write a three to four (3-4) page paper in which you: Analyze two (2) current trends in health care that are affecting human resources management that may likely impact your hiring decision as HR manager. Provide support for your analysis. Suggest a significant opportunity for HR to become more of a strategic partner within an organization. Justify your response. Recommend a model of human resources management that would be the most appropriate for this organization in question. Provide support for your recommendation. Recommend a strategy that HR could implement in order to develop more effective relationships between Human Resources and the organization’s managers and senior executives, indicating how each strategy will achieve the desired goal. Determine a specific employment law that may affect the hiring and selection process at the acute hospital in your community. Provide support for your rationale. Use at least three (3) quality academic resources in this assignment. Note: Wikipedia and other Websites do not qualify as academic resources. Your assignment must follow these formatting requirements: Be typed, double spaced, using Times New Roman font (size 12), with one-inch margins on all sides; citations and references must follow APA or school-specific format. Check with your professor for any additional instructions. Include a cover page containing the title of the assignment, the student’s name, the professor’s name, the course title, and the date. The cover page and the reference page are not included in the required assignment page length. The specific course learning outcomes associated with this assignment are: Analyze the unique aspects of managing human resources (HR) in health care organizations. Evaluate the effects of major employment laws on HR functions in health care organizations. Evaluate the competencies necessary for effective health care human resources management. Use technology and information resources to research issues in health services human resource management. Write clearly and concisely about health services human resource management using proper writing mechanics.
Assignment 1: Health Care Human Resources Management

Training and Development Plan, management assignment help.

You serve as the Human Resource Manager for an auto insurance company called Premium Auto Insurance. A claims supervisor has informed you that customers have begun to complain about the quality and efficiency of the claims process. They are complaining that every time that they call to follow up on their auto claim, they receive a voicemail message, and that they can never speak to a live person. On top of that, it takes multiple attempts and sometimes days for someone to return their call. An insurance adjuster is not sent out to evaluate the damage of their vehicle for weeks, and as a result, they are either paying a lot of money for a rental car or, they are left without a vehicle for long spans of time.Currently, training consists of senior claims representatives showing new employees how to perform the job. There is no formal training for insurance adjusters because there is a requirement for adjusters to have a certification before being hired. Your CEO is counting on you to develop an on-boarding and training plan.In this assignment, you will develop a training plan.Download this Training Plan Template. (Please see attached:)COMPLETE ALL SECTIONS of the training plan template. Don’t forget to elaborate on your thoughts and provide details. MUST BE THOROUGH, EASY TO UNDERSTAND, AND DETAILED.Include an APA formatted title page and reference page with ALL SOURCES. Make sure to include APA in-text citations for any information used from outside sources.
Training and Development Plan, management assignment help

Define the core functions of epidemiology

Define the core functions of epidemiology.

Unit 6 Discussion Discussion Topic Topic 1: Epidemiology of Health Promotion Read the required readings. Define the core functions of epidemiology. Select one of the epidemiologic core functions and provide an example of the how the core function might be demonstrated in clinical practice by a masters prepared registered nurse. Can you relate this or one of the other functions to an example or content in your text readings? Please review the Discussion Board Participation grading rubric under Course Resources in the Grading Rubrics section. This is important information that will ensure that you earn maximum points. Your postings should be qualitative and provide substantive depth that advances the discussion.
Define the core functions of epidemiology

Introduction To Indian Aviation Industry Tourism Essay

essay helper free Indian Aviation Industry is one of the fastest growing airline industries in the world. The history of Indian Aviation Industry started in December 1912 with its first domestic air route between Karachi and Delhi. It was opened by the Indian Air Services in collaboration with the UK based Imperial Airways as an extension of London-Karachi flight of the Imperial Airways. Tata Sons Ltd., the first Indian airline, started a regular airmail service between Karachi and Madras three years later without any backing from the Indian government. During the period of independence, 9 air transport companies were carrying both air cargo and passengers in the Indian Territory. In 1948, the Indian Government and Air India set up a joint sector company, Air India International to further strengthen the Aviation Industry of India. As part of nationalization in 1953 of Indian Airlines (IA) brought the domestic civil aviation sector under the purview of Indian Government. Later till the mid 1990’s government-owned airlines dominated Indian aviation industry. When the government adopted the Open-sky policy in 1990 and other liberalization policies the Indian Aviation Indian made underwent a rapid and dramatic transformation. By the year 2000 several private airlines have entered into the aviation business in succession and many more were about to enter into the arena. Indian aviation industry today is dominated by private airlines and low-cost carriers like Deccan Airlines, GoAir, and SpiceJet, etc. And Indian Airlines, the giant of Indian air travel industry, gradually lost its market share to these private airlines. According to the report of CAPA, these budget carriers are likely to double their market share by 2010 — one of the highest in the world. Brief Introduction Indian Aviation Industry has been one of the fastest-growing aviation industries in the world with private airlines accounting for more than 75 % of the sector of the domestic aviation market. With a compound annual growth rate (CAGR) of 18 % and 454 airports and airstrips in place in the country, of which 16 are designated as international airports, it has been stated that the aviation sector will witness revival by 2011. In 2009 with increase in traffic movement and increase in revenues by almost US$ 21.4 million, the Airports Authority of India seems set to accrue better margins in 2009-10, as per the latest estimates released by the Ministry of Civil Aviation. This is being primarily attributed because of the increase in the share of revenue from Delhi International Airport Limited (DIAL) and Mumbai International Airport Limited (MIAL). Passengers carried by Indian domestic airlines from January-February 2010 stood at 8,056,000 as against 6,761,000 in the corresponding period of 2009-a growth of 19.2 %, according to a report released by the Ministry of Civil Aviation. Today Hyderabad International Airport has been ranked amongst the world’s top five in the annual Airport Service Quality (ASQ) passenger survey along with airports at Seoul, Singapore, Hong Kong and Beijing. This airport in Hyderabad is managed by a public-private joint venture consisting of the GMR Group, Malaysia Airports Holdings Berhad and both the State Government of Andhra Pradesh and the Airports Authority of India (AAI). The Indian aviation sector can be broadly divided into the following main categories: Scheduled air transport service includes domestic and international airlines. Non-scheduled air transport service consists of charter operators and air taxi operators. Air cargo service, which includes air transportation of cargo and mail. Scheduled air transport service: It is an air transport service undertaken between two or more places and operated according to a published timetable. It includes: Domestic airlines, which provide scheduled flights within India and to select international destinations. Air Deccan, Spice Jet, Kingfisher Airline and IndiGo are some of the domestic players in the industry. International airlines operate from scheduled international air services to and from India. Non-scheduled air transport service: It is an air transport service other than the scheduled one and may be on charter basis and/or non-scheduled basis. The operator is not permitted to publish time schedule and issue tickets to passengers. Air cargo services: It is an air transportation of cargo and mail. It may be on scheduled or non-scheduled basis. These operations are to destinations within India. For operation outside India, the operator has to take specific permission of Directorate General of Civil Aviation demonstrating his capacity for conducting such an operation. PRODUCT PROFILE The objective of the aviation industry is to provide better service to their customers. So service is the primary product of the industry. This project will accomplish to provide better the service quality to the passengers. These Flying services of the Indian airlines are divided into three stages-(pre-fight, in-fight, Post-fight services) and I found that the passengers of the Indian airlines has satisfied with service quality of Indian airlines. The aim of the company to provide the better services quality to passengers and the management in particular is very much responsible for this. Through passengers of the airlines the management is getting proper information about the services which are providing at pre-fight, in-fight, post-fight. And to find out the areas where the company needs to improve to service quality of the airlines. From this study, Indian airlines have come to know about the passengers has satisfied with services. From this study the passenger perceptions of service quality of airlines. To assess the level of satisfaction of passengers on exiting passengers facilities provided by airlines. To provide an effective marketing scheme to passengers. This information is a good guide to management as it brings out the strengths of the company and the areas where the company needs to improve the service quality. SERVICE QUALITY The concept of services quality its importance has grown in recent years for years for two main reasons. Firstly, we are starting to understand the total concept of service more and are now better able to define what is meant by quality of service. Secondly, researchers are determining ways that service quality can actually be quantified or measured. Measuring service quality gives marketers a tangible tool to use when developing strategies for marketing services. The concept of Quality is very important to marketers because quality drives the development of all marketing strategies. This means that quality must also be a major focus of all marketing strategies for service. The service quality can be measured on the following five dimensions: Reliability: The ability to perform the promised service dependably and accurately. Tangibles: The appearance of physical facilities, equipment, personnel and communication materials. Responsive- : The willingness to help passengers and provide promptness service. Assurance: The knowledge and courtesy of employees and their ability to convey trust and confidence. Empathy : The caring, individualized attention provided to the passenger. SERVICE QUALITY MODEL Effective services marketing is a complex undertaking involving many different skills and tasks. Executives of services organizations have long been confused about how to complicated topic in an organized manner. This text was designed around one approach: viewing service in a structured, integrated way called service quality model. The gaps model position the key concepts, strategies and decisions in services marketing in a manner that begins with the passenger and builds the organization’s tasks around what is needed to close the gap between passenger expectation and perceptions. The central focus of the gaps model is the passenger gap, the difference between passenger expectation and perceptions. Firms need to close this gap-between what passengers expect and receive-in order to satisfy their passenger and build long-term relationships with them. To close this all-important passenger gap, the model suggests that four other gaps-the provider gaps-need to be closed. The following four provider gaps, shown below the horizontal line in fig. are the underlying causes behind the passenger gap: Gap 1: Between management perception and passenger’s expect Gap 2: Between Passenger-driven service design and standards and Company perceptions of passenger expectation Gap 3: Between service delivery and external communications Gap 4: Between perceived service and expected service Gap5: Between Service delivery and Passenger-driven service design and standards. PASSENGER EXPECTATION OF SERVICE QUALITY Passenger expectations are beliefs about service delivery that function as standards or reference points against which is judged. Because passenger compare their perceptions of performance with these reference points when evaluating service quality, thorough knowledge about passenger expectations is critical to service marketers. Knowing what passenger expects is the first and possibly most critical step in delivering quality service. Being wrong about what passenger want can mean losing a passenger’s business when another company hits the target exactly. Being wrong can also mean expending money, time, and other resources on things that don’t count to the passenger. Being wrong can even mean not surviving in a fiercely competitive market. Among the aspect of expectation that need to be explored and understood for successful services marketing are the following: What types of expectation standards do passengers hold about services? What factors most influence the formation of these expectations? What role do these factors play in changing expectations? How can a service company meet or exceed passenger expectations? Objectives are to: Recognize that passengers hold different types of expectation for service performance. The sources of passenger expectations of service, including those that are controllable and uncontrollable by marketers. Acknowledge that the types and sources of expectations are similar for end passengers and business passengers, for pure service and product-related service, for experienced passengers and inexperienced passengers. Delineate the most important current issues surrounding passenger expectations. PLAYERS IN THE INDUSTRY At present, there is decent number of players compared to the one man army scenario prior to 1990’s. They are as follows: I. Air India The history of Air India is the History of Indian Aviation. It is one of the oldest and the largest airline of India. Air-India was founded by J.R.D. Tata in July 1912 as Tata Airlines. Founded as a small, private, domestic carrier in 1932, Air-India is now owned by government. It operates only on International routes and has negligible presence in the domestic traffic. II. Indian Airlines Indian and Air India were born with nationalization of Air Transport in 1953 by way of Air Corporation Act, 1953. Indian Airlines emerged as a merger of 8 domestic carriers. It caters mainly to domestic routes and in some nearest nations. The two national carriers have enjoyed sole monopoly in the air transport segment over a long period of time as private carriers were debarred from entering the segment under the Air Corporation Act, 1953. The private players like Jet, Sahara and others were made to enter the segment only after the New Economic Policy, 1991 came into existence. Another major turning point has come in the history of the Air Industry when Air India was granted permission from the GOI (Government of India) to merge with Indian Airlines, the two national carriers of India. This Mega Merger marked the first marriage in the Indian skies which was followed by other mergers. The name of the new airline remained Air India, since it is known worldwide. III. Jet Airways In May 1974 Jet air (Private) Limited was founded. In 1991, as part of the ongoing diversification programme of his business activities, Naresh Goyal (founder of Jet Airways) took advantage of the opening of the Indian economy and the enunciation of the Open Skies Policy by the GOI, to set up the company for the operation of scheduled air services on domestic sectors in India. It started its International Operations in the year 2004 and carries more than 7 million passengers per annum. In May 2007, Jet Airways took 100% stake in Air Sahara. IV. Air Sahara Like Jet, Sahara also began its operations in the year 1993 after the domestic Air Market was opened by the GOI in 1990’s. It is owned by the diversified Sahara India Parivar group. Now Air Sahara is being taken over by Jet Airways and it is being renamed as “Jet Lite”. Jet has intensions of converting Air Sahara in sync with LCC model to reach every segment of air travelers. V. Air Deccan India’s first budget carrier arrived in the Air Industry in the year 2003. It is headed by Captain Gopinath, Air Deccan redefined the accessibility to the Indian Skies with new model and concept in the aviation sector. It injected competitive spirits into the system and gave common man wings by reducing airfares which matched the first Class Railway Fares. The third wedding in skies was marked when Vijay Mallya of Kingfisher Airlines picked up 26 % stake in Air Deccan. Air Deccan is the Nano of the Airline sector; what Tata – Nano plans to do to the automobile industry (converting two wheelers into four wheelers) Air Deccan has done to Aviation industry (shifting people from rail travel to travel by air). Presently, there is a new segment of travelers; the leisure customers. Yet another segment is introduced and that is the first time travelers. Air Deccan introduced the concept of dynamic pricing which means selling at a higher price during high season (tourist season) and selling cheap during the off-seasons. Therefore, everyday the price would change depending upon the kind of competition and also the load factor. Also it introduced various schemes and programmers. VI. Kingfisher The King Fisher initiated its operations in May, 2005. It is a major Indian luxury airline operating an extensive network to 34 destinations, with plans for regional and long-haul international services. Kingfisher Airlines, through one of its holding company UB holdings Ltd has acquired 26% stake in the budget airline Air Deccan. VII. GoAir GoAir is an Indian low-cost airline based in Mumbai. It was established in June 2004, the airline started its operations in October 2005 with a fleet of 20 leased Airbus A320 aircraft. VIII. Indigo IndiGo Airlines commenced its operations in 2006 and went on to swiftly establish itself as one of the premier budget airlines in the country. IndiGo Airways soon added IndiGo flights and destinations to its network. The unimpeachable services and timely performances of IndiGo flights added to the popularity of the airline. IX. SpiceJet SpiceJet, a rebirth of ModiLuft marked its entry in service by offering fares priced at Rs.99 for the first 99 days since its inception in 2005. The carrier is giving tough competition to Railways. MARKET SHARE India’s domestic aviation market expansion has been the strongest in the world – tripling in the past five years, according to IATA’s report. India is currently the ninth largest aviation market in the world, according to a RNCOS report “Indian Aerospace Industry Analysis”. The Government’s open sky policy has attracted many foreign players to enter the market and the industry is growing in terms of both players and the number of aircrafts. Given the strong market fundamentals, it is expected that the civil aviation market will register a compound annual growth rate (CAGR) of more than 16 per cent during 2010-2013. India’s domestic air traffic grew at a rate, which is the second highest after Brazil, according to global figures for June 2011, compiled by IATA. The country’s domestic traffic grew by 14 percent in the same period as against Brazil’s 15.1 percent. Indian airlines reported a continuous growth trend and a strong domestic passenger growth rate of 22.3 percent in July 2011. Passenger traffic has grown at 18 per cent year on year (y-o-y) basis and the year2010 closed at 90 million passengers both domestic and international. India is the fastest growing aviation market and expected to be within 4-5 big aviation markets by 2020 and 3rd in terms of domestic market after US and China. In July 2011, airlines in India handled 5 million domestic passengers, according to data released by the DGCA on September 12, 2011, marking the 11th consecutive month of double-digit growth. India’s domestic market has witnessed passenger growth for 26 consecutive months now. In July 2011, India’s airlines handled 1.3 million international passengers, an increase of 8.5 per cent y-o-y, according to DGCA. Passengers carried by domestic airlines during Jan-Aug 2011 were 39.63 million as against 33.41 million during the corresponding period of previous year thereby registering a growth of 18.6 per cent, according to data released by DGCA. India is expected to cross the 450 million mark of domestic passengers by 2020. During the last two decades from a fleet of only about 100, the scheduled operators now have reached 435 aircrafts connecting the nation and the world. Private carriers are anticipated to post a combined profit of US$ 350-US$ 400 million for the fiscal years2011-12, as reported by CAPA India, in its 2011-12 – Aviation Industry outlook. Domestic capacity is also projected to grow by 12-14 per cent for the assessment period. Market share of key players in the Indian aviation sector Name of the players Market Share Kingfisher Airlines and Kingfisher Red (previously Air Deccan) 28 % Jet Airways and JetLite (previously Air Sahara) 25 % Air India and Indian (previously Indian Airlines) 16 % IndiGo 14 % SpiceJet 12 % GoAir 3 % DISTRIBUTION CHANNEL IN THE AVIATION INDUSTRY Distribution is the process of making a product or service available for use or consumption by a consumer or business user, using direct means, or using indirect means with intermediaries. Airline Reservation System is one of the intermediaries of the distribution channel in the aviation industry. An airline reservation system is part of the so-called passenger service systems (PSS), which are applications supporting the direct contact with the passenger. Airline reservations systems contain airline schedules, fare tariffs, passenger reservations and ticket records. An airline’s direct distribution works within their own reservation system, as well as pushing out information to the GDS. A second type of direct distribution channel is consumers who use the internet or mobile applications to make their own reservations. Travel agencies and other indirect distribution channels access the same GDS as those accessed by the airlines’ reservation systems, and all messaging is transmitted by a standardized messaging system that functions on two types of messaging that transmit on SITA’s HLN [high level network]. These message types are called Type B [TTY] for remarks-like communications and Type A [EDIFACT] for secured information. Message construction standards are set by IATA and ICAO, are global, and apply to more than air transportation. Since airline reservation systems are business critical applications, and their functionally quite complex, the operation of an in-house airline reservation system is relatively expensive. Prior to deregulation, airlines owned their own reservation systems with travel agents subscribing to them. Today, the GDS are run by independent companies with airlines and travel agencies as major subscribers. As of February 2009, there are only three major GDS providers in the market space: Amadeus, Travel port (the merged World span and Galileo systems), Sabre and Shares. There is one major Regional GDS, Abacus, serving the Asian marketplace and a number of regional players serving single countries, including Travel sky (China), Infini and Axess (both Japan) and Topas (South Korea). Inventory management An airline’s inventory contains all flights with their available seats. The inventory of an airline is generally divided into service classes (e.g. first, business or economy class) and up to 26 booking classes, for which different prices and booking conditions apply. Inventory data is imported and maintained through a schedule distribution system over standardized interfaces. One of the core functions of the inventory management is the inventory control. Inventory control steers how many seats are available in the different booking classes, by opening and closing individual booking classes for sale. In combination with the fares and booking conditions stored in the Fare Quote System the price for each sold seat is determined. In most cases inventory control has a real time interface to an airline’s Yield management system to support a permanent optimization of the offered booking classes in response to changes in demand or pricing strategies of a competitor. Availability display and reservation (PNR) Users access an airline’s inventory through an availability display. It contains all offered flights for a particular city-pair with their available seats in the different booking classes. This display contains flights which are operated by the airline itself as well as code share flights which are operated in co-operation with another airline. If the city pair is not one on which the airline offers service it may display a connection using its own flights or display the flights of other airlines. The availability of seats of other airlines is updated through standard industry interfaces. Depending on the type of co-operation it supports access to the last seat (last seat availability) in real-time. Reservations for individual passengers or groups are stored in a so-called passenger name record (PNR). Among other data, the PNR contains personal information such as name, contact information or special services requests (SSRs) e.g. for a vegetarian meal, as well as the flights (segments) and issued tickets. Some reservation systems also allow storing customer data in profiles to avoid data re-entry each time a new reservation is made for a known passenger. In addition most systems have interfaces to CRM systems or customer loyalty applications (aka frequent traveler systems). Before a flight departs the so-called passenger name list (PNL) is handed over to the departure control system that is used to check-in passengers and baggage. Reservation data such as the number of booked passengers and special service requests is also transferred to flight operations systems, crew management and catering systems. Once a flight has departed the reservation system is updated with a list of the checked-in passengers (e.g. passengers who had a reservation but did not check in (no shows) and passengers who checked in, but didn’t have a reservation (go shows)). Finally data needed for revenue accounting and reporting is handed over to administrative systems. Fare quote and ticketing The Fares data store contains fare tariffs, rule sets, routing maps, class of service tables, and some tax information that construct the price – “the fare”. Rules like booking conditions (e.g. minimum stay, advance purchase, etc.) are tailored differently between different city pairs or zones, and assigned a class of service corresponding to its appropriate inventory bucket. Inventory control can also be manipulated manually through the availability feeds, dynamically controlling how many seats are offered for a particular price by opening and closing particular classes. The role of the ticketing complex is to issue and store electronic ticket records and the very small number of paper tickets that are still issued. Miscellaneous charges order (MCO) is still a paper document; IATA has working groups defining the replacement document the electronic multipurpose document (EMD) as at 2010. The electronic ticket information is stored in a database containing the data that historically was printed on a paper ticket including items such as the ticket number, the fare and tax components of the ticket price or exchange rate information. In the past airlines issued paper tickets; since 2008 IATA has been supporting a resolution to move to 100% electronic ticketing. So far, the industry has not been able to comply due to various technological and international limitations. The industry is at 98% electronic ticket issuance today although electronic processing for MCOs was not available in time for the IATA mandate. KEY ISSUES

Maslow Hierarchy of Needs Discussion

Maslow Hierarchy of Needs Discussion.

InstructionsThe Psychological Effects of AdvertisingHave you ever wondered why people buy the things that they do? Do you think that psychology plays a major role in our purchasing behaviors? Let’s take a brief look at the psychological stages of life, also known as Abraham Maslow’s Hierarchy of Needs. (Abraham Maslow was a psychologist that studied successful people.) According to Maslow’s Hierarchy of Needs, we all have five major types of needs or stages of life that are listed below: Maslow’s Hierarchy of NeedsStage One – Physiological needs are the basic parts of life such as food, water, shelter, air, and sleep.Stage Two – Safety needs are feeling safe and secure inside your home, feeling financially secure, and having safe relationships with friends and family members.Stage Three – Love and belonging needs are the ways you are accepted into the groups you want to be in, and the relationships you have with your friends and family. It is also the desire we have to be needed.Stage Four – Esteem needs are self esteem, giving and receiving respect, wanting power and control, as well as the need to feel valuable.Stage Five – Self-Actualization – In this stage, one feels that they have become everything that they possibly can. If you reach this stage you will have extreme amounts of peace, knowledge, and self fulfillment.Maslow said that once you have met the needs of stage 1 you can go on to stage 2 then to stage 3, and so on. Maslow’s studies also showed us that people in the lower levels will do violent things (steal, lie, cheat) in order to fulfill these needs and move on to the next level.Translating Maslow’s Hierarchy of Needs into advertising techniques and consumer buying habitsundefinedIn order to sell a product or service, you must make consumers want your product. Contrary to belief, consumers don’t have to need your product or service in order to purchase it. Research has shown that people usually buy products that they want before they buy products that they actually need. In order for consumers to want your product you must understand their needs and lifestyles. Here’s a look at Maslow’s Hierarchy of Needs from an advertisers point of view.Stage One – Physiological needsPeople that are in Stage One probably do not have a lot of money. Food, shelter and transportation should be their main priorities. So they will buy cheaper things even if the quality is not very good because they can’t afford better quality items. These people are attracted to anything that will save them money.A good example of people in Stage One is the popular reality series, “Survivor.” In this television show, 16 people are put on a remote island and must provide their own shelter, food and water. If you have watched this television show, you will see that the people look for food and water as soon as they get to this desert island. Shelter is usually the next thing the “survivors” search for. Other things (luxuries) seem minor to these people because they know they need food and water in order to survive. If you are unfamiliar with the show check it out. The survivor show How does this show continue to fit into this hierarchy? Can you identify how the survivor game and its contestants fit into stages Stage Two through Stage 5? What happens with the contestants at each of these stages?
Maslow Hierarchy of Needs Discussion

“The Big Short” by Michael Lewis Essay

“The Big Short” by Michael Lewis Essay. Michael Lewis uses his book “The Big Short” to analyze the events that led to the credit bubble in the United States in the late 2000th. He gives the book a subtitle “Inside the Doomsday Machine”. Symbolically, this compares a credit bubble to a doomsday machine. Thus, ”being inside” refers to the process of understanding how the credit bubble happened and who caused it to happen. He uses evidence to describe what actually took place during the event. When analyzing the evidence involved in the credit bubble and the eventual burst up, Lewis features the lifestyles of some of the biggest fans, analysts and spectators of the bubble. In his analysis, he features the Meredith Whitney, Cornwall Capita and Burry. These people, in one way or another, contributed to the bubble or to the burst up. They were also affected positively or negatively by crashing of the market which happened because some of them, like Cornwall were, able to make huge gains due to the crashing while others, like Meredith Whitney, were the ones who predicted the collapse of the giant Citigroup. Lewis also uses financial evidence and summaries of the investors that happened to suffer the highest losses due to the crashing of the market. These investors were Merrill, Howie Hubler and Cassano. The loses suffered were $300, $9 and $99 respectively. The analysis by Lewis on collaterized debt obligation (CDO) is vital in determination of mortgages and the market finances. Lewis presents various evidences to support his claims. He explains how the Wall Street contributed to the failure of the market through the creation of risky mortgages to earn more profits. He further explains how the agencies used flawed ratings to market the risky assets, thus leading to an avalanche of CDOs. The saving of the collapsing market by the United States government led to increase in the taxes charged to the citizens thus leading to a very high debt that led to the recession later in 2000s. Lewis’ explanation and evidence are clearly seen through the failure of the big firms to withstand the crunch. These firms included American International Group Inc. and Royal Bank of Scotland. According to Lewis, none of the participants in the market was capable of seeing such a thing. Although Meredith Whitney was an exception as it was able to foresee a possible collapse of the Citigroup. The use of the title “The Big Short” is also a means to portray the evidence to the reader. In the real sense, the term which is used is “The Big Shot” meaning being someone with the necessary knowledge in a particular area. This did not happen during the credit bubble as they fell short of their ability in predicting the possible collapses that might have prevented the failure of the same. Hence, Lewis choses the title “The Big Short” referring to their lack of proper usage of their skills. The book is relevant to the course because it aids in understanding the basics of reviewing, reading and understanding the author’s message. The analysis of this book “The Big Short”, shows how to relate evidence to conclusion in any research article. The book is important to the course because it makes sure that enough knowledge is gained in understanding the causes and effects of the credit bubble. Such lessons applied in future will prevent a similar occurrence from taking place. “The Big Short” by Michael Lewis Essay

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