Technical and Vocational Education Essay Example for Free

Technical and Vocational Education Essay Technical and Vocational Education through open learning trends, developments and issues from a local perspective Technical and Vocational subject areas in many countries seem to be locked to a particular frame work The framework that postulates that TVET is a subject area taught to persons who are academically challenged. It is the notion of many parents and by extension the society that TVET means a plain supplier of skilled labour to the workforce and is unable to be on the same plateau as those persons pursuing medicine or law. With growing concerns about TVET and the need to share the vision, that it is through TVET that most great inventions are arrived at. A new way of teaching and learning has been adopted and introduced in New Zealand ,it is called open learning. The changing world of work TVET policymakers believe that the infusion of open learning and TVET is indeed the way to move forward. Open learning is said to be embracing a new era in our world, one that is moving from the industrial to the knowledge age. Knowledge is said to be changing and there is an immense need for re-skilling and retooling of persons. According to the article avoidance of embracing this new type of learning could mean that one might be left on the way side of technology. Trends in distance vocational and technical education and training New Zealand has seen a shift in the work patterns in that there is a decrease in many of the traditional trade –related areas, while there is an increase in the service sectors and the social sciences. The vocational market is characterized by the need of various skilled persons that will require current competencies; therefore individuals are encouraged to keep abreast with current trends. One of the ways in which New Zealand tries to confront these issue is by introducing the open learning. It has been over emphasized in the article that the world of work is rapidly changing , hence there is the need to upgrade and be reskilled.. Increased participation Open learning in New Zealand has played a vital role in making TVET more accessible. It requires low cost structure for high volume courses. Even though the government of New Zealand has cut back on expenditure in TVET, there are companies who are injecting capital in the program to make it a possibility. Address the skills gap Like many counties New Zealand has generic skills gap, and this is evident at all levels of the work place. The generic gap includes literacy, numeracy, communication and interpersonal skills. It is believed that these generic skills are prerequisites to any sector of the workforce. Surveys were done showing that graduates are more often hired for their learning skills than their specific knowledge. Another key issue is that while many persons are employed in small companies there is little scope for training. There are other problems such as when an institution starts a programs which it deems as a necessity and the program fails due to low student enrollment for that specific course. An example of such a course was developed jointly with a Canadian provider. The course had to be discontinued after three years due to lack of student enrollment. Qualification In regards to qualifications it was stated that TVET(through open learning) is now offering a wide variety of courses, but this is with some amount of drawback as some of these new courses have very little â€Å"shelf life†. Staff patterns have to be changed in that facilitators have to be more flexible and be willing to move with the technological era, also the facilitator have to be more focused on the needs of the learner. The facilitator of TVET areas have to be credible even in their own work as open learning faces seamless challenges. The facilitators should have significant and ongoing staff development. Some of the issues outlined in the document included shortening of life knowledge, technology, Quality assurance, Co-operation and competition and the roles and impact of government policies. Conclusion Open learning is an avenue that is presenting both teacher and learner a new flexible way of sending and receiving information. Although the union between open learning and TVET has challenges it is embracing the use of technology to present traditional vocational areas in a way that is now accepted by the government and other shareholders. One support for the open learning is the postal system which is very efficient. Open learning also boast its ability to provide quality output which was once limited to studying on traditional campuses. One of the greatest set back to the system is the role of the government in the whole process. Students have been facing undue pressure since the government has been a lot of cutbacks. Open learning is proving that it is the way to enter into the technological sphere. It is flexible, it reinforces , it fosters independent learning, while providing immediate transfer of skills.

marine worms :: essays research papers

Flatworms belong to the phylum Platyhelminthes. They have the simplest body plan of all bilaterally symmetrical animals. They are called flatworms because their bodies are compressed. The mouth is the only opening into the digestive cavity the flatworms have. Food is taken in through this hole and wastes are discharged also through this hole. Flatworms have a well-defined nervous, muscular, excretory, and reproductive system. The flatworm distributes the food it digests through a digestive tube that branches throughout all of its body parts. The fact that the worm’s body is flat serves many purposes. It allows the worm to hid in small spaces, to fit into the opening of other animals if the worm is parasitic, and it means that all the cells are close enough to the surface for exchange of oxygen and carbon dioxide with the environment (Meinkoth 399).   Ã‚  Ã‚  Ã‚  Ã‚  There are about thirty thousand species of worms in the phylum Platyhelminthes. Twenty five thousand of these worms are parasitic, which is the vast majority of the phylum. The flatworms only account for four thousand of the worms in the phylum, but they are said to be very beautiful compared to the parasitic worms (Snyderman and Wiseman 83). Flatworms display bilateral symmetry, which means that their bodies have a distinctive head and rear, and their right and left sides are mirror images of each other. The fact that these worms are bilaterally symmetric enables them to move from place to place more efficiently. This trait can help the worms catch their food and get away from their enemies. It can help them find a mate and move from location to location. If they were not made like this, they would have very little control over their bodily movements, and not be able to survive in the ocean (Snyderman and Wiseman 84).   Ã‚  Ã‚  Ã‚  Ã‚  Some other characteristics that make worms of the phylum Platyhelminthes unique are the fact that they are light sensitive. They often try to avoid brightly lit areas. They are so sensitive because they possess’ bundles of light-sensitive eyes that are often described as primitive eyes (Snyderman and Wiseman 84). Another interesting characteristic of the flatworms is that they are hermaphroditic. This means that they posses both male and female reproductive organs. When one learns of this they may think that self-fertilization would be common, but it is not. Flatworms also posses amazing regenerative properties. When they lose a body part, a new one will form, and it some cases, the body part often regenerates an entirely new flatworm (Snyderman and Wiseman 84).

Air Traffic Management Concept Essay

This paper aims to show some major issues regarding the integration of future ground-based ATM decision support systems (The Air Traffic Management Concept) and how these systems will improve the human factor in the air traffic system. If present airspace procedures continue as it is, escalating traffic demands are presumed to compromise many things. Among these are on-time performance, security, and safety. Dealing with these escalating airspace aptitude prerequisites would necessitate considerable adjustment and enhancement to current-day procedures. One attempt in solving this problem is to give airlines more liberty in doing their own schedules and selections of traffic routes while still continuing to disperse tasks for partition and arrival planning to the ATSP. ATSP stands for Air Traffic Service Providers. Air Traffic Control-oriented tactics centers on airspace reorganization and development or improving of tools for air traffic managers and controllers which in turn, would enable them to handle air traffic more carefully and effectively. In the Air Traffic Management segment of the Terminal Area Productivity program, they were working on the incorporation of future ground-based ATM decision support systems with that of FMS (Flight Management System) furnished aircraft contained in the terminal district, the researches and illustrations centered on amplifying airport capacity. They do this by making use of the CTAS or Center TRACON Automation System for producing effective trajectories. Data connect for communicating the said trajectories into the aircraft and Flight Management System furnished aircraft for flying them accurately (The Boeing Company, 2001). In this regard major airports which are plagued by the difficulties of aircraft arrival rushes should be studied. The objective was to present a safe, highly competent flow of traffic which would begin from en route into TRACON airspace which dependably transports aircraft to the runway entry, while preserving as much flight crew suppleness and authorities as sensible. Triumphant planning and implementation of an effective arrival flow necessitates a meticulous knowledge of all aircraft and operators. Knowledge on traffic managements as well as on spacing limitations is also needed. It should also include synchronization among controllers, flight crews, as well as traffic administration. The plan for future ground-based ATM decision support systems could be imagined as a human-centered system on which the controllers as well as the pilots would employ processes, flight management mechanization as well as evaluation support tools to aggressively supervise traffic arrival. It could be seen that they aim for a future air traffic system which are run and supervised by the ATSP and they anticipate this to be ready by 2010. ATSP stands for Air Traffic Service Providers (NASA Ames Research Center, 2002). . The operational theory for attaining effectiveness developments over current procedures is to map an effective arrival stream earlier than necessary and then implement the arrival plan as accurately as could be. They also presented a â€Å"multi-sector arrival planner† Air Traffic Control arranges to link the breach among traffic administrators, dispatchers as well as the sector controllers. The planner’s duties include producing the most effective schedule and arrangement for all incoming aircraft and conflict-free flight routes which would always be able to meet the schedules. The planner organizes the engendered flight routes. The sector controllers concerns would then on use a graphical coordination apparatus. After analyzing the recommended flight path, the sector controllers delivers fitting authorizations to the flight crews. The flight crews would then pursue the cleared path accurately applying their flight management mechanization. Sector controllers are in charge in preserving division and modifying the arrival plan to new situations. Automation and processes are planned in order to aid with all the above mentioned tasks (Advanced Air Transportation Technologies, 1999). The Terminal Area Productivity concept is more calculated than the current system but the controllers are vigorously engaged with everything in the procedure of developing and implementing a traffic flow plan which would be used for arrival rush. Although it drastically modifies the tasks of the stakeholders it does not alter their accountabilities. The first flight deck oriented recreation revealed that data link procedure in the fatal region was adequate and advantageous for the flight crews. Usually crews favor a Boeing 777 which decreases heads-down time on the arena. They could productively use the sides flight management purpose LNAV to the concluding method fix. A VSD model was launched to aid in using Flight Management System automation nearer to the ground. This was meted with high markings by the flightcrews. Vital workload or operation disparities cannot be found among situations with and without the Vertical Situation Display or VSD (The Boeing Company, 2001). A flight reproduction at NASA Langley Research Center yielded a promising result. It showed that miscalculations on arrival time at the closing approach fix could be considerably lessened. This could be done by flying TRACON trajectories with Flight Management System supervision as compared with heading vectors. The preliminary illustration of CTAS/FMS procedures with controllers showed the promise for augmenting the effectiveness of arrival streams by using the CTAS tools for planning and supervising. The devised controller interface with the mechanization and the data link was tolerable. However, it could still make use of further enhancements. There are a number of drawbacks which had been mentioned here. Among the said drawbacks are too much information in the data block, an inept and complex course trial planning interface as well as the three button mouse. The operational concept however, obtained good feedbacks and the controllers were eager for the promise it shows. The Advanced Air Transportation Technology is a branch of NASA’s ASC program. ASC stands for Aviation System Capacity. Its goal is to better the overall operation of NAS (National Airspace System). In so as to attain this goal AATT is building up decision support technologies and processes to help National Airspace System stakeholders. The vision of the Advanced Air Transportation Technology Project concerning far-term National Airspace System procedures is represented in the Distributive Air Ground Traffic Management concept (Advanced Air Transportation Technologies, 1999). Distributed Air Ground Traffic Management is aiming for a free-flight environment on which flight crews would be able to take more part on decision making processes. Rather than merely implementing controller directions, the crews would have more liberty in asking for and choosing flight routes. Developed on-board automation for variance detection and resolve would affect the pilot’s behavior, hence influencing controller’s attitude and placing more conditions on ground automation and information sharing. The Distributed Air Ground concepts cover an assortment of probable means to handle arrivals varying from continuous free-flight to fully ground-controlled. There are two extremes in the process. The first is the free-flight to the threshold. The second is Ground (ATSP) Controlled Arrival. The free-flight to the threshold entails that the flight deck in charge for route planning and division from the aircraft all the way through the arrival. The aircraft turns up at the Center in free flight. It is accountable for extricating itself from other traffic. Traffic flow management restraints for going into the terminal region are made accessible to the flight crew. The flight crews in turn modify their terminal arrival plan fittingly. Upon drawing near the TRACON airspace, the flight crews pick the aircraft which they desire to track to the threshold and choose the appropriate assimilating and spacing boundaries then they would go after the lead aircraft to the runway. Ground (ATSP) controlled arrival is another extreme in that this is very near to the concept illustrated on the earlier TAP research. Upon coming in the terminal airspace free flight is terminated for the incoming traffic. Ground-based traffic managers are then responsible for two things. Their responsibility ranges from making a schedule and arrival trajectories to communicating them to the aircrafts. The aircraft could downlink a certain flight path demand that the Air Traffic Service Providers may or may not agree into. Accountability for division and route planning keeps on the ground all over the course of the arrival stage. The flight crew obtains more tactical Flight Management System and spacing authorizations than in today’s tactical settings (NASA Ames Research Center, 2002). Free flight to the threshold would necessitate added aircraft equipment. This may involve RTA and CDTI. Conflict detection and resolution algorithm could also be included. RTA stands for Required Time of Arrival while CDTI stands for Cockpit Display of Traffic Information. Ground controlled arrivals are a little different. They do not make use of the aircraft abilities in the most effective conduct. Aside from that they put the whole flow supervision problems on the controller. The future air traffic system would direct arrivals in such a way that it would be lying between the boundaries of the two extremes mentioned earlier. This opens the possibility of moving from ground-controlled into a free-flight (NASA Ames Research Center, 2002). Experiments and operational performances would illustrate which concept seems to be most suitable. The amount of free-flight against Air Traffic Control could be dependent on the traffic circumstances, facility performances, aircraft equipments, and airline inclinations. Those who are in charge sees the need for the air traffic system to be devised to have room for all potential forms operation between the extremes discussed in this paper. Thus, all enabling technologies ought to be enhanced, incorporated and assessed, including the following: a. Cockpit Display of Traffic Information with airborne conflict detection b. FMS with Required Time of Arrival capacities. c. On-board integration and spacing apparatus d. ADS-B and CPDLC data link communication e. Traffic Management advisory apparatus f. Ground-based conflict detection and resolution g. Ground based tools for trajectory generation with meet time constraints (NASA Ames Research Center, 2003) Most of the above mentioned equipments are already obtainable in remote examination models. Those in charge are presently in the course of assimilating them at NASA Ames Research Center to generate a model environment that permits examining these concerns. They are also expanding an arrival concept that supplies the elasticity to alter the quantity of self division to traffic flow management restraints and other necessities. They also originally mean to maintain the free-flight airspace apart from the ground-controlled airspace. The border can be denoted as a curve about the meter fix or the adjacent arrival gate or a plain elevation floor. This can be attuned for traffic intricacy. Very low traffic circumstances could be different. In such cases the free flight region could be as near to the airport as the gauge fix. The arrival setting starts with the aircraft which would arrive at the Center in what they call to be a â€Å"free maneuvering mode†. The flight crews are in charge for division, traffic management restraints at the metering fix are then on relayed from the planner. This is done by using the CTAS Traffic Management Advisor to the flight level, the flight crew on the other hand, is the one anticipated to prepare their flight route to land at the metering fix near the probable time. That is, if scheduling is necessary. The flight crew would then be informed as to where the free flight periphery presently stops. The flight crew would also be informed when to confirm things with the controller (NASA Ames Research center, 2002). The arrival planner continues appraising the circumstances by means of Descent Advisor apparatus and attempts to produce an arrival arrangement for the ground-controlled airspace that the arrival planner would convey to the sector controllers. Once the sector controller obtains the test in from the free maneuvering aircraft, he would then on call off free flight and release the arrival authorization to the aircraft. This would be founded on aircraft choice and arrival plan in that they are likely to fly the arrival authorization to the meter fix accurately. The Center TRACON Automation System apparatus help the TRACON controllers in shaping appropriate aircraft pairs for getting in-trail spacing authorizations. Division in charge hangs about with the organizer all the way through the TRACON (NASA Ames Research center, 2002). This setting permits us to examine most facets of the appropriate Distributive Air Ground Traffic Management concept fundamentals and constructs on the preceding arrival research especially since current deliberations with controllers and pilots was met with positive feedbacks. Among the probable advantages of Distributive Air Ground Traffic Management are: †¢ Amplified user effectiveness/flexibility. DAG-TM presents users paramount prospect to self-optimize their ventures within the vigorous restraints of the Air Traffic Management System. †¢ Amplified system capabilities. Allocation of division accountability to properly furnished aircraft and Air Traffic Service Providers-based DSTs could possibly lessen controller workload, thus permitting the Air Traffic Service Providers to control more traffic. †¢ Amplified system safety because of an important increase in situational understanding and allocation of workload. †¢ Allocation of the expenditures for National Air Space innovation between users and the Air Traffic Service Providers. †¢ Lessened user reliance upon Air Traffic Service Providers assistances and a ground-based infrastructure. This could also intensify global interoperability (Advanced Air Transportation Technologies, 1999). As could be seen the integration of future ground-based ATM decision support systems is very promising. These new technology would indeed be helpful in aiding to augment the overstrained air traffic control systems. This new technology let aircrafts operate safely about traffic and airspace perils (i. e. weather), while still going in accordance with the traffic flow restraints delivered by ground-based controllers (Advanced Air Transportation Technologies, 1999). To try this particular concept, they asked pilots and air traffic controllers to coordinate with each other along with the NASA researchers for a combined simulation. The simulation utilized air traffic control and deck laboratories. â€Å"This joint simulation tested our technology in an almost real-world environment,† stated project manager Mike Landis. â€Å"More than 20 pilots sat at computer workstations ‘flying’ simulated aircraft into a mock-up of the Dallas/Fort Worth airspace. Pilots also flew one of NASA’s high-fidelity, full- motion flight simulators in the joint experiment. The air traffic controllers were able to see all of these aircraft on displays, and the pilots used an autonomous flight management system to plan their own routes and safely and seamlessly fit into the traffic flow. Controllers were able to watch their progress on simulated air traffic control monitors† (Dino, 2004). The airborne segment of the mock-up employed promising technologies which offered real-time air traffic and risk information. It also examined all aircrafts and airspace peril in the surrounding area. Complicated cockpit technology warned the pilots to any sign of conflicts. It also alerts the pilots into how to stop more difficulties when maneuvering. Solutions were offered mechanically or with the use of manual flight route planning apparatus. This is a visual illustration of the DAG-TM concept. â€Å"On the ground, air traffic controllers used new computer software to work the mix of autonomous and conventional air traffic. NASA researchers developed experimental controller workstations for the joint simulation, integrating custom display enhancements with special planning, traffic flow management, and pilot-controller communication technologies† (Dino, 2004). Special software was used to aid in running the traffic flow. This special software was also used to aid the aircrafts which were not furnished with the self-sufficient flight management system, in this regard air traffic control automation observed every aircrafts. They are also responsible for cautioning the controller regarding possible conflicts. These conflicts could be found amid the autonomous and managed traffic. Researchers also examined the way the pilots and air traffic controllers coped with this new invention. â€Å"Researchers measured how hard the pilots and controllers were working,† said Parimal Kopardekar, human factors and operations sub-project manager. â€Å"It’s important that they find this job relatively easy to do, even as traffic levels go up. We believe the computer automation technology will make a big difference† (Dino, 2004). As could be seen the future ground-based ATM decision support systems is very promising. It is of great help for managing air traffic. This method could consent for the effective planning of flights with the use of the most effective paths and flexibility in flight processes. Little by little, as air carriers furnish aircrafts with new technologies, they could effortlessly incorporate them into the system and harvest instant advantages. â€Å"As air travel rebounds in the coming years, additional traffic will tax the air traffic control system beyond its current capability,† said Mark Ballin, aircraft systems and operations sub-project manager. â€Å"NASA is working to develop technologies to transform the way air traffic is managed† (Dino, 2004). A definition for DAG-TM was organized by a multi-disciplinary squad. This team was created by the AATT project office, the Distributed Air Ground Traffic Management is illustrated by allocated decision-making among the flight deck, Air Traffic service Providers and AOC. It is also a National Airspace System operation which augments user effectiveness, flexibility and system capabilities. The Distributed Air Ground Traffic Management advocates that the said definition be assessed as one probable expansion of the numerous Free Flight execution methods presently under deliberation. The concept of strategic arrival management illustrated in the Terminal Area Productivity research could be seen to have many potential. The Distributive Air Ground research shifts from a ground-controlled setting to a more disseminated setting with probably uneven division tasks. NASA Ames is presently organizing a research setting to examine Distributive Air Ground Traffic Management with all main technologies incorporated. Preliminary concepts and settings have been identified and conferred with pilot or controller center groups. Based from the simulations they conducted one could not help but admit the promises this new technology offers. If this new technology is put into use soon it could greatly help in saving time. It would also be beneficial in the sense that this new technology advocates safety as one of its primary goals. As air traffic lessen, safety increases and with that there is definitely no reason not to support this new development. References Advanced Air Transportation Technologies (AATT), Project Aviation System Capacity (ASC), & Program National Aeronautics and Space Administration. (1999). Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM) [Electronic Version]. Retrieved November 10, 2007, from http://www. asc. nasa. gov/aatt/dagconop. pdf Dino, J. (2004). Coast-to-Coast Simulation Tests New Air Traffic Management Concepts [Electronic Version]. Retrieved November 10, 2007, from http://www. nasa. gov/vision/earth/improvingflight/DAG-TM. html NASA Ames Research Center. (2002). DAG-TM Concept Element 5 En Route Free Maneuvering Operational Concept Description [Electronic Version]. Retrieved November 10, 2007, from http://www. asc. nasa. gov/aatt/rto/RTOFinal72_DAGCE50CD. pdf NASA Ames Research Center (2003). DAG-TM Concept Element 6 En Route Trajectory Negotiation Operational Concept Description [Electronic Version]. Retrieved November 10, 2007, from http://www. asc. nasa. gov/aatt/rto/RTOFinal72_DAGCE60CD. pdf The Boeing Company. (2001). Air Traffic Management [Electronic Version]. Retrieved November 10, 2007, from http://www. emotionreports. com/downloads/pdfs/traffic_management. pdf

Maslow Hierarchy of Needs - 936 Words

Maslow Hierarchy of Needs Essay The Maslow’s Hierarchy of needs was originally developed by the Psychologist Abraham Maslow; his theory basically describes the stages of the human needs which he explained through in his paper A Theory of Human Motivation. The first and most important need for a person is physiological: these are the physical requirements for human survival, without these requirements the human body could not function properly. These are the most important needs to fulfill and should be met first. Some examples of physiological needs are: water, food, sleep, sex, breathing, excretion and homeostasis. One product that would satisfy this need would be Dasani, bottled water which is a product of the largely Coca-Cola†¦show more content†¦A service that fulfills this need is the Ritz-Carlton Hotel Company. This hotel now a day is owned by Marriott international chain. It offers customers a service of hospitality and tourism, always located in the heart of famous cities. Also is one of the most known and prestigious hotels in the world who provide guests a service of lodging and a wonderful experience of an incredible night. Customers buy this service because they want to feel the experience of being part of this prestige hotel and it’s a very high quality five stars service, which it involves an expensive price but people pay this to feel this experience and feel good about themselves, it’s a luxury. In conclusion, I think that Maslow’s hierarchy of needs is an effective theory that describes the stages of human needs, which can be used as a reference for many people, societies and also for many companies for the purpose of organization and personal development. We cannot have automatic self-actualization without passing through the first needs, each are steps that shows different motivation needs, in its hierarchy Maslow’s describes them step by step, even though some of this needs may occur at the same time. References Maslow, A.H. (1943). A theory of human motivation. Psychological Review, 50(4), 370–96. Retrieved from http://psychclassics.yorku.ca/Maslow/motivation.htm Maslow, A.Show MoreRelatedMaslow Hierarchy of Needs766 Words   |  4 Pages1943, Abraham Maslow developed a theory in psychology known as the Hierarchy of Needs. Maslow’s Hierarchy of Needs is mostly often used as a pyramid, as shown on the title page. One of the many interesting things that Maslow noticed, is the layers of physiological needs, safety and security needs, the needs for loving and belonging, esteem needs, and self-actualization, in that order(working from the bottom layer of the pyramid up). The physiological needs include the basic needs that are vitalRead MoreMaslows Hierarchy of Needs1409 Words   |  6 Pagesset of needs that motivate our communication and our responses to messages. While not everyone’s priorities are identical, our needs resemble one another’s† (Steinberg, 2007:22). This assignment will discuss Maslow’s hierarchy of needs. It will look at real life examples of each component. It will also identify and explain each component. An appropriate diagram will be given to support my answers. At the end of this assignment one should have a full understanding of Maslow’s hierarchy of needs. 2. ExplanationRead MoreMaslow s Hierarchy Of Needs1741 Words   |  7 PagesMaslow’s hierarchy of needs and Herzberg’s. The Maslow’s hierarchy of needs include five levels, and at the certain extent, reflect the rule of human s activities on psychological and behavior. Herzberg’ describe the more details of worker agree or disagree about working. In this essay, more related knowledge details and effects will de described, then, analysis the two theories individual, choose a better one. II. Describe the two theories. 2.1Maslow’s hierarchy of needs The Maslow’s hierarchy of needsRead MoreMaslow‚Äà ´s Hierarchy of needs1220 Words   |  5 Pagesï » ¿Maslow’s Hierarchy of needs Abraham Maslow foster the Hierarchy of Needs model in 1940-50s USA, and the Hierarchy of Needs theory remains valid today for understanding human motivation, management training, and personal development. Indeed, Maslow s ideas surrounding the Hierarchy of Needs toward the responsibility of employers to provide a workplace environment that encourages and ability of employees to carry out their own unique potential (self-actualization) are today more related than everRead MoreMaslow s Hierarchy Of Needs1524 Words   |  7 PagesSummary of Maslow’s The Hierarchy of Needs Abraham Maslow developed the theories of motivation because he felt that the sophistication of human behavior could not be portrayed through reinforcement or rewards. He felt that human action were directed toward realization and fulfillments and that behavior could be gratified while using multiple types of needs at the same time. Maslow wanted to find positive motivation as to why people react or engage in certain behaviors. He felt that basic survivalRead MoreMaslow s Hierarchy Of Needs1536 Words   |  7 Pagesunderstanding of how to motivate different personality types. In the research I am going to compare Maslow’s hierarchy of needs against Lawrence and Nohira’s 4 drive theory in an attempt to better understand their possible uses inside an organizational structure. Let’s first take a look a look at the two theories before discussing their potential benefit. Maslow’s Hierarchy of Needs. We need to keep in mind that Maslow’s field was phycology, so his research was done from a medical viewpoint more soRead MoreMaslow s Hierarchy Of Needs896 Words   |  4 PagesMaslow’s Hierarchy of needs The purpose of this paper is to explain Maslow’s hierarchy of needs and to explain his describe who and what they are. I will also give a short description of who Maslow was and that things he accomplish while pursuing his educations. Abraham Harold Maslow was born April 1, 1908 in Brooklyn, New York. He was the first born of seven children to his uneducated Jewish family from Russia. With his parent pushing him hard to succeed academic he became very lonely and foundRead MoreMaslow s Hierarchy Of Needs1295 Words   |  6 PagesMaslow’s hierarchy of needs (p. 379 in EP)? Outline each level and discuss how it relates to motivation. Abraham Maslow was born in 1908 in Brooklyn, New York. He originally studied law because of the influence of my parents, but after marrying his first cousin, Bertha Goodman, and moving to Wisconsin, he became interested in psychology. After achieving his Masters in Psychology, Maslow moved back to Brooklyn and started teaching at a school there. â€Å"One of the many interesting things Maslow noticedRead MoreMaslow s Hierarchy Of Needs982 Words   |  4 PagesAbraham Maslow was one of the most influential and important educational psychologists and is recognized by many for his theory on mankind’s hierarchy of needs. Maslow’s theory which is known as â€Å"Maslow’s Hierarchy of Needs† is best explained as a pyramid of needs that we as humans must meet in order to progress to another stage of needs. There are five stages in the pyramid of needs and they go as follows: physiological, safety, love and belongingness, esteem, and finally self-actualization. MaslowRead MoreEssay on Maslow Hierarchy of Needs1486 Words   |  6 PagesThe Study of Maslow Hierarchy of Needs This essay study is about Maslows school of thought. Maslows hierarchy of needs is often depicted as a pyramid consisting of five levels. I liked the way he differed from traditional psychologists. For example, he studied happy, high performing people to learn more about what they had in common. Maslows main contributions to psychology were the founding of the Journal of Humanistic Psychology in 1961. There were many occurrences during his lifetime that