Essay on American Revolution in Popular Culture - 1

On American Revolution in Popular Culture - Essay Example It was a bitter experience for those who lived then. This made the fight for freedom and the eventual freedom even sweeter. There is a lot of material in popular culture that seeks to re-create the events back then. One of these novels is Saratoga: A Novel of the American Revolution. The writer is David Garland. This novel was published in the year 2006. At the very beginning, the novel starts in May 19771. The colonies, which today make the United States, unilaterally declare their independence from the Crown. This is obviously not a situation to be treated lightly on the part of the British. They organize a military response that is less than effective. Their initial assumption was that they could easily crush the uprising by isolated groups of revolutionaries. However, they are met by more resistance than they anticipated. The main character in the novel is Captain Jamie Skoyles, a soldier attached to the 24th Foot of the British army. He is a seasoned fighter. One of the interferences of popular culture in as far as the factual depiction of this war in the novel is concerned is a love affair that Skoyles is embroiled in with Elizabeth Rainham who is already engaged. This is a constant feature in popular culture. The need to romanticize war is very prevalent in popular culture. It stems from the fact that romance attracts audiences that naturally would not be drawn to war. These might include women. The rigours of war when soothed by a strong love affair seem bearable. Skoyles is also depicted attending and even meting out floggings to errant soldiers and even enemy combatants. This is an image that has been invented by popular culture. There is the belief that the most effective soldier is the one who does not shy away from violence. This popular culture construct is alive and well today. There are soldiers to day who are rewarded with the nation’s highest honors’ for performing extraordinary and fearless acts. One that comes to mind is that of a

Japanese Abenomics Essay Example | Topics and Well Written Essays - 1000 words

Japanese Abenomics - Essay Example This paper illustrates that the Abenomics refers to an economic recovery strategy developed by Abe after taking office in 2012. The strategy focuses on a more relaxed fiscal policy for Japan and an increased depreciation of the exchange rate of the Japanese Yen. We hope to see growth in Japan’s economy based on the three arrows of the Abenomics policy. In the first arrow, people expect the nation to reach the goal of 2 percent inflation rate with two years and an unlimited easing policy. The first arrow of the policy also aims and solving the Yen’s rate of appreciation and amend the nation’s banking laws to integrate and collaborate with the government. However, based on the second arrow of the Abenomics, we hope to see an increase in the public investment and buying processes of construction bonds by Japan’s central bank. The Abenomics registered early positive signs. If Abe and his supporters succeed with the new policy, Japan could offer investment oppo rtunities for the near future for the Japanese people and foreign investors. In addition to the initial success of the Abenomics, other factors particularly the structural reforms can propel economic recovery of Japan and investment interests in Japan. Structural reforms are expected from the Abenomics. The various structural reforms represent the third arrow of the Abenomics. Successful implementation of the third arrow of the Abenomics may result in increased female participation in Japan’s labor market and consolidation of Japan’s farmland. From the growth strategy proposed by Abe’s economic policy, a more cosmopolitan workforce is expected. If the Abenomics succeed in implementing its policies, we expect a change in the longevity and health of the society.

Constructing Flyovers At Sri Lankan Traffic Jammed Areas Construction Essay

Constructing Flyovers At Sri Lankan Traffic Jammed Areas Construction Essay An efficient transport network is the backbone of a healthy economy. As SriLankans most of our productivity is lost due to the inefficient and congested road network. One of the recent additions for traffic management and to alleviate congestion in colombo city and its suburbs has been the introduction of flyovers at important intersections of the main road corridors. The main function of a flyover is the separation of conflicting traffic movements thereby minimizing conflicts by using the vertical space. Therefore, it is assumed to cause less impact to the adjacent properties and the existing infrastructure. However, this depends on the type of flyover and the traffic pattern at the junction. 2. The efficiency of the recently introduced flyovers in the suburbs of the city of colombo can be tested by comparing before and after conditions of important traffic engineering parameters. It is also important to analyze the congestion level at the intersection and its significance compared to the entire road system. Basically the speed and the system capacity can be compared as main considerations to test this at a particular location. Moreover, the benefits and cost of a flyover against other reasonable and alternatives to obtain a similar result should be taken in to consideration and evaluated. In this research has attempted to compare the economic benefits of introducing flyovers against other short term and long term alternatives. The possible solutions available both from traffic and transport aspects are also widely discussed in my research. 3. The first of the series of large scale flyovers introduced to Sri Lanka recently are located across main railway lines in and around colombo. The first of these was a concrete cantilever type flyover in Ragama. This was constructed in 1996 in order to avoid the delay caused by the railway gate closures at the main line. A second flyover was completed along the baseline Road area. Dematagoda which was also across the main railway line in year 2000 to prevent the stagnation of vehicles on the Base line road. This was a 6 lane viaduct (culvert) type concrete structure. The 3rd flyover, which is a steel structure, was constructed in 2008 at Kelaniya within a record period of just 66 days; this was also to avoid the delay from the main railway line across the colombo-Kandy Road. The main purpose for the construction of all these flyovers was to reduce delays caused to vehicle traffic due to the closures of rail gates and reduction of accidents. 4. The latest flyover was constructed at Nugegoda junction in 2009. This is the first flyover at a road intersection, constructed in order to reduce intersection delays in Nugegoda. This too is a steel structure. 5. From the above details we could basically divide flyovers in SriLanka in to two main categories, a. Those across railway lines (railway overpasses) and b. those across road intersections resulting in grade separations. 6. The comparisons of key performance factors such as speed, safety, and economic cost with or without the flyover can be analyzed for both categories. Also, the economic viability of each category could be tested by comparing the cost and the benefits of the design life of each flyover. Selection of the type of flyover and its design are also of interest. In this respect, the comparison between cost, life time, possibility of land use, space utilization as well as the visual and function impacts on the area would be considered as being relevant decision making parameters for the selection of the type of flyover. CHAPTER TWO METHODOLOGY AIM The aim of this research is to identify and analyze the issues related the construction of flyovers at the traffic jammed areas in colombo district, How to improve finds the achievements and drawbacks being available in the flyovers. STATEMENT OF PROBLEM 2. The growth of population, economy and as a result of the prevailing economic policy, the number of motor transport is increasing daily but the road network has not developed in such a manner to cater for the increasing requirement creating a great impact on the growth of our economy. Similarly the inefficiency of public passenger transportation combines together with this, as it is the mode of travel used by the general public for day to day activities. 3. Moreover Improvements to Public Transportation can reduce traffic congestion by attracting car and other motorized users to bus and train transportation hence can contribute to the economy in long term by reduce fuel consumption, efficient use of road and vehicle fleet, reduced accidents, etc. Increasing of private motorized vehicles by widening and improving more capacity to it will create further problems to the traffic environment in future. Hence, the concern of more tax and quota system to reduce vehicle ownership will help to reduce the vehicle growth rate. But at the same time government should improve public transportation to satisfactorily for the convenience of all users. 4. On the other hand very expensive infrastructure will negatively impact to the economy of a country as they lose the power for expenditure to other important needs at the same time hence the inflation rate would be unbearable if they are already have economic crisis. Therefore, injection of local funding to huge infrastructure which will produce marginal benefits is a waste for a nation. However, the flyovers also can be constructed using reinforced concrete structures too at lower cost than steel structure presented at placed in Colombo these days. THE RESEARCH HYPOTHESIS 5. It is hypothesized that construction of flyovers at the traffic jammed areas as this is the best remedy for the issue, in this context there is no such requirement for add more kilometers to our road network. SCOPE OF THE RESEARCH 6. This research paper examines the lapses in the road network, one of the most recent traffic management methods, Improvements to Public Transportation can reduce traffic congestion and public passenger transportation at present, on its maintenance and existence, and how it affects the economy of our country and the ways available to overcome the problem effectively. METHOD OF DATA COLLECTION 7. The data for the research is collected both from primary and secondary sources. Primary data The Primary data has been collected from 40 samples in colombo district. Secondary data The data required for the research collected from the secondary sources with relevant Books, RDA/UDA Specialized personals and the Internet utilized. LIMITATION OF THE RESEARCH 8. My Limitation is Primary data was collected mainly from questionnaires, it is assumed in the information is 100% correct. Forty consumer of flyover were selected for the study. This also is a limitation in the generalization of the result. GLOBAL EXPERIENCES WITH FLYOVERS 1. Flyovers have been assumed to be an ultimate solution for traffic congestion in the congested cities of developing countries. Large number of flyovers has been constructed in our country in last few years. However, the actual performance of such flyovers is debatable when considering the overall impact to other transport functions such as pedestrian facilities, visual aesthetics and business developments in the locality. There is a strong public perception that flyovers have solved or will solve traffic problems in metropolitan areas.   Therefore, there is no apparent resistance from the public, media, politicians and administrators when flyovers are constructed.   The only resistance comes from the few that are adversely affected, for example, owners/tenants of business establishments, residents and civil institutions.   In response they are often criticized for not being socially conscientious and for being anti-development  since they usually cannot justify their own re asons from a professional point of view and there is no support for them even if hundreds of thousands may even suffer from the adverse effects of such developments.   The position that the interests and convenience of society at large over the inconvenience or losses to a few are often ignored in many countries.   There appears to be no counter to such arguments since there is indeed some logic and truth to it. 2. It has in fact been shown that the convenience of a flyover mainly occurs only during the non-peak hours of traffic flow.   For example, during non-peak hours well-designed at-grade intersections like those in all present flyovers are doing fine as it is only in peak hours that flyovers have a slight advantage. The convenience is also felt only in 2 directions of traffic flow out of a possible 12 directions at an intersection.   These misconceptions have had a great influence on the publics mind that flyovers indeed solve all traffic problems at intersections.   Only in-depth analysis and engineering computations can counter this influence.  For example, our country and in developing countries are examining possibilities of introducing toll systems to recover the huge cost of these flyovers. However there are difficulties in implementing such methods due to the lack of space for toll booths and also the difficulty of imposing this to the users who only have marginal benefits from a single facility within the overall road infrastructure. 3. The experience of our country and in developing countries is that flyovers have not given the anticipated benefits for developing cities. Moreover this has been considered as a threat to the urban architecture as well as the accessibility within the city. Common complaints regarding flyovers are the negligence of public transport, transit facilities, and pedestrian facilities. STUDY AREA 4. In the colombo suburban area there are four flyovers of recent origin. The three (04) railway flyovers namely at Dematagoda, Ragama, Dehiwala and the recently constructed at Pattiya Junction in Kiribathgoda are included in this study Figure 01. The Nugegoda flyover is at a road intersection. This too is included to be discussed separately. The data required for the research collected from the secondary sources with relevant Books, RDA/UDA Specialized personnel and the Internet utilized. ANALYSIS 6. The analysis is carried out under two categories namely flyover performance at road intersection and flyover across the railway lines. FLYOVERS AT ROAD INTERSECTION 7. The travel time data of all the turnings including the through traffic on the flyover at Nugegoda intersection were used to calculate the average (daily average) speed and delay at each approach of road links (Figure 02). Figure 02: Travel Time Survey at Nugegoda Intersection with Flyover 8. The average two way traffic flow speed on each 100 meters segment of all four road approaches (up to 2km) of the Nugegoda flyover. The average speed of road links other than on the flyover includes the signal delay too. 9. It was observed from the above analysis that flyovers at railway crossings give higher benefits when compared to that of road intersections. The comparison of basic values indicates that concrete flyovers are better than that of steel structures. This is evident when the life time and the maintenance of the two types of flyovers are compared. Even though the economic analysis was done for 20 years, the concrete structures can last for more than 50 years without many repairs on it. Therefore the benefits of concrete structures are much more than those indicated in this analysis. 10. The flyover at Nugegoda intersection designed for 20 years. According to the travel time survey data, this flyover indicates the lowest savings. It also has the highest per lane km cost. However, the signalization with improvements to approach links of the intersection as an alternative to the flyover indicates very well. 11. It was observed that the flyover or signalization alone does not solve the traffic congestion at an intersection but that it also needs capacity improvements of approach links for an improvement at that intersection. It can be observed that most of the intersection approaches are often blocked by parked vehicles and other activities such as uncontrolled pedestrian movements and temporary businesses on the walkways. Therefore it is often seen that the existing road infrastructures in urban areas are not properly utilized. The capacity of road links and the intersection can be improved by enhanced traffic management strategies. NEW FLYOVERS PLANNED BUT LACK PROPER PEDESTRIAN WALKWAYS 12. It has come into the notice of the Srilanka that in order to improve the transport system the Srilanka government has planned plenty of routines. Integrated multimodal transport system, will play a prominent part in offering an effective public transport service and hopefully will reduce private vehicles. 13. All in all, the main focus is on the development of more roads and more effective mass transportation. Though, there is no emphasis on the common man- the pedestrian- and his requirement for safe problem free movement space. 14. There is no doubt in my mind that with steady increase in the numbers of cars and footpaths, pedestrian space in the colombo city has become increasingly marginalized. In other word, the footpath was meant to be a place for the common man to walk upon and did not belong to the owner of plots adjoining the access road. 15. Theoretically speaking, roads have been widened in Srilanka and flyovers have been built in all the major cities of the country without offering safe and convenient facilities for pedestrian to cross over. The requirement for adequate pedestrian space is an absolute must especially in places where large number of people gets together such as in neighborhood markets and shopping centers specially Dehiwala. 16. Unfortunately, here also, the focus seems to be on providing for the movement of vehicles and the parking of cars. Shoppers dodge their way around moving cars, three-wheelers, motorcycles and accidents are frequent and common. Despite this traders have continued to resist the pedestrianisation of shopping streets fearing loss of business. TRANSPORTABLE ROADWORK TRAFFIC SIGNAL SYSTEM TRAFFIC-RELATED Low-cost traffic signal system for one-way alternating traffic. Easy to control, clearly organized at a glance. Universal in use with power cable, Telephone cable and others. All signal heads uniformity and simple. MODES OF OPERATION: Automatic fixed time mode Automatic green time extension Automatic green on demand All-red in cable and radio mode Manual operation from every signal head possible in cable and radio mode FLYOVER CONSTRUCTION 17. Recent traffic counts have shown that there are in excess of 30,000 vehicles using the roundabout daily at colombo area. The straight-through movement between the east and west sides off the South Ring Road was the highest recorded traffic movement at the roundabout and represents approximately 40% of the total traffic using the roundabout. There was an urgent need for grade separation. 18. Effective traffic management throughout the duration of the project was vital as the same volume of vehicles used the roundabout during construction as they did before construction. From public opinion, traffic management was put in place effectively and major delays were rare. CHAPTER FOUR IDENTIFY MAJOR ISSUES AND DIFFICULTIES UPLIFTING EXISTING ROAD NETWORK AND IDENTIFY EFFECTS SUPPLY AND DEMAND WIDENING WORKS UNDERWAY ON THE WAY TO INCREASE THE NUMBER OF LANES. 1. Congestion can be reduced by either increasing road capacity (supply), or by reducing traffic (demand). Capacity can be increased in a number of ways, but needs to take account of hidden demands otherwise it may be used more strongly than anticipated. Critics of the approach of adding capacity have compared it to inducing demand that did not exist before. Reducing road capacity has in turn been attacked as removing free choice as well as increasing travel costs and times. INCREASED SUPPLY CAN INCLUDE: Adding more capacity at bottlenecks (such as by adding more lanes at the expense of parking/harden type shoulders or safety zones, or by removing local obstacles like bridge supports and widening tunnels) Adding more capacity over the whole of a route (generally by adding more lanes) Creating new routes Traffic management improvements REDUCTION OF DEMAND CAN INCLUDE: Vehicle parking or non parking restrictions. Vehicle park or no parking (Ride) facilities allowing parking at a distance and allowing continuation by private and commercial transport or selected lane. Reduction of road capacity to force traffic onto other ways and modes. Road entering fees (Southern highway) charging money for access onto a road/specific area at certain times, congestion levels or for certain road users. Road reserve area, where regulatory restrictions prevent certain types of vehicles from driving under certain circumstances or in certain areas. Rule/Policy approaches, which usually attempt to provide either strategic alternatives or which encourage greater usage of existing alternatives through promotion, subsidies or restrictions. TRAFFIC MANAGEMENT 2. Global positioning system (GPS) devices are used to determine global locations points, which are measured and recorded as Longitude (E), Latitude (S), and Elevation/Altitude (meters above sea level). Anyway before commencement of a GPS survey must be required checklist. Traffic monitoring, via radio, GPS or possibly mobile type phones, to advise road users. Fluctuate type message installed along the roadway, to advise road users. Navigation or clear identifying system possibly linked up to automatic traffic reporting. Traffic monitoring / analyzing permanently installed, to provide real-time traffic counts. Road traffic monitoring/Analysis, to provide information on highway. Computerized highway system, a future idea which could reduce the safe interval between cars (required for braking in emergencies) and increase highway capacity by as much as 100% while increasing travel speeds. Parking area and guidance with information systems providing dynamic advice to motorists about free parking. Active vehicle controlling (Critical situation) system hard area (Parking, bus halt) as an extra traffic lane, it uses CCTV and monitor the traffics use of the extra lane. OTHER ASSOCIATED 3. Other associated are, School time (Start/End) arranged to avoid busy time traffic. Driving behavior promotion and enforcement moreover driving practices, frequent lane such as security or school hrs etc changes can reduce a roads capacity and exacerbate jams. Visual/Sound barriers such as horn CGR gate bell ringing etc; to prevent drivers from slowing down out of curiosity. Condition of speed reductions, showing speed limit, humps etc with lower speeds allowing cars to drive closer together, this increases the capacity of a road. 4. Moreover where space-efficient vehicles, usually motor bike, three-wheels and cars ride or drive in the allocated space between cars, buses, and trucks specially peek hrs. This is however illegal in many countries as it is perceived as a safety risk. ADVANTAGES AND DISADVANTAGES DURING THE FLYOVER Acceptable and accepted only rail borne modes can in practice get people out of cars. Smooth no violent movements vertically, laterally, or backwards/forwards. Comfortable Re-assuring tram lines (New proposal year 2009 but not succeeded) give confidence that service operates. Safe many times safer than vehicle travel. Speedy short journey times can be achieve. Compatible with pedestrians in pedestrianised areas. Clean and green enhances the environment no emissions at street level. Avoids traffic congestion through segregation and priority. 5. Roads including highways with grade separation generally allow traffic to move freely, with fewer interruptions, and at higher overall speeds; this is why speed limits are typically higher for grade-separated roads. In addition, less conflict between traffic movements reduces the capacity for accidents. Motorways, though having higher average speeds, usually have much lower accident rates per distance traveled than roads which are not grade separated. 6. However, grade-separated junctions are very space-intensive, complicated, and costly, due to the need for large physical structures such as tunnels, ramps, and bridges. Their height can be obtrusive, and this, combined with the large traffic volumes that grade-separated roads attract, tends to make them unpopular to nearby landowners and residents. New grade-separated road plans can receive significant opposition from local groups for these reasons. 7. Rail-over-rail grade separations take up less space than road grade separations, because shoulders are not needed, there are generally fewer branches and side road connections to accommodate (because a partial grade separation will accomplish more improvement than for a road), and because at-grade railway connections often take up significant space on their own. However, they require significant engineering effort, and are very expensive and time-consuming to construct. 8. Rail-over-road grade separations require very little additional space because no connections need be built, but require significant engineering effort and are expensive and time-consuming to construct above. 9. Many closures from 1990 to 2010 happened, and many people thought that it was the beginning of the Colombo, Galle, Kandy vehicles, but the situation changed after 1990. Large number of automobiles started creating pollution and smog. High rising of petrol diesel in international market also thought people that petrol running automobile is far worse than electricity driven street rail. ROAD INFRASTRUCTURE 10. Under this topic road infrastructure can be improve under this conditions, Grade or type separation, using bridges (or, less often, tunnels) freeing movements from having to stop for other crossing movements. congested motorway-type roadway. Reducing junctions (1) Providing through lanes that bypass junction on-ramp and off-ramp zones (Except highway access) (2) A grade access road, roads that limit the type and amounts of way along their lengths. REVERSIBLE TYPE LANES 11. Considering the day today, certain sections of highway operate in the opposite direction on different times of the day or days of the week. SEPARATE LANES 12. Separate lanes for specific user groups, Public bus ways, Pedestrians (High occupancy vehicle lane) URBAN PLANNING AND DESIGN 13. Urban planning and city planning (UDA/NHDA planning) practices can have a huge impact on levels of future traffic congestion, though they are of limited relevance for short-term change. Grid type plan (Interconnect system) including road network geometry, rather than tree-like system which reduce local traffic, but increase total distances driven and discourage walking by reducing connectivity. Zoning laws that encourage development under mixed type, which reduces distances between residential, commercial, and recreational destinations (and encourage cycling and walking) The development is residential and commercial areas designed to maximize access to public transport. THOUGHTS ON URBAN PLANNING AND DESIGN 14. A well-developed transportation system plays a great role for any country of the world to develop and it remains so for our country also. The country has developed up to a certain extent throughout the time but the transportation has not, to cater for the increasing demand. On our journey for development this has to be the primary area to be considered. It is not only a responsibility of the government but also depends on the attitude of the people. The government also has the responsibility to put a genuine effort for this other than going only for political achievements and thereby should give priority for the development of this area. 15. When I made the interview RDA and UDA expertise they are said that we have done researches and given most economical and the feasible methods to develop this area but we dont know how it is going to be done due to non availability of funds and facilities 16. The above economic analysis is carried out considering only the volume of transport savings based on a travel time survey at each flyover location. A comprehensive study could have been carried out to test the situation more accurately if the respective data sources had been available. 17. However, this is a good strategy for eliminating the delay at railway crossings as a long term consideration. Also the concrete flyovers across railways are more economical than the steel bridges constructed in a very short period. CHAPTER FIVE ANALYSIS 1. My Analysis was done in the area of Nugegoda, one of the closest towns to the Colombo city. Questionnaire was prepared and distributed among all age groups. The sample size is 40 personnel and all responded with their identity. Figure 01 2. My 2nd observation was made to find out how many people (from 40 personnel sample) are using flyovers and how often they use it. According to Figure 02 it has been observed that more than 65% persons are using flyovers daily and they feel the difference between the previous and the current situation of the time saving. Figure 02 3. My 3rd observation was made to find out who are the majority using this flyovers. It has been observed that there is more than 60% personnel are the users of public transports. Following details in Figure 03 were taken according to the observations made. Figure 03 4. My next observation shows in figure 04 and Figure 5, Average serving time per a journey Vs person. According to chart it says that the actual time period is very less comparing before situation. According to research 90% time saved. As a result air pollution, Diesel/petrol consumption, Police man power, Vehicle wastage etc minimize proportionally. Figure 04 Figure 5 Finally, during the research, my hypothesis was proved, because the majority stated that construction of flyovers where the traffic jammed areas are the best remedy for the issue. CHAPTER SIX CONCLUSIONS AND RECOMMENDATIONS TO OVERCOME THE CRISIS 1. In order to minimize the city traffic congestion, the authorities have only handful of options. The highly effective solutions practice in other countries as follows.. a. Controlling traffic using methodical light system, b. Directing traffic through one direction of the full carriageway. c. Controlling traffic with the aid of authorized personnel (police men) d. Construction of flyovers. In Sri Lanka the respective authorities has constructed six flyovers at highly congested areas in Colombo suburbs. These locations were selected according the statistical surveys carried out by the experts in this field. However, it is inevitable that this effort has not succeeded in few locations as anticipated. Hence, during this research, I developed an argument to justify that the construction of flyovers are the best remedy for this issue by obtaining the opinion from the general public as my target group. This is the target group for early surveys carried out by the RDA in conjunction with University of Moratuwa to justify the construction of flyovers in Colombo suburbs as well. 2. A well developed transportation system plays a great role for any country of the world. The country has developed up to a certain extent throughout the time but the transportation has not sufficient to cater for the increasing demand of Road network. The construction of many flyovers in our most needed area, responsibility of the government but also depends on the attitude of the people especially all drivers and pedestrians. The also should give their fullest support to the current rules and regulations. 3. During the research, my hypothesis was proved, because the majority stated that construction of flyovers where the traffic jammed areas are the best remedy for the issue. 4. After carrying out a survey and analyzing the data, the following are the details of identified benefits and summarized as follows. Avoids traffic congestion through segregation and priority Speedy shortens journey times Smooth no violent movements vertically, laterally, or backwards/forwards Comfortable Compatible with pedestrians in giving pedestrianised areas Reduces the capacity for accidents 5. Moreover in this survey and analyzing the data, the few limitation and barriers identified as follows; Complicated, and costly, due to the need for large physical structures and for maintenance Their height can be obtrusive. c. Require a significant engineering and time-consuming to construct. 6. It has come into the notice of the urban planers that in order to improve the transport system a multi modal approach should be made. All in all, the main focus is on the development of more roads and more effective mass transportation. Priority should be given to the commuter and his requirement for a safe problem free movement space. 7. Finally, according to collected primary/secondary data. Following actions can be taken to minimizing traffic jammed. Without any delay some facts are presently available and not to standard. Banning of All On-Street Parking for Vehicles in City Limits Traffic Signal Lights Introduction of Substitute Roads to Main Roads Widening of roads Restriction of Slow Moving Traffic and Heavy Vehicles During Rush Hours Separating Pedestrians from Active Traffic Flow Proper maintenance of roads- specially culvert and rainy period road situation required quickly repairing system Creating driving discipline presently available new driving licence card entering system Implementation of New Highways Connecting Main Cities of The Country Electronic Traffic Monitoring Systems for Main Cities specially actual road jammed persons rules violated persons capturing part Discouraging Individual Vehicles Entering Cities (Peak hours container, tractor etc) Bus Stands (Required up lift and move to main road) Construction Work (Required combined worked force (RDA/UDA/CEB/NWSDB) 8. During the last decades the country has developed immensely; therefore the alternative methods to control traffic congestion are highly essential because of the increasing of the vehicles. The government also has the responsibility to put a genuine effort for this other than going onl

BVU Rides :: Buena Vista University Transportation Essays

BVU Rides College students love to have fun at Buena Vista University. As many may already know, Buena Vista University has a reputation as a drinking college. Whether it is good or bad, a majority of college students are going to participate in drinking on the college campus and in the local community bars. There are many reasons for partying and drinking on campus. Students could be celebrating a big win for the football team, or getting a good grade on a test. Students like to have a good time. Of the students who party and choose to drink on campus, a large majority of them like to go to the bars. The question is how to get to and from the bar safely? Enjoying the Bar Scene When people head to the bar they are looking forward to the quality social atmosphere. Malarkys, the bar most kids head to, is decorated with fancy neon lights, the quantity of other college students there, and the lively dance floor. Students also look forward to the ever so famous drink specials that are offered. The notorious bar for these drink specials is Malarkys. The reasons students may be attracted are as follows: Wednesday nights are the famous nickel pitcher night, where anyone age 21 or older can get a pitcher of beer for only one nickel. Friday nights=Free Beer. That’s right, from 9-11 p.m. anyone 21 or older receives free beer. Saturday’s offer 1.00 mixed drinks and various other specials decided upon by management. The BVU Rides Bus With all of these specials offered and a lot of students excited to go enjoy them, the BVU Rides bus is relied heavily on by students heading to the bar. BVU Rides offers free rides from the college campus to Malarkys, the main bar college students go to, every fifteen minutes, from 10:30 p.m. to 2:00 a.m. The bus allows anyone to ride, but the bus only follows a predetermined route, with stops only at the bar and the college. Despite the fact that this is a good way for students to get to and from the bar, some members of the community think the BVU Rides is a program offered by the community that is not needed. Here are some of their ideas and our responses rebutting the citizens’ thoughts: Some of the people in the community believe that the BVU Rides bus promotes students to go out and drink.

Legal Environment of Business

[pic] B?BS Legal environment of business Home Assignment Seminar leader: Margit Racz Student name: Nurl?n S. Kurm?l?y?v Contents 1. Introduction†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.. †¦Ã¢â‚¬ ¦. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦3 2. The constitutional order of Hungary†¦Ã¢â‚¬ ¦.. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.. †¦Ã¢â‚¬ ¦. 3 1. Legislation†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦ 3 2. Execution tasks†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.. 3 3. Judicial power†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.. †¦. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦ 4 3. The constitutional order of the EU†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦ †¦. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. 4 1. Legislation†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. 4 2. Execution tasks†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. †¦.. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. 5 3. Judicial power†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. †¦. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.. 5 4. Conclusions (similarities + differences)†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. 6 5. Reference†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦7 Introduction Aim Law is a system of rules usually enforced through a set of institutions. It shapes politics, economics and society in numerous ways and serves as a primary social mediator of relations between people. The aim of this assignment is to review and make comparative analysis of the constitutional order of the Republic of Hungar y and European Union. Objective of this work: Give clear understanding about the constitutional order of Hungary and European Union †¢ Highlight differences and similarities †¢ Make a conclusion The constitutional order of Hungary Legislation Hungarian Parliament is unicameral, 386 –member highest organ of the state authority who ensures the constitutional order of society and determines orientation, organization and conditions of Government. Its members are elected for four-year term. The main tasks are initiation new laws, passing laws, electing public persons and approving budget. Only Parliament has exclusive right to pass the law. After passing the laws the Speaker of Parliament sign the law and send it to President of the Hungary. The President ensures promulgation of the law. Then the law must be promulgated in the Official Gazette. The main tasks and responsibilities: †¢ Passing the law †¢ Ensures the implementation of the laws †¢ Electing public persons (President of the Republic, the Prime Minister, the General Prosecutor, the members of the Constitutional Court, the President and Vice-Presidents of the State Audit Board, the President of the Supreme Court and the ombudsmen) †¢ Approving budget Concluding international agreements †¢ Ensures the elaboration of economical, cultural and social plans and control of their implementation †¢ Coordinates the work of national organs and ministries Execution tasks Execution tasks are managed by Government. And this authority divides into two: central and local level. The central authority – is central policy-making and its main executive bodies. The members of the government are Prime Minister and the ministers. Role of the Prime Minister is very igh he is responsible for all government policies including activities of other members of the government. As a mention above he elected by Parliament. Other members also responsible for their works and must report on their activities to the Parliament and Government itself. The main tasks and responsibilities: †¢ Initiating new laws †¢ Controlling and supervising the legal operation of local government in cooperation with the Minister of the Internal Affairs †¢ Ensure the implementation of the law Directing and coordinating the work of the ministries and other central offices placed under its direct supervision †¢ Formulating the social and economic policies, defining the state system of social welfare and health care services, and ensuring sufficient funds for such services †¢ Controlling the armed forces operations Judicial power Hungar ian justice is administered by the courts. Aims of these courts are to protect the rights and lawful interests of citizens, ensure constitutional order and punish the perpetrators of criminal offences. Legality of the decisions of public administration is also supervised by courts. Court system in the Republic of the Hungary divides into two: 1. Ordinary courts, 2. Special courts. The ordinary courts are organized on four levels: the Judgment Boards, the Court of the Capital and the county courts, the Supreme Court of the Republic of Hungary and the last but not the least is local courts. The constitutional order of European Union Legislation There are two bodies responsible for the legislative tasks in the EU. First one is The  Council of the European Union  (officially the  Council  and commonly referred to as the  Council of Ministers) is the principal ecision-making institution  of the  European Union. The Council is composed of twenty-seven  national ministers. The primary purpose of the Council is to act as one of the two chambers of the  EU's legislative branch. The Council is the main law-making body of the EU (on the initiative of the Commission and in co-decision with the European Parliament). The Council is based in Brussels, but me ets at fixed intervals in Luxembourg. Second body responsible for legislative task is European Parliament. The  European Parliament  is the  directly elected  parliamentary  institution of the  European Union. Its essential function is to express the will of the Union’s citizen in the Community decision-making process hand-in-hand with the Council, representing the interests of the Member States. Together with the Council of the European Union, it forms the  bicameral  legislative branch of the EU  and has been described as one of the most powerful legislatures in the world. The Parliament is composed of 736 Member of the European Parliament. It has been directly elected every five years by  universal suffrage. Also the Parliament shares budgetary powers with the Council. It is situated in Strasbourg. The main tasks and responsibilities: The Council †¢ Adopts the annual European Union budged with the European Parliament †¢ Determines European Commissions internal and external policy †¢ Coordinating actions and policies of the Member States †¢ Represents EU in relations with states and international organizations and signs international treaties on behalf of the EC The Parliament †¢ Enacts the EU legislation †¢ Adopts the EU budget (with the Council) †¢ Shares final decision on most proposals with Council (co-decision procedure) †¢ Approval of international agreements Political control and supervision of the Commission †¢ Political control of the Council in external relations by giving assent to all international treaties signed by the Council on behalf of the EC Execution tasks Execution tasks of the  European Union are handling by the  European Commission. The Commission is independent of national governments. Main purpose is to re present and uphold the interests of the Union in general. The Commission is responsible for implementing the decisions of Parliament and the Council. In two words Commission managing the general day-to-day running of the Union like implementing its policies, running its economical, cultural and social plans, spending its funds and so long. The Commission operates as a  cabinet government, with 27  Commissioners (one per state). The Commissioners and their immediate teams are based in  Brussels. The main tasks and responsibilities: †¢ Propose legislation to European Parliament and European Council †¢ Implements European policies and programs †¢ Executes the European budget †¢ Oversees policies of the MS Enforce European law (jointly with the Court of Justice) †¢ Administrate external affairs Judicial power The  European Court of Justice is the  highest court  in the European Union in matters of  European Union law. Its main purpose is to make sure that European legislation is interpreted and applied in the same way in all European countries, so that the law is equal for everyone. The European Court of Justice was established in 1952 and is based in  Luxembourg. The ECJ comprises one judge from each Member State, nominated by national governments and appointed by the common accord of the governments of the Member States. The judges select one member to be the President for three years. The main tasks and responsibilities: †¢ In cooperation with the national courts unifying interpretation of European law through â€Å"Preliminary ruling procedure† †¢ Adjudicates actions filed against European institution or Member State †¢ Adjudicates legal disputes between the European employees and European institutions Conclusions (similarities + differences) The comparison of Hungarian and European legislative bodies shows that in Hungary only one legislative authority (the Parliament) and in European Union two (the Council and the Parliament). However their tasks and responsibilities are almost same, with some specific aspects. In Hungarian Parliament all members are elected by citizens, while in European Union only Parliaments members are elected by citizens of Member States. Further I want to consider differences and similarities of the executive power of Hungary and European Union. Main difference is their competences, in Hungary Government executes the law while European Commission only supervising this process. But overall Government of Hungary and European Commission execute almost the same government tasks (approving the budget, implementing policies and programs and so long). Judicial power of the Hungary aimed to protect the rights and lawful interests of citizens, ensure constitutional order and punish the perpetrators of criminal offences. This court divides into ordinary court and special court. And European Court of Justices is tasked with interpreting European Union law and ensuring its equal application across all  European member states. It is composed of one judge per member state currently 27. In conclusion I want to say that differences in structure and organization of legislation, execution and judicial power are coming from the point that Hungary as a single country must organize such processes only for themselves, taking into account only their interests. And European Union must organize those processes for whole Union; taking into account interests of all Member States. E. g. Law making process in European Union is complicated. Because it must involves the interests of the member states in the Council and the Parliament, with the interests of the Commission. This is a reason why the constitutional order of the European Union is bigger and more complicated. Reference 1. Nigel Foster (2008) EU Law Directions. OUP Oxford Press. 2. Philip Norton (2003) â€Å"National parliaments and the European Union†, Managerial Law, vol. 45, issue 5/6, page 5-25 The Constitution of the Republic of Hungary [online]. [Accessed 9th April 2010]. Available from World Wide Web: 3. Summaries of EU legislation [online]. [Accessed 10th April 2010]. Available from World Wide Web: 4. The European Union [online]. [Accessed 10th April 2010]. Available from World Wide Web: ; http://en. wikipedia. org/wiki/European_Union ;

Review the Issues Involved in Strategic Planning Essay

Every year at about this time or a little earlier, we start the process of ‘strategic’ planning. The annual planning process, for all its focus on analysis, or template completion, can easily fall into the apparently comfortable tactic of merely updating the activity from last year’s plans. Often, however, what is really needed is a fresh approach which can pay dividends. Approaches to planning differ, depending upon the attitude and culture of the company involved, which in turn affect the relative importance given to different elements of the process and the output. Some companies are heavily financially oriented, making the desired output more focused on numbers than the thinking behind those numbers. Other organisations focus heavily on the resource implications of the tactical plan, and particularly sales force allocation and efficiency. Not all companies perform truly strategic (long -term) market-centred planning, but all companies generally aim to produce a set of financial forecasts. The major differences are in the way they get there and as a consequence the basis on which those forecasts are derived. First and foremost, the organisation needs to be clear about what issues can get in the way of developing a sound strategic plan before deciding on an appropriate approach. Clearly all planning is driven to an extent by profit and financial forecasts but there is a need to be clear what else the plan has to deliver for the organisation, the individual, and the brand – the planning ‘need’ – otherwise the process used may be sub-optimal. Why does the organisation need a plan? What is it meant to deliver over and above the financial projections? Many companies are often unaware of the issues and constraints that will affect the planning process and output , for example the local operating company situation. Are the right resources, the right experience and the right information available at a local level to develop and complete the plan? Can the local markets get the right quality of information they need to drive good quality thinking? If not, then how can this be provided to ensure the right level of thinking is achieved? It could also be that the chosen approach is too sophisticated or inappropriate to deliver the required answers. For example, the process may have all the ‘standard’ elements of analysis but there is no thought given to what each element is telling them. All companies do have a structured process but if the process does not drive the necessary thinking then the resulting plans can be limited. If the process does not challenge the planners to consider different ways of doing things but is merely a set of agreed templates and a time line for deliverables, the resultant forecast simply becomes a straight line projection from historical sales data, and activity remains the same as last year no matter whether or not things are changing in the market. This is the apparently ‘safe’ option but it rarely maximises return on investment and is often not safe at all. Above all the process needs to raise the right questions, stimulate debate both internally and with external stakeholders, and force conclusions to be drawn from the analysis and interpretation of information that can then form the basis for strategy development. And finally, senior management by their actions and questions often demonstrate that all they are really interested in are the numbers, with no challenge or credence given to the thinking behind those numbers. Even though a thorough process is used to arrive at a market -based forecast, senior management just focus on the revenue with/without profit Sometimes the budget or forecast even comes before the planning/thinking in time, and at other times it is ‘imposed’ so the plan reflects how to achieve it, not whether it is at all achievable. There are three very different approaches to strategic planning in our experience: The data-driven approach is based on hard data collected from a variety of sources, both primary panels and syndicated data, from which a market model is then built by brand from the bottom up. Issues are then identified but there seems to be no real focus on what drives success in local markets, or on what competitors will do and the impact of their actions. This approach can simply lead to ‘more of the same’, making a projection based on the previous year and no real change in approach, with the whole focus being on next year’s revenue. While many companies may not use such an apparently numbers-focused approach they still act in the same way, with the forecast being the key, rather than the rationale behind it. To overcome the inevitable local variances in both resource and/or experience and to ensure a consistent base for review, many companies utilise a template-led approach . This consists of a pre-defined plan with key headings that can be amplified or contracted, but with certain key elements which must be completed. This option works well as it provides a structured process for analysis, with check questions at each stage. However in some cases we have seen that such an approach can still be very financially focused. Sometimes it does not analyse the brand and company strengths and weaknesses in a meaningful market-centred manner, to enable a market -led SWOT analysis and often there is still not enough competitive focus. The next level is often seen in the ‘marketing excellence’ approach, where the organisation provides an integrated planning tool comprising standard marketing planning software. In a sophisticated example this allows local working but is linked into a central supporting database, with aspects that can be adapted and others that are fixed. The beauty of such a process is that it is transparent, allowing a clear overview of who is performing well, and enabling experience and successes to be shared. However when this is a relatively new process people tend to take time to get to grips with the process resulting in ‘doing the process’ rather than really thinking about what each step is telling them. Moreover for this approach to be used effectively, senior management must understand the process very well so that they can interrogate the people who are developing the plan. Efforts to plan correctly often fail due to poor alignment between personal and corporate goals – people are often rewarded for achieving short-term deliverables with secure outcomes rather than longer term brand building and innovation or driving change. In summary the key issues in strategic planning are: Not being clear about the planning ‘need’ Not being aware of the issues and constraints that will affect the planning process and output Approach too sophisticated or not appropriate to deliver the required answers The financial forecast is all that matters, with the thinking behind those forecasts being ignored or not challenged/considered Process not challenging people to think or act differently Insufficient external focus: environment and/or competitors Lack of real focus on (new) opportunities for growth Poor expertise at local level More tactical/operational than strategic focus So what works well in overcoming some of these inherent problems? Ensure a complete and effective structured process to develop the analysis base. Output should focus on alternative scenarios and ‘what ifs’ working from a base plan. Thereby, focusing on incremental growth and type of incremental drivers that need to be addressed. Build market -based forecasts by brand at country level. This requires country plans and budgets built from bottom up by brand and forecasts linked to hard data and clear market maps. Allow enough time for countries to make amendments based on sound strategic thinking and then finalise forecasts ? do not just use Excel formulas. Balance the need for a ‘quick’ solution with a complete process (analysis and review). Value the process, including through management attitude, and align management with the strategy. Key imperatives are to ensure a complete and effective structured process to develop the analysis base, with structured external and internal analysis, and check questions at each stage. The process should be transparent, reviewed by management so that the output is seen by senior management during budget process. Multi-functional teams should build plans with all key stakeholders involved, but led by marketing. Recent surveys show that where companies use a good formal process, satisfaction with strategic planning is higher. Companies are looking more and more at processes that drive to different strategies and/or activities. However, there is a demand for a stronger link in pharma between action and reaction, i. e. if we do X then â‚ ¬Y will result. Strategic planning should prepare executives to face the strategic uncertainties ahead, and serve as the focal point for creative thinking about the company or the brand’s vision and direction. It should also be about making choices between competing priorities, focusing on strategic as well as operational issues. This will ensure that progress against the strategic plan is monitored. There are a number of ‘tricks of the trade’ that help in strategic planning. Among the best practice companies, executives who carry out strategy also make it, and plans reflect goals and challenges. It is important to use any plan to identify growth opportunities, both within and outside the core business. Monitoring progress against the strategic plan is critical and a key area for improvement. It is important also that planning meetings are true ‘conversations’. Simple ‘tricks’, such as having only a small number of the right people in the meeting, can pay dividends. The process also takes time, so more than one meeting is required. It is also important to avoid combining strategy reviews with discussions of budgets and financial targets because when the two are considered together, short-term financial issues tend to dominate at the expense of long-term strategic ones. The ideal process leads to strategic decisions that allow the company to meet goals and challenges. It assesses risks as well as benefits, but is based on fact, focusing on strategic issues, and is therefore not merely tactical. The ideal process ensures that those who will carry out strategy are involved in developing it, builds shared understanding of market dynamics, and emphasises discussion of issues not process. Planning should build ‘prepared minds’ through dialogue to make sure that all decision makers involved have a solid understanding of the business, its strategy, and the assumptions behind that strategy. Then it will be possible for them to respond swiftly to challenges and opportunities as they occur during the year. No strategy process can guarantee great flashes of creative insight, but much can be done to increase the odds that they will occur. The process can be used to challenge assumptions and open people up to new thinking.

Caroline Young Murdered Her Grandchildren for Revenge

Caroline Young Murdered Her Grandchildren for Revenge Carolina Young was a 51-year-old grandmother who was  convicted of murdering her two grandchildren. She received the death penalty. Young stabbed the children to death after learning that she had lost a custody battle with her grandsons father.   Young received custody of her two grandchildren because their mother, Vanessa Torres, was deemed unfit and was sent  to jail after she was convicted of being involved in drugs and prostitution. Torres testified that on June 18, 1993, the day of the murders, she saw blood on her mothers clothing and then found her son,  6-year-old son, Darrin Torres, lying on the bed dead with his throat cut. Carolina Young had stabbed herself in the abdomen at least a dozen times. When Torres picked up Darrin and then placed a call to the police department, Young took 4-year-old Dai-Zshia Torres into another room and stabbed and slashed at her until her to death. With the child dead beside her, Young repeatedly told her daughter that she no longer wanted to live. According to Torres, her mother Carolina Young, killed the children because she was angry that she had lost custody of the boy to his father. The father, Barrington Bruce,  a Marine recruiter from Virginia, did not know that he had a son until he was contacted by the state and told that he owed $12,000 in back child support. He then petitioned the court for custody of Darrin and received it. Bruce had arrived in the Bay Area on the same day as the murders. He was scheduled to pick up Darrin and bring him on a permanent basis to his home in Virginia. Young wrote a letter to her grandchildren and to their father on the day that she murdered them, saying in part,  I am a very unhappy spirit now on a rampage to get even with all that hurt me and mine, Young wrote to the boys father. Ill be back to show you how it feels to lose someone you really love . . . your daughter. Im coming back for her. Every baby your wife has I will come back and get.   Prosecutor Ken Burr said that before the children were murdered, Young told a friend,  I will kill the kids and take them with me to hell. Youngs lawyers argued that she should not be found guilty by reason of insanity and at the very most should be convicted of second-degree murder because the murders were not premeditated. The jury deliberated for just two and a half hours  before deciding that Young was guilty of first-degree murder and should receive the death penalty. Penalty Phase During the penalty phase of the trial,  Barrington Bruce  testified that when he learned that he had been granted custody of his son Darrin, that he felt like Christmas magnified by 10 but added that a dark cloud came over me when he found out that his son had been murdered. Youngs lawyer, Michael Berger, said that she committed the murders because she was mentally ill.   Berger told the judge, What sits before you is a sick woman and we have reached the point in the late 20th century where we dont execute sick people,   Vanessa Torres made a last-minute appeal for mercy in an effort to save her mothers life. Verdict Superior Court Judge Stanley Golde did not agree with Bergers assessment of Young, saying that her emotional problems had no effect on her ability to know what she was doing.  The judge then sentenced Young to death. In issuing the death sentence, the judge said Youngs conduct was totally repulsive to society and the killing of children is in effect the death of all society. Carolyn Young was the first woman ever given the death penalty in Alameda County, or so it is believed. On September 6, 2005, Young died of kidney failure at Central California Womens Facility in Chowchilla, California. Natural death is the most common way that death row inmates die in California. Since 1976, 13 men convicted of murder have been executed in California. The last woman executed in California was  Elizabeth Ann Duncan who was convicted of planning the murder of her daughter-in-law. Duncan was executed by the gas chamber in 1962.