Aviation management The WritePass Journal

Aviation management How did Stansted get the go ahead to become London’s 3rd airport? Aviation management ). It became apparent in the 1960s that there was need to meet considerable growth anticipated into the future. This gave rise to proposals for a new airport and expansion of existing capacity. Stansted, a former military airfield in Essex, was proposed as a third airport in 1963 and was thereafter endorsed by a Government White Paper in 1967 (HC Hansard, 1971; Stansted Airport, 2013). A subsequent inconclusive public inquiry led to the setup of the Commission for the Third London Airport, popularly referred to as the Roskill Commission tasked with review of sites for a third airport (Abelson and Flowerdew, 1972; UKCAA, 2013). With its evaluation of the timing of need, the requirement for expansion of capacity, and after a careful study of a total of 80 proposed project sites, four sites were finally chosen, principal among them a new airport at Cublington in the Vale of Aylesbury. It was deemed to offer best access situated in the key London-Birmingham axis away from built-up areas and would cost less than most of the alternatives (Abelson and Flowerdew, 1972). This proposal however met with strong opposition from local people, politicians and middle-class voters making it politically untenable (FT, 2014). An influential member of the Roskill Commission, Colin Buchanan, in dissent on grounds of environmental and planning concerns, proposed a new alternative at Maplin Sands, Foulness in the Thames Estuary. This opened the door to strong political opposition against Cublington with the latter proposal becoming the preferred option of the Conservative government of the day which thus disregarded Roskill’s proposal (FT, 2014; Helsey and Codd, 2012; Mishan, 1970). Maplin had interestingly been considered by the Roskill Commission and had been decisively rejected on the basis of cost (the most expensive option overall), distance and convenience to prospective passengers (the most remote) (FT, 2014; Mayor of London, 2013). With all the political support and progress towards the Maplin proposal, it was not built (FT, 2014; Helsey and Codd, 2012). The cost of the constituent deep-harbour, rail links, motorways, new towns to accommodate workers, and surface route to the airport was an astronomical  £825 million (estimated at  £8,448 million today) (Helsey and Codd, 2012). To many, including the opposition party then – the Labour Party, this was regarded as unacceptable (FT, 2014). With the coming to power of the Labour Party a change in complexion, the Maplin airport project was abandoned in July 1974 (FT, 2014). A reappraisal of passenger projections in the new regime indicated â€Å"over-optimism† in forecasts showing that there was adequate capacity until 1990 at Heathrow, Gatwick, Stansted and Luton, aided by regional airports (AOA, 2013; UKCAA, 2013). However, with increasing competition from abroad and passenger numbers once more rising, the need for expansion became apparent. British Airports Authority (BAA), owner of the Stansted Airport, submitted plans for its expansion and with significant lobbying by its Chairman Norman Payne and the enlisting of support from Margaret Thatcher, the Maplin scheme was abandoned in favour of a cheaper plan to enlarge Stansted (Mayor of London, 2013). This option had also been considered by Roskill and had not made the shortlist of key options (FT, 2014). The expansion of Stansted was accomplished a decade after its proposition but was a predictable failure challenged by a lack of success in attracting and supporting long-haul operations by airlines (World Airline Directory, 2001; UKCAA, 2013). It was however to benefit from the emergence of low-cost carriers, principally Ryanair, which were drawn by attractive landing charges which offset consequent inconvenience to their passengers (UKCAA, 2013; Mayor of London, 2013; BBC, 2011). Airport policy in the UK has been a case study of political short-termism with the location of an additional (3rd) airport for London in a dilemma. Heightened by uncertainy over demand and growth estimates and a general lack of bold political action, decisions are challenged by political considerations making inland airports unfeasible and economic considerations making coastal airports unfeasible. This has led to the postponement of requisite action with policy makers often prone to swaying given the intense and incessant lobbying and political pressures. References Abelson, P. and A., Flowerdew, 1972. Roskills successful recommendation. In: Journal of the Royal Statistical Society. Vol. 135. No. 4, pp.467 Airports Operators Association, 2013. The Airport Operator, Autumn 2013. BBC, 2011. Heathrow and Stansted runway plans scrapped by BAA, 24 May 2010. Viewed on 30/1/2014 from: bbc.co.uk/news/uk Financial Times, 2014. Londons new airport held to ransom by folly. December, 2013 House of Commons Hansard, 1971. Third London Airport (Roskill Commission Report). 4th March. Vol. 812. cc1912-2078. HC Helsey, M., and F., Codd, 2012. Aviation: proposals for an airport in the Thames estuary, 1945-2012. House of Commons Library. Viewed from: http://cambridgemba.files.wordpress.com/2012/02/sn4920-1946-2012-review.pdf Mayor of London, 2013. Why London needs a new hub airport. Transport for London. Viewed from: tfl.gov.uk/corporate/projectsandschemes/26576.aspx Mishan, E., 1970. What is wrong with Roskill? London: London School of Economics Stansted Airport, 2013. Press Release. Viewed on 1st Feb 2014 from: stanstedairport.com UKCAA, 2013. UK Airport Statistics – Aviation Intelligence. United Kingdom Civil Aviation Authority. World Airline Directory, 2001. Flight International. Stansted Airport, Stansted, Essex, 27 March  Ã¢â‚¬â€œ 2 April 2001. CM241SB, UK Given the urgent need to find a solution to UK airport capacity why do you think the government wishes to delay the process? Political intrigues and myriad arguments still mire the London airport expansion pursuit half a century later with the current Howard Davies Airports Commission set up in 2012 still wading in the long running controversy (FT, 2014). Continued political posturing, hedging and stonewalling still characterizes this pursuit for a viable solution given the readiness to oppose policies espoused by those of different complexions and political stand and complication of issues hindering bold decisions and action (FT, 2014; CAPA, 2013). With reference to previous government airport policies, this section evaluates the desire of government to postpone a decision on the final solution to meet need until after the 2015 general election. In the Davies Commission’s view, the capacity challenge is yet to become critical and there is need for action as there is potential for it to be (The Independent, 2014; Airports Committee, 2013a). These findings contained in its December 2013 interim report (preceding a final report expected in 2015) are based on the acknowledgement of continued growth of air travel, mainly in the South East of England with the need for an extra runway by 2030 and another possibly by 2050. For the short and medium term, the Commission has made a raft of proposals to enhance efficiency of airline and ground operations (Airports Commission, 2013b). Ideally, the latter proposal is arguably most appropriate given that operational and design improvements have hitherto enabled the handling of more volumes than anticipated, extending current capacity and enabling full and efficient use of available resource (UKCAA, 2013; The Independent, 2014). On the Commission’s shortlist of options for the short and medium term include a third runwayand lengthening of an existing runway at Heathrow, and a new runway at Gatwick. The proposal for a brand new airport in the Thames Estuary is side-lined citing uncertainties and challenges surrounding it with the Commission however promising to evaluate its feasibility and to arrive at a decision regarding its viability later in 2014 as well as longer term expansion options at Stansted and Birmingham (CAPA, 2013; Airport International, 2012). The government however says that it will not make a final decision in this regard until after the 2015 general election pushing the responsibility to the next government (CAPA, 2013; FT, 2014). When the Coalition government came to power in 2010, it scrapped former Labour government’s plan for a third runway at Heathrow to which it had been strongly opposed instead favouring the creation of a new hub airport in the Thames Estuary (Helsey and Codd, 2012). Given renewed focus on Heathrow, there seems to be a deliberate decision by government to avoid offending the electorate in its turnaround from its manifesto commitment, as well as to avoid political turbulence in the run up to the forthcoming elections (FT, 2014; CAPA, 2013). It is widely accepted that Prime Minister David Cameron set up the Davies Commission in a bid to postpone or to defuse controversy, maintaining a dishonest ambiguity until after the general election (FT, 2014). Heathrow is a popular preference given the support it receives from the majority of politicians (except those with constituencies on the flight path); business and powerful representative lobby bodies; airlines; air alliances; remote UK regional airports benefiting from international connections; as well as domestic and international aviation representative bodies (CAPA, 2013; FT, 2014). Critics state that the inclusion of other airports is intended at making the proposals not to seem too Heathrow-centric and is aimed at political expediency (FT, 2014, CAPA, 2013). It would have been political dynamite for the Commission not to have made positive clamours with regard to runway capacity warding off accusations of ministers trying to kick the controversy ‘into the long grass’, a scenario which has bedevilled such pursuits for half a century (CAPA, 2013; The Independent, 2014). From the 1967 Government White Paper permitting the expansion of Stansted, through subsequent inquiries and the Roskill Commission in the early 1970s, the quest for expanded capacity continues with arguments going back and forth around similar proposals and sites (FT, 2014; UKCAA, 2013). Expansion at Heathrow is an easy road given that it is relatively cheaper and has less challenges but for the environmental concerns of noise pollution and carbon emissions which cannot be ignored or wished away (Airports Committee, 2013a). The option for expansion at Stansted is impeded by previous capacity limitation by the 1985 White Paper, though it got reprieve in the 2003 ‘Future of Air Transport’ White Paper and an extension of passenger capacity limit by the courts (DOT, 2003). Yet, Stansted has historically been challenged with regard to its support of long-haul flights; preference by airlines; as well as environmental concerns (World Airline Directory, 2001; UKCAA, 2013). The T hames Estuary option despite being the most environmentally sound is challenged by economic considerations regarding not only the cost of building the airport but also the requisite surface links, and costs associated with imminent closure at Heathrow. There is also difficulty in the estimation of effects it will have on demand and airline operations (The Independent, 2014; Airports Commission, 2013b; Airport International, 2012). This scenario highlights the present dilemma facing political players and government, which is what leads to their general uncertainty and a general lack of boldness in approach. Intense lobbying and political pressure has consequently led to the postponement of decisions and the backtracking by government from its pledge. The divide in opinion and arguments causing uncertainty hands politicians a license to continue to do nothing at all. References Airports Committee, 2013a. Emerging thinking: Aviation Capacity in the UK. 7th October. Viewed from: https://www.gov.uk/government/news/aviation-capacity-in-the-uk-emerging-thinking Airports Commission, 2013b. Short and medium term options: proposals for making the best use of existing airport capacity. 7th August. Viewed from: https://www.gov.uk/government/publications/short-and-medium-term-options-proposals-for-making-the-best-use-of-existing-airport-capacity Airport International, 2012. Thames Estuary Airport Is Not A Short Term Solution. 4 July 2012. CAPA, 2013. The Davies Commission’s Interim Report on UK airports: the big loser remains UK competitiveness. Centre for Aviation. Department of Transport, 2003. The Future of Air Transport White Paper and the Civil Aviation Bill. Viewed on 14/1/2014 from: http://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/about/strategy/whitepapers Financial Times, 2014. Londons new airport held to ransom by folly. December, 2013 Helsey and Codd, 2012. Aviation: proposals for an airport in the Thames estuary, 1945-2012 The Independent, 2014. Sir Howard Davies Airports Commission: Air travel could be transformed within a few years – with no more stacking. 17th December, 2013 UKCAA, 2013. UK Airport Statistics – Aviation Intelligence. United Kingdom Civil Aviation Authority.

Archidamus and Pericles during the Greek Wars essays

Archidamus and Pericles during the Greek Wars essays Pericles of Athens and Archidamus of Sparta devised net assessments that both believed would provide strategies that would bring victory and peace for their respective states. This essay will show that Archidamus did a better job of net assessment prior to the outbreak of the Peloponnesian War. A clear definition and understanding of net assessment is necessary. Prof Thomas Mahnken of the Naval War College, provided the following definition: "Net assessment is a process that helps you understand the nature of the war upon which you are embarking, identify your comparative advantage, and devise a strategy to capitalize upon your strength and exploit your enemy's weakness" (Mahnken, Student Handout, p. 1). This definition can be broken down into three elements, 1) understanding the nature of the war, 2) identifying the strengths and weaknesses of the enemy to identify a comparative advantage, and 3) devise a strategy to achieve victory. I will touch on these elements, other key p rinciples, and the history of the war itself as the foundation to support my argument. Before examining the main issue, it is important to note the goals in which the two leaders in question are attempting to achieve with their respective speeches and the impact these goals may have had on their assessments. Archidamus goal was to convince the Spartans that the time was not right for war, and if the Spartans were to go to war unprepared, they would certainly meet with disaster. The assessment in his speech focused primarily on the opponent's strengths and excludes any potential weaknesses of the enemy. Archidamus was fighting an up hill battle in an attempt to buy time, which would favor, in his assessment, a better long-term strategy for victory. Pericles, in quite the contrast, was advocating that the Athenians go to war, for it was impossible for them to be defeated. Therefore, Pericles highlighted all the strengths of the Athenian empire that...

Supply Chain sustainability & Humanitarian Logistis Case Study

Supply Chain sustainability & Humanitarian Logistis - Case Study Example Thus, this type of supply chain combines both forward and reverse logistics, and covers all the processes from the new product/service development to the point of origin for repairs, manufacture, returns, or recycling (Krajewski, Ritzman, & Malhotra 2010). Moreover, closed-loop supply chain implies sustainable distribution process as the customer sends the used product back to the manufacturer or seller, and thus closes the loop of distribution (Krajewski, Ritzman, & Malhotra 2010). Taking care of end-of-use items is viewed as a proven measure, which makes supply chain for environmentally friendly. Thus, closed-loop supply chain is categorized as sustainable supply chain almost by definition (Quariguasi Frota Neto et al 2010). A closed-loop supply chain is an integrated system, which supports environmental sustainability through maximization of value creation over the entire life cycle of a product followed by recovery of value at different stages and types of returns (Guide & Wassenhove 2009). Practically all phases of the closed-loop supply chain mitigate environmental footprint of manufacturing, usage, transportation, distribution, and end-of-life activities (Quariguasi Frota Neto et al 2010). The items, used in the production process of the closed-loop supply chain, are returned into the supply chain system and then are remanufactured, recovered or recycled (de Brito and Dekker, 2004). These activities help to extend the lifespan of the product and therefore, are sustainable (Quariguasi Frota Neto et al 2010). While extension of the lifespan of a particular item might not be always sustainable as old items might consume more energy than the new ones, the further recycling of these items helps to contr ibute to environment protection (Quariguasi Frota Neto et al 2010). By recycling end-of-life equipment the companies manage harmful substances (polychlorinated biphenyls, lead, etc.), and thus, keep environment cleaner and

Case summary Assignment Example | Topics and Well Written Essays - 500 words

Case summary - Assignment Example Most customers could find their way in since they have in mind that all the items they may wish to have are available hence increasing the number of customers thereby making huge profits. The cool music system in supermarket industries makes customers to feel much entertained while carrying out their shopping. However, almost all supermarket industries provide their customers with a wide range of items at their points. This enables most customers to find their way in. Trader Joe came up with a unique way of promoting his business nature by producing products which were not offered initially by other supermarkets such as black rice, whole bean coffees and sprouted wheat bread. Trader Joe later offered an extensive line of the private label items with brand names such as Trader Ming’s, Trader Jose and Trader Joe among others. All the labels were bearing the name ‘’Trader’’. This is an indication that he didn’t want to lose this title and popularity. On the other hand, Trader Joe stores could be found in old trip malls locations which maintained footprints. However, the nature of the prices was favorable and most of the customers could find their way in more especially during busy Saturday morning. Trader Joe also was paying his staff members more than what they were expecting including the retirement payments. Such offers could act as motives to the workers hence could make them to work open heartedly during their time of work. Trader Joe also organized the firm to offer health care benefits to all part time employees (Nicholas 67). Despite all the success, Trader Joe services attracted some imitators such as the Tesco which was the third largest retailer launched some small nearby markets in western United States. The firm drew some concepts which created competition between them (Nicholas 59). Trader Joe on the other side did not invest in technology within the store.

Music Essays Antonio Vivaldi Music

Music Essays Antonio Vivaldi Music Antonio Vivaldi Music ANTONIO VIVALDI 1678-1741 Antonio Vivaldi was born on March 4, 1678 in Venice, the Capital of the Republic of Venice and was the oldest of nine brothers and sisters. His father, Giovanni Battista, was the son of a tailor. Giovanni was a barber when Antonio was born and in 1685, became a full-time violinist at St. Mark’s under the surname Rossi. His mother, Camilla Calicho, also happened to be the daughter of a tailor. When Antonio was born, he was immediately baptized by the midwife, most likely because an earthquake had shaken Venice earlier than day. His official church baptism did not take place until several months later. Antonio Vivaldi entered the priesthood in 1693 and was ordained in 1703. During this time, Antonio was learned to play the violin with his father as his teacher. Within a year of his ordination, Antonio no longer wished to celebrate mass because he complained of â€Å"tightness of the chest† which was probably some type of asthma or nervous disorder. There were also rumors that he may have been faking the illness. Other stories describes times when Antonio left the alter in order to quickly jot down a musical idea in the sacristy. Obviously, he had become a priest against his own will, perhaps because training for the priesthood in those times was one way a boy from a poor family could obtain free schooling. In December of 1703, Antonio became maestro di violino (master of violin) at an orphanage called the Pio Ospedale della Pietà   (Devout Hospital of Mercy) in Venice. This was one of four such institutions in Venice. Although termed an orphanage, this Ospedale was actually a home for the female children of nobleman and their numerous affairs with their mistresses therefore was well endowed by the anonymous fathers. The young ladies were well looked after and the musical standards were among the highest in Venice and the Ospedales orchestra and choir was well renowned. Vivaldi wrote for them most of his concertos, cantatas, and sacred music. In 1704 the position of teacher of viola allinglese was added to his duty as violin instructor. Vivaldi remained teaching at the Ospedale until 1709, when his appointment was not renewed. After a year as a free-lance musician working for the Teatro Sant’ Angelo, an opera theater, he was recalled by the Ospedale with a unanimous vote in 1711 . He became responsible for the musical activity of the institute in 1713 and was promoted to maestro de concerti in 1716. During his years at Ospedale della Pietà  , Vivaldi wrote much of his music, including may operas and concerti. In 1705, the first collection of his works was published, Raccolta. In 1709 a second collection of 12 sonatas for violin basso continuo, Opus 2, appeared. In 1711, twelve concerti he had written for one, two, and four violins with strings, Lestro Armonico (Opus 3), were published in Amsterdam by music publisher Estienne Roger. In 1713, the Ospedale della Pietà   gave Vivaldi one month’s leave in order to stage his first opera, Ottone in villa, in Vicenza. Get help with your essay from our expert essay writers The end of 1716 was a high point for Antonio Vivalda as far as his theatrical activities were concerned. The Ospedale della Pietà   performed his forst great oratorio, Judith Triumphans devicta Holofernis barbaric, an allegorical description of the victory of the Venetians over the Turks and the recapture of the island of Corfà ¹ in August of 1716. All eleven singing parts were performed by girls of the Pietà  , both for the female and male characters. Many of the arias included parts by solo instruments that showcased girl’s talents, recorders, oboes, clarinets, viola damore, and mandolins. Also in 1716, Vivaldi wrote and produced two more operas, Lincoronazione di Dario and La costanza trionfante degli amori e degli odi. His modern operatic style was not well accepted by other more conservative musicians, like Benedetto Marcello. Marcello was a magistrate and amateur musician and wrote a pamphlet called Il teatro alla moda against Vivaldi and the modern style of opera. Th e cover of the has a caricature of Vivaldi playing the violin. Vivaldi moved to Mantua near the end of 1717 to take the position as Chamber Capellmeister of the court of the prince Phillip of Hesse-Darmstadt, the governor of Mantua. His job there involved providing operas, canatats, and concert music as well. He remained there for two or three years and produced several more operas, Armida and Tito Manlio. In 1721, Vivaldi moved to Rome. His operas introduced the new style and the new pope Benedict XIII invited him to play for him. Vivaldi moved back to Venice in 1725 with aspiring young singer Anna Giraud, an acquaintance he met while in Mantua. She moved in with him as well as her sister, Paolina. According to Vivaldi, Anna was no more than a housekeeper and a good friend. He went on to produce four more operas in that year. Some time in this period between 1717 and 1725, Vivaldi wrote the Four Seasons, four violin concertos depicting natural scenes in music. The first concerto, Spring, borrows motifs from a Sinfonia in the first act of his opera Il Giustino which was written at the same time. The next three of the concerti are of original compositions. The inspiration for them is believed to be the countryside around Mantua. The concertos were a revolution in musical conception. Vivaldi represented flowing creeks, singing, barking dogs, buzzing mosquitoes, crying shepherds, storms, drunken dancers, silent nights, hunting parties (both from the hunters and the preys point of view), frozen landscapes, children ice-skating, and burning fires. Each concerto was associated with a sonnet written by Vivaldi, describing the scenes depicted in the music. These concertos were published in Amsterdam in 1725 as the first four of a collection of twelve, Il cimento dellArmonia e dellInventione, his Opus 8. The remaining concertos were Storm at Sea, Pleasure, and The Hunt. These concertos were enormously successful. In 1730, Vivaldi traveled to the music-loving city of Prague with his father and Anna Giraud. His opera Farnace was presented as well as two new operas during the 1730-1731 season. Vivaldis life ended in financial difficulties. He decided to sell off many of his manuscripts because they no longer held the popularity they once did in Venice. He ended up selling them off very cheaply in order to travel to Vienna. It is believed that Vivaldi moved to Vienna in 1740 or 1741 under the patronage of Charles VI who unfortunately died shortly after his arrival. Vivaldi himself passed away on July 28, 1741 due to â€Å"internal fire,† most likely the asthma that plagued him his entire life. He was buried in a modest grave next to the Karlskirche in Vienna, at the site of the Technical Institute. Vivaldi’s compositions included over 500 concertos; 350 of which are for solo instrument and strings while about 230 are for violin. The remaining compositions are for bassoon, cello, oboe, flute, viola damore, recorder, lute, and mandolin. He also composed 46 operas and 73 sonatas, in addition to chamber music and sacred music. His most famous work is believed to be Le Quattro Stagioni (The Four Seasons).

Barriers in Classrom Communication Essay

1. Listening Barriers * Effective listening is one of the most important factors in classroom communication. Take the time to listen to what the other person is saying. When someone is speaking, you should not be thinking of your next response. Negative emotions may occur when certain words or body language is used. A teacher must also take care to keep emotional reactions to a minimum and focus on what the speaker is saying. Outside noise such as telephones, email or construction noise can sometimes make listening difficult. This outside noise should be minimized in the classroom. Perception Barriers * Perception may be a barrier to effective communication in the classroom. Different people may receive and hear the same message but interpret it differently. Paying attention to detail is also important. Important aspects can be missed by not covering a subject in depth. A teacher should also learn to focus on both positive and negative aspects of a conversation. By having a distorted focus, a teacher may only focus on the negative aspects of a conversation. * Sponsored Links * Communication Define a clear and efficient media strategy with Capgemini Consulting www.capgemini-consulting.com Oral Barriers * Communication barriers in the classroom may exist if oral communication is not clear. Communication only occurs when the listener hears and understands your message in the way you meant for it to be received. Some problems in oral communications include using words with ambiguous meanings. The teacher must make sure the students clearly understand the meanings of words. Another problem in oral communications is using generalizations and stereotypes. Classroom communication should be specific to the topic and without bias. A teacher must also take caution not to make a premature conclusion before she has all the facts about a topic or situation. Finally, a teacher must overcome any lack of self-confidence and deliver the message with assertiveness and clarity. Cultural Barriers * Cultural differences can be a barrier to effective communications in the classroom. It is possible for both a teacher and a student to have predisposed ideas about behavior based on what the other person’s culture is. Messages are often misunderstood if they are delivered in a way that is unfamiliar to the student’s culture. It is important to dispel assumptions or biases based on cultural differences in a classroom . Sponsored Links Read more: Barriers to Effective Communication in the Classroom | eHow.com http://www.ehow.com/list_7350208_barriers-effective-communication-classroom.html#ixzz2JLH5z6cY

Ways to Discipline

There are many simple ways that parents can help encourage their child’s development from an early age. Learning how to effectively discipline your child is an important skill that all parents need to learn. â€Å"To get what we want in life, we have to do what we have never done.† (Derrick 25). Whether the parent is traditional, a stay home parent, or a fulltime worker, the most precious thing a parent can give his or her kids is their time. Here are some ways to discipline, educate, and spend quality time with your children. It is very important to educate your child to succeed. First of all, build up their confidence and ensure that they are happy children. Fuel their imagination by reading bedtime stories. Roy Derrick’s research found that children who are regularly told stories have a better vocabulary, have more idea of sentence structure, and sense of stories (126). Also, nurture their creative skills through play. Some activities can help; like building with plastic bricks, painting, or simply creating items can help a child to build up their confidence. Here are some ways to discipline your children. Avoid physical punishment; it can make your child more aggressive and angry. Also, remember to always give rewards and praise them for good behavior, that way they will know you are happy when they behave well. â€Å"Because of their size, children may be difficult to discipline properly† (Rourke 38). Most importantly, provide your child with a safe environment in which they feel secure and loved. Discipline means to teach and train children family values, right from wrong, to respect the rights of others, and how they are to behave or not behave. Discipline is a positive parenting skill that emphasizes nurturing, guidance, teaching and training that builds a child’s self-confidence and teaches self-control and behavior management. The better you are with discipline, the less you will have to punish (Lin 45) Try to spend some quality time with your kids. Most parents work all day and do not give their child the time they deserve. There are many easy ways to be there with them, like helping them with homework. Make it fun and interesting for them. Plan a picnic, kids love to be outdoor where there is food, games, and they enjoy spending time with family and friends. â€Å"Your children need your presence more than anything else†¦Ã¢â‚¬  (Jackson 42). Growing a garden with your child is also interesting and different from other activities, but they will enjoy getting their hands dirty and being accompanied by you. In conclusion, spending quality time with your kids helps both the parent and child to be more open with one another. Also, educating your child to succeed from the early age, will be an advantage for them in the future. Last of all, to discipline your children with the correct manners, it is important for them and yourself as a parent. Remember to always be there for them when they need you, and you will be a great parent.