The Ancient Egyptian Civilization - 1692 Words

The ancient Egyptian civilization is one of the oldest civilizations in the world. Over a period of three thousand years many kingdoms and dynasties came into power and many died away into oblivion. One thing that kept Egyptian’s works and memories alive were the scriptures they wrote. Today, from these scriptures written on the wall (or on papyrus) have helped Egyptologists to uncover the secrets and the lives of the ancient Egyptians. A major understanding we have from these scriptures and other uncovered paintings is ancient Egyptian’s perception of religion and science. For them religion was not different from science. They used religion to explain the various worldly and cosmological phenomena. All their cosmogonies came from explanations based on religion and Gods. Gods were used to explain the origins of Earth, creation and maintenance of cosmos, concept of time and the various earthly and universal phenomena like origin of mankind, sunrise, sunset, migrations of birds, the stars, and constellations. In this essay I will be using various examples from ancient Egyptian scriptures, paintings, and texts to illustrate the Egyptians perception of the cosmos. There is no one coherent source from where we can learn Egyptians concept of the universe. The Egyptians explanations about the universe changed from city to city. The three major cities were Heliopolis, Memphis, and Hermopolis. During the fifth dynasty Heliopolis was pronounced as the capital of the EgyptianShow MoreRelatedAncient Egyptian Civilization : Ancient Civilization930 Words   |  4 PagesThe ancient Egyptian civilization is one of the oldest known civilizations in history. It is believed that the ancient Egyptian civilization, based in eastern North Africa, started around 3150 B.C., and survived until 31 B.C. In this ancient civilization, art was considered to be magical. Whether in the form of painting, sculpture, carving or script, art held the power to maintain universal orde r and grant immortal life by appealing to various gods to act on behalf of people, both in life and inRead MoreAncient Civilizations And The Egyptian Civilization1403 Words   |  6 Pageswith the belief that ancient civilizations who were in constant contact with conflict and war could develop a more advanced system of law, bureaucracy, and market prices. By that logic, Mesopotamia would have been far more advanced than Egypt. For example, Mesopotamia frequented attacks from barbarians because of the lay of the land. They also had trouble controlling war between centers of industry due to the inevitable struggle with the course of the river. On the Egyptian side, the high levelsRead MoreThe Ancient Egyptian Civilization And The Egyptian Pyramids1405 Words   |  6 Pages The Ancient Egyptian civilization was one that lasted nearly thirty centuries, from around 3100 B.C. to 332 B.C. This is an impressive feat for any society to be able to conquer. In these thousands of years, the Pharaohs and their people were able to build structures of massive scale that rival the buildings built in the 21st century. The Egyptian Pyramids were not only massive, but they had extremely precise measurements that make them unfathomably impressive to anyone who understands the exactnessRead MoreAncient Egypt And Ancient Egyptian Civilization847 Words   |  4 Pagesimportant to the people of Egypt that it influenced many aspects of their everyday lives. The version of the afterlife that the Egyptians believed in was very different from other religions and cultures. The immortality ideology is something that many cultures grappled with. The ancient Egyptian belief was the epitome of immortality ideology. Everything that the Egyptians did was influenced by the idea of an afterlife. This unique belief in the afterlife can be seen in Egypt’s many pieces of art andRead MoreAncient Egypt And Ancient Egyptian Civilization865 Words   |  4 PagesThe Ancient Egyptian Civilizat ion The Ancient Egyptians society is what I think is the best civilization that ever lived. Ancient Egypt was a civilization of ancient Northern Africa, concentrated along the lower reaches of the Nile River in what is now the modern country of Egypt. It is one of six civilizations globally to arise independently. From the great pyramids of the military conquests of the New Kingdom, Egypt’s majesty has long entranced archaeologists and historians and created a vibrantRead MoreAncient Egypt And Ancient Egyptian Civilization1495 Words   |  6 Pagesâ€Å"Egypt treated its women better than any of the other major civilizations of the ancient world† (Thompson). Over 6,000 years ago, the powerful civilization of Ancient Egypt began, lasting for almost 30 centuries. Ancient Egyptians treated their cats like royalty, used spells and animal flesh to heal almost anything (Napoli Balit). Most Importantly, the people of Ancient Egypt valued their polytheistic religion above everyth ing, they worked hard in order to get into the paradise of the afterlifeRead MoreThe Ancient Egyptian Civilization Essay878 Words   |  4 Pagesare many civilizations in history that contributed to the rise of modern day society. All of the things that we see today have been in some way shape or form improved upon to stand the test of time. From the structures of buildings, religion and pyramids, to the influence of art, it all played a part. The ancient civilization of the Egyptians was one of the most significant and well known cultures to ever have existed and technology wise, they were light years ahead. The ancient Egyptians relied heavilyRead MoreAncient Egypt And The Egyptian Civilization951 Words   |  4 Pages3400 BC, the rise of the civilization along the Nile river began what we know today as the reign of Egypt. As one of humanity s oldest civilizations, Ancient Egypt was responsible for the amalgamate out of the smaller cultures found along the Nile River and into the Nile Valley civilization, developing into the three stages of kingdoms over time. The Egyptians or the Nile Valley civilization got its name due to the proximity of the river Nile in Egypt. Rivers of the ancient world were vital to mankindRead MoreAncient Egypt And The Egyptian Civilization902 Words   |  4 PagesWhen we think of ancient civilizations the first one that normally stands out is Ancient Egypt. The Egyptians were one of the very few that arose to civilization independently, and accomplished many impressive things along the way. The Egyptian civilization stretched along the lower reaches of the N ile River in Northeastern Africa. Religion was at the core of everything that the Egyptians were and they stood firm for what they believed in. Their religion was based on polytheism, which was the beliefRead MoreThe Rituals Of The Ancient Egyptian Civilization1725 Words   |  7 Pagespertaining to the ancient Egyptian civilization are both fascinating and the backbone for modern funeral practices today. The funerary culture of the ancient Egyptians show some of the earliest work in regards to the care of the deceased. While very little is known directly from the Egyptians themselves, Ancient Greeks, historians and the myriad of finds thanks to past and present archeology have helped shed light on the culture of embalming and death care practices. The ancient Egyptians lived life

Accounting and Business Decisions (A Case of Billabong International L

Question: The basic requirement is to make a general analysis of the profitability, efficiency, liquidity, gearing (leverage), and investment performance of Billabong Limited using the information available in the companys 2013 annual report available available at the following address: Billaboing Annual Report 2013 Students are to use the Consolidated data in conducting their analysis. Note that the 2013 annual report contains comparative data for the year 2012. Answer: Executive summary Billabong International Limited (BBL) is an Australian based surfing merchandise organization listed in the Australias stock exchange. The company issues around 252547370 shares and for the purpose of effective business activities the company has divided the market into four main parts namely Australia, America, Europe and other countries. Initially the company gained a high NPV of $146.0 million in 2012 however the companys sells reduced making the companys ratios non profitable. The report shows that although the company is able to pay off the short term debts however the payment of long term debts is difficult for the company. The company also needs to improve its revenue by increasing the sales of the merchandise so that the profitability ratios can be improved. Introduction Billabong International limited produces surfing accessories and clothing products under different brands. The company was initially founded in the year 1973 however the company became listed in the Australian Securities exchange in 2000. The company offers more than 2200 products including swim shorts, pants, jeans, swim wear, sports eyewear for men and women (Billabong Annual Report 2013, 2015). Currently recording around $ 1.34 million revenue, the company operates in about 60 countries. The report here deals in analyzing the financial position of the company with respect to calculation of the profitability, liquidity, and gearing and efficiency ratios. The report shows the comparison of the ratios between 2012 and 2013 and tries to analyze the changes in the ratios. Analysis of the ratios Profitability ratios The profitability ratio generally helps to make comparisons between the income statement accounts and shows the companys ability to generate profits from its operations (Al-Qaisi, 2011). The following profitability ratios will help the investors of Billabong to judge the companys return based on investment made by the shareholders. Ratios 2013 2012 G.P ratio 0.492735 or 49% 0.470034 or 47% N.P ratio 62.49381% 18.95229 % Return on assets ratio 54.36654 % 12.16427 % Return on capital employed 2.068228 0.355936 Return on equity 1.299003 0.246109 Gross margin ratio: The GP ratio compares the gross profit against the net sales. The ratio shows the how profitably Billabong is able to sell its product and merchandise (Garrett James III, 2013). The GP margin is higher in 2013 indicating that the company has been able to sell more of its merchandize profitably. The difference of 2% in the GP ratio shows that the overall profit from the sell has remained same over the years. Net profit margin ratio: This ratio directly measures the percentage of sales that is made up of net income. The analysis shows that Billabong is incurring net expense or loss on the sales. Hence the revenue of 2013 has also decreased. However compared to 2012 the net loss has increased to 62%. This is because the other incomes in the year 2013 have decreased by 8%. Return on assets: This ratio measures the effective return of the company on the investment. The ratio is an indicator for the investors planning to make further investments in the company (Kheradyar, Ibrahim Nor, 2011). Since Billabong is experiencing net loss hence the lower return on assets in 2012 around 12% suggests that the company had incurred less amount of loss on the assets compared to 2013 where the return is 54%. The ratio shows that Billabong is not able to use its assets profitably. Return on capital employed: This ratio shows how much profit each dollar of employed capital generates (Garrett James III, 2013). However in Billabong the company experiences net operating loss at the end of both the years 2013 and 2012. Hence lower rate is favorable in suggesting that the loss is low and the capital is more profitably used. Return on equity: Return on equity measures the efficiency of the company to generate profits from the shareholders money. The net loss of Billabong for the consecutive years 2013 and 2012 has made the company experience negative ROE. Efficiency ratios According to Yap (2013) the efficiency ratio are also known as the activity ratios and measures the utilization power of the companies in terms of their assets in order to generate income. If the companies are efficient with the resources then they are able to generate high profitable ratios. Ratios 2013 2012 Inventory turnover ratio 0.460875 2.384379 Total asset turnover ratio 0.869951 0.641837 Working capital ratio 1.016119 1.470163 Accounts receivable turnover ratio 5.985841 4.662756 Accounts payable turnover ratio 4.800447 4.34794 Accounts receivable turnover ratio: This ratio indicates how effectively the company is able to collect its receivables in order to keep liquid cash for the business purpose (Najjar, 2013). The higher turnover ratio in 2013 indicates that the company is able to collect the cash from the customers soon and will be able to pay off the bills sooner. Inventory turnover ratio: The ratio shows the capability of the company to control the merchandise. The ratio determines the overspending in case of inventory and also over storage of the inventory in the company premises. The low inventory turnover ratio indicates that Billabong is not able to sell its inventory and the closing amount of inventory in the god won is higher than the clearance stock. This is bad indication in terms of the liquidity of the company. If the inventory turnover ratio is not high then the company will not be able to generate liquid cash. Total asset turnover ratio: This ratio shows how efficiently the company uses its assets in order to generate sales (Yap, 2013). The ratio for both the years are low hence it maybe concluded that Billabong is not able to use its assets effectively. The low ratio suggests that the company is not able to make any profit out of the resources. Accounts payable turnover ratio: This ratio determines the time span of how effectively the company is able to pay off the creditors and the vendors (Wiehle et al. 2012). The ratio is 4.8 in case of 2013 and 4.3 in case of 2012 which indicates that the company is able to pay off the creditors smoothly from the cash collected from the debtors. Working capital ratio: The working capital ratio is also known as a measurement of the liquidity of the company. The ratio measures the current assets in terms of the total current liabilities. This enables the investors to understand the liquid position of the company. The benchmark for a favorable working capital ratio is 1. Companies having a ratio of 1 are considered to be neither in a risky situation nor in a favorable situation. Billabong shows a ratio of 1.47 in 2012 which is higher than that of 2013 which is around 1.01. Hence the analysis suggests that the company is in a risky situation although the ratio is not unfavorable but the liquidity position of the company is risky (Wiehle et al. 2012). Liquidity ratios Ratios 2013 2012 Current ratio 1.016119 1.470163 Quick ratio 0.580514 0.99064 Current ratio: The current ratio is same as the working capital ratio and suggests that the companys liquidity position is at risk. The company would not be able to pay off the short term liabilities if the cash is reduced or spent in some other activities. The favorable current ratio is 2:1 and hence the ratio is lower than the favorable ratio hence the liquidity position of the company is risky. Quick ratio: The quick ratio or the acid test ratio measures the liquidity of the company by showing the ability of the company to pay off its current liabilities with the help of the quick assets which includes cash and cash equivalents. The favorable quick ratio is 1:1 and the company shows a ratio lower than the favorable ratio hence it suggests that the company is not in a favorable cash position (Kheradyar, Ibrahim Nor, 2011). Gearing ratios The capital gearing ratio focuses on the capital structure of the company. The ratio of Billabong shows the proportion of debt and the proportion of equity within the capital structure of the company (Najjar, 2013). The company has a gearing ratio lower than 25% hence Billabong is a low gearing company. Hence it can be suggested that the capital structure of the company is safe and cautious. The capital structure of Billabong comprises mainly of the long term borrowings. Since Billabong is not a mature company hence a low gearing ratio is favorable for the company. Ratios 2013 2012 Capital gearing ratio 18.98582 14.96193 Investment ratios The investment ratios measures the value that the shareholders are expected to receive from the total investment. The PE ratio measures the future performance of the company. Billabong shows a high PE ratio in 2013 which I an indicator of positive future performance. However Wiehle et al. (2012) suggested that excessive higher PE ratio may create false hope for the investors and they would anticipate higher performance and growth in future. Hence a medium PE ratio is favorable. Dividends yield ratio shows the dividend per share rate to the current share price. The current share price of Billabong for the purpose of calculation I assumed to be 30th June 2012 and 30the June 2013. Ratios 2013 2012 Price earnings ratio 422.56 233.8844 Dividend yield ratio 0.606543 0.235507 Earnings per share -154 -805 Overall assessment The analysis of the profitability and liquidity ratios shows that the company is not in a favorable financial position. The company needs to increase the merchandize sales in order to increase the profitability level. However the company has a favorable gearing ratio and a favorable accounts payable a accounts receivable ratio which shows that the working capital cycle of Billabong is favorable. Conclusion The report shows the analysis of the different ratios and helps the investors to understand the profitability of the investment made in Billabong. The report further focuses on the comparison showing that the company was more profitable in 2012 in comparison to 2013. Although the company shows a high PE ratio however the PE ratio may be misleading. References Journals Al-Qaisi, K. (2011). Predicting the Profit per Share Using Financial Ratios. AJFA, 3(1). doi:10.5296/ajfa.v3i1.1027 Garrett, S., James III, R. (2013). Financial Ratios and Perceived Household Financial Satisfaction. Journal Of Financial Therapy, 4(1). doi:10.4148/jft.v4i1.1839 Kheradyar, S., Ibrahim, I., Nor, F. (2011). Stock Return Predictability with Financial Ratios. International Journal Of Trade, Economics And Finance, 391-396. doi:10.7763/ijtef.2011.v2.137 Najjar, N. (2013). Can Financial Ratios Reliably Measure the Performance of Banks in Bahrain?. International Journal Of Economics And Finance, 5(3). doi:10.5539/ijef.v5n3p152 Wiehle, U., Diegelmann, M., Deter, H., Schomig, P., Rolf, M. (2012). 100 financial ratios. Wiesbaden: Cometis. Yap, B. (2013). The Application of Principal Component Analysis in the Selection of Industry Specific Financial Ratios. BJEMT, 3(3), 242-252. doi:10.9734/bjemt/2013/4125 Websites Billabong Annual Report 2013 (2015). Retrieved 29 January 2015, from https://Billabong Annual Report 2013 Appendices Appendix 1 Profitability Ratios Ratios Formula 2013 2012 G.P ratio Gross profit/ Net sales 0.492735 0.470034 N.P ratio Net expense/ net sales 62.49381 18.95229 Return on assets ratio Net expense/Average total assets 54.36654 12.16427 Return on capital employed Net operating loss / (Total assets - current liabilities) 2.068228 0.355936 Return on equity Net income/Shareholder's equity 1.299003 0.246109 Workings 2013 2012 Average total assets 1546306 2249917 Total assets - current liabilities 400247 1468426 Shareholders equity 647168 1112052 Appendix 2 Efficiency ratios Ratios Formula 2013 2012 Inventory turnover ratio Cost of goods sold / Average inventory 0.460875 2.384379 Total asset turnover ratio Net sales / Average total assets 0.869951 0.641837 Working capital ratio Current assets / current liabilities 1.016119 1.470163 Accounts receivable turnover ratio Revenue / average accounts receivable 5.985841 4.662756 Accounts payable turnover ratio Revenue / average accounts payable 4.800447 4.34794 Workings 2013 2012 Average inventory 1480614 320969.5 Average accounts receivable 224732 309705 Average accounts payable 280226 332129.5 Appendix 3 Liquidity ratios Ratios Formula 2013 2012 Current ratio Current assets / current liabilities 1.016119 1.470163 Quick ratio (Total current assets - Inventory - prepaid expense)/ current liabilities 0.580514 0.99064 Workings 2013 2012 Quick ratio 355562 605720 Appendix 4 Gearing ratios Ratios Formula 2013 2012 Capital gearing ratio (Long term liabilities / capital employed)*100 18.98582 14.96193 Workings 2013 2012 Capital employed (Share capital + retained earnings + long term liabilities) 1656794 1531139 Appendix 5 Investment ratios Ratios formula 2013 2012 Price earnings ratio Market value per share / earning per share 422.56 233.8844 Dividend yield ratio Cash dividends per share / market value per share 0.606543 0.235507 Earnings per share net income/ average outstanding common shares -154 -805 Workings 2013 2012 Dividend per share 0.084916 0.209602

London Airports Operations

Introduction London is one of the most significant cities in the world. Very few cities can boast of a rich heritage such as London. The city is centuries old and has been the seat of the monarchy.Advertising We will write a custom essay sample on London Airports Operations specifically for you for only $16.05 $11/page Learn More London is a very important city, not just in Europe, but also in the world. It provides vital access to Europe from other continents. In addition to the role London plays as a transport and communication hub, it is also the financial hub of the European continent. It is a centre of commerce and an international meeting point for various cultures, traders, scholars and scientist. These responsibilities continue to inform the transport and communication design of the city. London is home to some of the most sophisticated air, water, road and rail infrastructure that help the city to keep moving. Currently, London has six airports. These are, Heathrow, Gatwick, Stansted, Luton City and Southend. Each of these airports plays an important role in ensuring that London maintains its international leadership status. The goal of this paper is to examine London’s airport strategy. The examination will consider the organization of each of the six airports to uncover the general strategy in use to manage air transport in the city. It will include the study of the impact the airports have on the economy of London, as well as the economic opportunities they bring to London. It will be paramount to find out the traffic size and patterns for the airports in order to appreciate the difficulties inherent in developing an airport strategy for the city.Advertising Looking for essay on air transport? Let's see if we can help you! Get your first paper with 15% OFF Learn More Finally, the paper will consider the strategic initiatives that the city can use to enhance its airport strategy, against a backdrop o f the initiatives currently underway. Background to London The rise of London as the most important city in Europe in the industrial age came with a heavy burden to streamline transport. In response, London developed a rail and bus system. At the turn of the century, the airline industry began operations, initially as part of the war efforts in the First World War and then the Second World War. After the Second World War, London quickly became of the busiest air transport hubs, and currently houses the world’s busiest international airport. The UK Civil Aviation Authority (CAA) regulates the entire industry. Different companies own and run the airports in different areas of the UK. London is of itself a very vibrant market. Arguably, it is one of the largest markets anywhere on earth in terms of buying power. It is a relatively affluent city by comparison. Therefore, international business people from different countries seek a presence in London as a gateway to the commonwea lth nations, and for the opportunity to buy into the lucrative London market. Having presence in London usually gives companies a competitive advantage because of the seriousness that the city’s name holds in business arenas. The city houses many of the headquarters of international companies, while the London Stock Exchange is one of the most influential stock markets in the world. The city’s unmatched connections to different cities across the world make it an important connection point for both goods and services. Both travellers and airlines find it easy to connect via London because of the opportunity that the city gives to them.Advertising We will write a custom essay sample on London Airports Operations specifically for you for only $16.05 $11/page Learn More London is also home to some of the most reputed institutions of higher learning, or is the transit route to access internationally reputed learning institutions scattered acros s the UK. This makes students and professors to be among the important users of the London airports. Other users include tourists on vacation seeking to enjoy the historical views that London has to offer. In fact, they comprise the largest traffic at Heathrow. In addition, a number of people who visit London to access advanced healthcare services. These, among other factors, contribute to the importance of London as an international air traffic hub. Analysis of Physical design of London Airports The six London airports have distinct features and characteristics. This section analyses the airfields, terminals, use and access of the six London airports. Heathrow The London Heathrow Airport is the world’s busiest international airport by passenger traffic. The airport is in the Borough of Hillingdon, and is twenty-two miles from central London. Heathrow’s history as a large airport goes back to the Second World War. There was need to build a large airport to support the war effort. However, the war ended before the completion of the airport. This did not halt the project, but led to its repurposing a civilian air terminal. It has since grown to become the world busiest airport by passenger traffic. The airport has five terminals. Four are operational, while the fifth will be operational in part after completion of its first phase in 2014. The airport is currently operating beyond its capacity. While it should handle 55 million passengers per year, it handled 70 million passengers in 2011.Advertising Looking for essay on air transport? Let's see if we can help you! Get your first paper with 15% OFF Learn More There extra passengers cause overcrowding at the airport making it one of the least favoured airports by travellers in Europe. The airport serves eighty-six airlines, which operate fights between one hundred and eighty six destinations in ninety countries. The British flag carrier, British Airways operates from Heathrow while Virgin Atlantic uses Heathrow as one of its major hubs. The airport supports a mix of local and international flights with the latter forming the greater source of traffic. Heathrow has two runways, each of them dedicated to either landing or taking off. There are plans to increase the number to three in order to increase the capacity to the airport. Initially, the airport had six runways but the other four became unusable as the needs of the airport changed. To access Heathrow, passengers use the M25, high-speed trains using the subway or passenger buses from central London. There is access to parking for London residents, and there are cars for hire for those that want to drive themselves to their destinations. Taxis also provide transport services in and around the airport. The airport is famous for its innovative methods aimed at increasing the efficiency of operations. As planes approach the airport, the join four holding stacks and spiral on their way down to the airport. A plane leaves the bottom of the stack to the runway from each stack in succession while new planes join the top of the stack. This arrangement is unique to Heathrow, and is part of the reason why the airport has been able to keep up with demand despite serious capacity constraints. Gatwick The London Gatwick Airport is the second busiest airport in London after Heathrow when measured by passenger traffic. The history of the airport dates back to the late twenties when an aerodrome begun operations adjacent to the current airport site. It was also part of the war effort. It provided a base for the Royal Air force. Gatwick has the largest number of point-to-point fl ights in Europe. It serves an average of fifty-two aircraft every hour. The airport has two terminals, the Northern terminal and the Southern terminal. The airport is operating at seventy-eight percent capacity, which will run out by 2030. The airport will handle forty million passengers by the year 2020. There is a proposal to construct a new runway and terminal, which will double the effective capacity of the airport. However, there are complaints by conservationist who oppose the expansion of the airport because it will increase noise and air pollution in the area. Another plan that is in the works is the linking of the Heathrow and Gatwick airports by high-speed rail to turn the two airports into a single hub which will only require one check at Customs and Immigration. If this plan materialises, then it will make this hub the largest of its kind in the world. It will make it possible to transfer flights between the two airports seamlessly. This idea aims at increasing the effic iency of both airports. It will allow one airport to relieve the other in case of any emergency. Just like Heathrow, Gatwick provides services to many airlines including British Airways, Virgin Atlantic and Ryan air. Initially, most American bound planes used Gatwick airport, but this changed because of the Bermuda II treaty that led to the use of Heathrow as the airport of choice for American air companies. Gatwick holds the key to the continued leadership position of London as an international business destination. London’s capacity to increase its potential lies in the expansion of the Gatwick airport to take up future traffic. Stansted Just like Heathrow and Gatwick, Stansted’s life as an airport received momentum during the Second World War, but did not begin civil aviation until the early sixties. The UK government decided to develop the Stansted airport as the third airfield in London to ease capacity constraints on Heathrow and Gatwick in the future. The airpor t supports local and regional flights and is the main hub of Ryan air, among other airlines. The airport mainly serves low cost carriers because of its lower operational charges compared to Heathrow and Gatwick. There carriers include charter services. Stansted is the third busiest airline in London and the fourth busiest in the UK. The M11 serves the airport as the main road access to the airport. In addition, there is access to other nearby towns via the A120. In addition, there are coaches and buses that provide transport to the airport. High-speed rail also provides passengers with another option of accessing the airport. The airport operates with a single runway. Plans to construct a second runway failed to materialise because of local opposition, changes in the political landscape, and pressure on BAA, the then owners, to sell the airport. BAA owned three out of the six airports in London, which presented a challenge to regulators charged with control of competition in the ind ustry. In addition to the single runway, the airport operates using one terminal, which has three wings. A fourth wing is under construction and it will help to expand the existing capacity. Luton The London Luton Airport, located in the Borough of Luton, is the fourth busiest airport in London. The airport is relatively small with a total land area of 245 hectares. In 2010, ten million passengers used the airport, marking its highest number of passengers in its history. The number fell to nine and a half million in 2011. Luton will need to serve up to sixteen million passengers by the year 2030. There is a master plan underway to increase the airport’s capacity to handle the rising passenger numbers. The airport is the base for easyJet, and other low cost airlines. While the airport mainly serves local routes, it handles chartered flights to nearby continents. Access to the airport is via junction 10a which branches off from the M1 motorway. Like the other London airports, a ccess to Luton can be by road, or rail, using cars buses and coaches. The owner of the airport up to the mid nineties was a consortium of companies called the London Luton Airport Operations Limited. This consortium was a public private partnership that brought together Airport Group International (AGI) and Barclays Private Equity. However, the parties sold their interest in the airport to the TBI plc. There is a lot of activity going on in the approval process of the expansion plans that include extending the runways and the taxiways to increase the capacity of the airport. Currently, it cannot carry craft with heavy payloads because of these constraints. The main opponents to the project cite environmental concerns including noise pollution, landscape and visual impact, and destruction of the local ecology and heritage. London City Airport The London city airport serves the financial district of London because of its proximity to the centre of the city. In 2011, three million pass engers passed through the airport. Operations at the airport began in 1987 after its original conception in 1981. The current owner of the airport is a consortium made up of Global infrastructure Partners (GIP) and AIG Financial Products. There are some significant restrictions on the London City Airport. The first restriction came about because of the location of the airport in one of the busiest air spaces in London. A new authority came up to control airspace use. The second restriction is that the airports runway is short and thirdly, in order to abate noise pollution, the airport allows only aircraft that can manoeuvre a steep glide slope. These restrictions mean that there are only certain types of aircraft can use the London City Airport. The airport has only one terminal. Its location makes it very competitive for business travellers. However, the number of tourist travellers is on the rise. Southend The London Southend Airport also has its roots in the world wars. It starte d operations in First World War. After a brief return to its use as a grazing field, it gained prominence in the Second World War. The current owner of the airport is the Stobart Group, which also operates the Carlisle Airport. Southend airport, located in the east of London at Essex, was the third busiest airport in the UK until Stansted took up that position in the seventies. Just like many of London’s airports, the Southend airport operates one runway. The airport hopes to raise its passenger traffic to two million by the year 2030.Like the other London airports, access to Southend is by road, train, bus, and coaches. In addition, there are taxis and cars for hire at the airport to facilitate personal travel. One of the major prospects for the airport is the upcoming London Olympic Games. Due to its location, the airport will have a major advantage as the airport serving the games. The airport anticipates a lot of business from visitors coming into London to participate in the 2012 Olympic Games. The airport currently operates from a single terminal. There are major works underway to make it possible for the airport to support intra European flights once again. Two airlines operate flights from the Southend Airport. Aer Lungus and easyJet operate flights to destinations within the UK, but easyJet has plans to expand its flight routes beyond the UK via the airport. Airlines using London’s airports The list of airlines using London’s airports is long. The British flag carrier, British Airways, flies to three London airports. The airports are Heathrow, Gatwick and London City Airports. The British Midland Airways, a fully owned subsidiary of Lufthansa operates almost two thousand flights from London’s airports every week making it one of the largest users of London’s airports. The airlines serve routes in Europe, Asia and Africa. Virgin Atlantic is the other significant airline operating from London airports. It has destinati ons in America, Europe, Asia, and Africa and Australia. A number of national airlines from other countries operate flights to London with five or less flights per week from various capitals of the world. This makes London one of the most connected of all international cities in the world. Apart from international long haul flights, London’s airports also support a large number of local and regional flights from its airports. The most prominent among these are Ryan Air and easyJet, which operate point-to-point no frills services to many destinations in Europe and in the UK. Ryan air is the largest low cost carrier in Europe followed by easyJet. easyJet’s headquarter is in London Luton Airport while its main operating hub is the London Gatwick Airport. It is the largest airline by passenger traffic as s result of its point-to-point flights. Ryanair on the other hand largely operates its flights from London Stansted Airport, though its head office is at the Dublin Airport . London is one of the busiest aviation routes with over a hundred airlines operating flights to the city. It is impossible to list each of the airlines within the scope of this paper. London has one of the best networks of international flight destinations in the world. This position will remain in that state for some time to come. London’s Existing Capacity limitations London has three significant capacity limitations that will limit its growth as an international air transport hub. First, most of London’s airports use single runways. While this is not an immediate problem, it is a very risky position for the city given the capacity constraints witnessed at Heathrow. Heathrow has two runways, but it is operating at almost full capacity with very little margin for emergencies. Most of the other London airports will approach full capacity usage within the next two decades. The runway problem will be more difficult to mitigate because of the increasing pressure from soc ial and environmental activists who are against the expansion of airports in their neighbourhoods. The second significant capacity constraint that London airports face comes from the single terminal structure of most of its airports. While this is not necessarily a problem if the airport functions efficiently, it limits the overall capacity of the airport. Heathrow has increased its passenger carrying capacity by the construction of new larger terminals demonstrating the potential impact of increasing terminal capacity. The single terminal structure used on more than half of London’s airports will become a significant constraint on the city once it exceeds its capacity to handle all the passengers in the city. Thirdly, most of the airports do not own sufficient land to make it possible for them to expand their runways, taxiways and terminals. The worst affected airport is the London City Airport, which cannot extend its runway to allow aircraft with larger payloads to access it. In addition to this limitation, the cost of real estate surrounding most of these airports is prohibitive to enable the airport authorities to acquire and develop them conveniently. If the city does not take radical action, it will find itself in a situation where it does not have any reserve capacity, which will in turn stall the city’s growth. Consequences of Physical Design Air Service Provided in London’s Airports Due to their strategic nature, London’s airports provide a number of air services for both airlines and passengers. These services include aircraft maintenance, hotel, airport transfer services and parking service. The range of services is much broader. The airports provide hangers for aircraft maintenance for the airlines with local bases. Airlines such as British Airways and easyJet use their bases in London airports to maintain their aircraft. In addition, international aircraft that require emergency maintenance services get them from the L ondon airports while on transit there. This is a significant economic resource for London because it provides jobs for maintenance crews and thereby stimulates the local economy. The hospitality industry is also a critical provider of services at the London airports. The high numbers of passengers using London’s airports make them a perfect place to put up hotels. These hotels provide connecting passengers and crew with an opportunity to rest between flights. This is very critical in London because of its place as an international hub. The presence of hotels also adds value to the local economy because it makes the provision of services a source of foreign exchange. The two largest airports, Heathrow and Gatwick have a number of hotels near their locations while there are plans to build an airport hotel at Stansted. The third service area that is significant is the array of transport services linking the airports to the city of London. All the airports have road, and rail con nections. Under road transport, several options exist for users. It is possible to use buses and coaches, or taxis to access locations within London. In addition, there are car hire services for people who want to drive themselves into town. There are concepts in the books relating to the linking of the airports directly to facilitate better connection for passenger with connecting flights. Airports also provide parking services for people flying out of London. The provision of parking is an important part of the service industry provided by airports that determines which airports people prefer to use. As a result, the airports make it possible for passengers to book their parking spaces in advance to reassure them that they will have space to park their cars when they arrive. How Airports Affect London’s Economy The impact of the airports to London’s economy is very significant. The airports provide both direct and indirect jobs to the city residents and to some inter national workers. In addition, the airports bring in many business people from all countries of the world seeking trading opportunities in London. It also makes it possible for students, tourists and people seeking specialised services to travel to London. Heathrow airport employs seventy six thousand people directly in the various services it provides there. These people come from all cadres from aeronautical engineers to baggage handlers. The sheer numbers of people that pass through the airports make it necessary to have a very large number of people working in different departments. Passengers must go through security checks, medical exams, and other types of screening to ensure that the airport is safe for everyone. This means that there are police officers, medical service providers and anti-terror operatives active at all times. The passengers also need food when they land or when they are stopping over for flights. This calls for hotel and fast food services. Some travellers like to get gifts from different countries hence the need to have souvenir shops at the airports. The major impact the airports have on the UK economy is that it provides direct jobs for many Londoners, and gives London a special place in the world as a trading centre. Indeed, London is the financial capital of Europe because of the ease of access to it from different cities across Europe and the world. Tourists also come to London bringing in foreign exchange. On the outward bound, Londoners can access jobs and opportunities in any city in the world that has a connection with London through one of its airports. They can export goods and services through these vital links. The airports are arguably the lifeblood of the city of London. Consequences of Capacity Limitations There are stark warnings that if London does not address its capacity limitations in the coming days then it may end up making huge losses in lost opportunities. Heathrow already has a bad reputation as a crowded a irport, and one that may not handle an emergency effectively. Most of the other airports have some reserve capacity, which will run out by 2030. The lack of space to expand airport runways in some airports and the already tight schedules that Heathrow operates threatens London’s expansion as an international destination. In particular, London is very vulnerable in the South East where there is no international airport. A report by FTI Consulting showed that there will be â€Å"lost long benefits from around twenty million pounds to forty seven million pounds in net present value terms over periods of thirty to fifty years†. The report adds that this is equivalent to loss of the opportunity to create fifteen thousand jobs every year . If London does not spruce up its capacity, then there is a real chance that the city will lose the related opportunities to other cities in Europe that have greater capacity for expansion. London’s strategy London’s airport s trategy has several aspects informing its development. The first key feature of this strategy is that it evolved over time. Most of the airports did not arise from a citywide design but came up because of the needs at their time. The Second World War was especially influential in the location of the current airports. Most of them came up to support the war effort as bases for the Royal Air Force, and the American forces. The administration of civil use airports also underwent several changes further demonstrating the fact that the London Airport strategy evolved over time as a reactive and not a proactive process. This strategy development process explains the fact that there are issues currently with London’s vulnerability in the South East relating to its access to air transport. The second significant element of London’s strategy is that it responded to demand, and still does. While this make a lot of business sense, it adversely affects the long range planning pote ntial of the city hence exposes the city to serious bottlenecks. The growth of Heathrow, and its expansion plans all respond to demand. The case of Heathrow is testament to the fact that demand patterns alone are a dangerous way of planning because of the potential for demand patterns to change. Currently, Heathrow is approaching full capacity and there is little space left to expand the airport. The opening of terminal two will help to ease current congestion but it does not address the strategic issues relating to the airline industry. Other airports such as Gatwick are under increasing pressure to take up the Load from Heathrow with plans to connect the two airports to increase efficiencies. This overreliance on Heathrow is very dangerous for London because of the adverse effects the economy would experience if Heathrow went offline. The third aspect of London airport strategy is that the city is currently under immense pressure to increase its demand if it hopes to remain compet itive. The only two airports with the capacity to handle international flights using long haul, heavy payload aircrafts on a constant basis are Heathrow and Gatwick. If either of them went offline, then the city will simply be unable to cope with the consequences and it will lose its attractiveness as an international business and travel hub. This is the source of the pressure behind efforts to develop a second runway for Gatwick and a third one for Heathrow. The final element of London’s airport strategy is that it is under increasing pressure from conservationists not to expand. There is very little that the London City Airport can do to expand its size because of its limited space. Gatwick and Heathrow can annex some of the nearby land, but this is not acceptable to many conservation groups within London because they feel it will only increase pollution, and destroys heritage sites. Heathrow called off plans to builds new access routes based on concerns by conservationists and lack of political support. Finally, each airport seems to respond to its challenges using its own priorities. While this is fine for business, it can be dangerous for London because it means that strategic decisions with a large upfront cost but greater longer-term benefits will not feature in the current plans. This element of London’s airport strategy may cost the city future revenues because of the capacity limitations. It is true that some locations have better chances of hosting successful businesses, but neglecting others bring about problems as described by FTI consulting, where the South East of London lacks access to an airport. This example demonstrates the need to develop a proactive strategy that looks at the longer term than simply those that make the most business sense in the short term. The final feature of London’s airport strategy is the move towards greater efficiency with existing resources as compared to expansion of the resource base. This is one of the most promising trends in the London airport strategy. This strategy is what makes Heathrow operational today despite its traffic load. Without the efficiencies that the airport uses to handle landings and takeoffs, it would not be possible to operate Heathrow at its current levels. The only issue is the risk that these methods bring. If an accident took place at Heathrow, the economic cost will be very high. This explains why there is need to develop more capacity at Heathrow. Alternative strategy The following proposals can help London to improve its airport strategy. Coordinated development: London’s airports have different owners who have different priorities hence they pursue different development models. While this is the main philosophy behind liberalization of markets, it often fails to deliver all round development. Business people go for the best opportunities to make a profit as soon as possible hence they may fail to consider the overall needs of the co mmunities that host them. There is a critical need to control the development of London’s airports to enable the city to respond better to both unforeseen disasters and opportunities. For instance, there is need to develop risk analysis models to determine whether London can survive the catastrophic loss of either Gatwick or Heathrow. Expansion of Gatwick and Stansted: The second proposal for London to consider is expanding the physical size of both Gatwick and Stansted to ensure that they can handle Heathrows traffic if need arises. It will be better if the city uses a longer planning horizon such as fifty years as opposed to the current fixation with 2030. All the airport expansion plans seem to look at 2030 as the crunch year for London’s airports. A longer planning horizon can look at issues like reserving space for development such that when the time comes for further airport expansion, then the process will be quicker. It will eliminate constrains such as those o utlined regarding the London Luton Airport, which is currently too small, and it cannot acquire the land it needs because of local resistance. Work on an efficiency focussed paradigm: There is a real opportunity for the airports in London such as the London City Airport to expand its operational capacity by increasing its operational efficiency. The example of Heathrow on this front provides lessons on how to manage increasing demand versus dwindling capacity. The idea behind this proposal is that if there is an airport that cannot expand its capacity simply by increasing the size of its runways and taxiways, and also its terminals, then it can improve the efficiency of handling the passengers to ensure that they take as little time as possible at the airport. It means that the airports should invest in efficiency by studying better handling methods, such as online check in and remote security checks, and faster baggage handling to reduce check in and checkout time. Development of a gateway to the South East of London: On the issue of South East London, it may not be viable to construct a new airport, but it may be sensible to connect the nearest airports to the southeast using high-speed dedicated rail service. In fact, the idea of remote check in and remote frisking can work here. Using remote sites to conduct security checks means that the airports will become rapid transit zones. It will be even safer because no one, such as terrorists seeking access to the airport will be near enough to inflict any damage on it. This approach will also ensure that there is an area in London free from air traffic. This in itself will make the place attractive to locate facilities evading noise from aircraft. Conclusions London is a strategic city with a lot of economic potential because of its network of airports. The city has six airports each with some kind of capacity to handle international flights. The connections of the airports to many cities around the world make London a convenient connection point and stop over for many flights and passengers. The current capacity constraints threaten future prospects for the city as an international hub. The airports cannot expands as easily as they would like hence London stands to lose some of the aviation business to better placed European countries. This will lead to massive losses in future opportunities in both revenues and jobs. The most significant forces derailing the expansion of London’s airports include rise in property prices and conservation activism. Airports that must acquire land to expand have to spend much more that it cost to acquire the original sites because of the rise in value of lands adjacent to airports because of their commercial value. In addition, there is pressure from social activists and environmental activists who are against the expansion of airports citing air and noise pollution, and the destruction of natural habitats and heritage sites. Efficiency is one of th e major opportunities for the growth of the aviation industry in London. Airports can significantly increase their operating capacity by improving the efficiency of operations. The model available for the development of this concept is Heathrow Airport. A possible idea to use to increase airport efficiency is the development of remote immigration and customs, and security checks to help expand the airports capacity. It will transform the airports to rapid transit zones. It also calls for a similar baggage handling system. The future of London rests in the actions that the current industry players will take. If they choose a strategic route that takes into account the future needs of the city, then all will be well. However, if they follow the current demand driven models and short range planning, then London will lose its competitive advantage as an international hub. Reference List Bazargan, M., 2010. Airline Operations and Scheduling. 2nd ed. Hampshire: Ashgate publishing. Bieger , T. Agosti, S., 2005. Business Models in the Airline Sector: Evolution and Perspectives. In Strategic Management in the Aviation Industry. Hampshire: Ashgate Publishing, Ltd. pp.41-48. Button, K., 2010. Transport Economics. Cheltenham, UK: Edward Elgar Publishing. Cento, A., 2008. The Airline IndustryL Challenges in the 21st Century. Heidelberg: Springer. FTI Consulting, 2011. The Importance of Aviation Infrastructure to Sustainable Economic Growth. Consultancy Report. London: FTI Consulting Gatwick Airport. Goedeking, P., 2010. Networks in Aviation: Strategies and Structures. Heidelberg: Springer. Heathrow, 2011. Heathrow Facts and Figures. Web. London Gatwick Airport, 2011. Press Release December 2011 traffic performance summary. Web. O’Fallon, M.J. Rutherford, D.G., 2010. Hotel Management and Operations. 5th ed. Hoboken, NJ: John Wiley and Sons. This essay on London Airports Operations was written and submitted by user Maya Pierce to help you with your own studies. You are free to use it for research and reference purposes in order to write your own paper; however, you must cite it accordingly. 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Free Essays on Urbainization

Segregation In Urban Areas Since urbanization began in European cities, there has always been segregation, either by class, socio-economic status, political affiliation, etc. In modern American cities stratification is most heavily linked to class or race. There are many reasons that segregation in cities take place, and we will explore the more prevalent ideas of social stratification. When urban centers in America were beginning to take shape, people moved in droves to these industrial metropolises to find work and success. We studied earlier the effects of this mass immigration to cities and saw the horrid living conditions that people endured to find work. The overcrowding of cities made ghettos obvious and wealth was not directly associated with the masses of people moving in. Through the years, urban areas grew with new suburban towns encircling the city. Wealthier people inhabited these suburban areas with the ability to move in and out of cities at their own will. Cities became a melting pot of cultures in a small area. People of the same ethnic background often moved into neighborhoods in which their own culture was dominant as to fit in and feel more at home. These areas are obvious in places such as Libman 2 Chinatown, or â€Å"Little Italy†. Southie, in Boston is dominated by the working class Irish people that came to the American cities as many others did: looking for work, and the American Dream. These social groupings are one way that cities become segregated. This segregation is not the discriminatory term that we usually attribute to the phrase, but the separation of social groups. â€Å"The city in the 1920’s was often a battleground as various groups within the population struggled for social and cultural authority.† New laws in urban centers gave way to a new cultural group as well: criminals. Organized crime in the 1920’s was widespread; â€Å"In New York, Chicago, Detroit, and other ci... Free Essays on Urbainization Free Essays on Urbainization Segregation In Urban Areas Since urbanization began in European cities, there has always been segregation, either by class, socio-economic status, political affiliation, etc. In modern American cities stratification is most heavily linked to class or race. There are many reasons that segregation in cities take place, and we will explore the more prevalent ideas of social stratification. When urban centers in America were beginning to take shape, people moved in droves to these industrial metropolises to find work and success. We studied earlier the effects of this mass immigration to cities and saw the horrid living conditions that people endured to find work. The overcrowding of cities made ghettos obvious and wealth was not directly associated with the masses of people moving in. Through the years, urban areas grew with new suburban towns encircling the city. Wealthier people inhabited these suburban areas with the ability to move in and out of cities at their own will. Cities became a melting pot of cultures in a small area. People of the same ethnic background often moved into neighborhoods in which their own culture was dominant as to fit in and feel more at home. These areas are obvious in places such as Libman 2 Chinatown, or â€Å"Little Italy†. Southie, in Boston is dominated by the working class Irish people that came to the American cities as many others did: looking for work, and the American Dream. These social groupings are one way that cities become segregated. This segregation is not the discriminatory term that we usually attribute to the phrase, but the separation of social groups. â€Å"The city in the 1920’s was often a battleground as various groups within the population struggled for social and cultural authority.† New laws in urban centers gave way to a new cultural group as well: criminals. Organized crime in the 1920’s was widespread; â€Å"In New York, Chicago, Detroit, and other ci...

Chariots of Fire

In marriages, family units and even friendships, falling-out is a common circumstance. It is apparent that there are oppressive forces that manipulate us. While some filmmakers offer the public entertainment as remedies to this dissatisfaction, others reinforce the sense that individual worth is being assaulted from several areas. Chariots of Fire is a film that celebrates the triumph of the human spirit over adversity. Two very different approaches to religion and sport are at the heart of this movie. The film is based on the true story of two British sprinters in the 1924 Paris Olympics; one Christian and one Jewish. Neither runner is out for personal or national glory. These two men are competing for the same reason; a matter of a higher calling but in very different ways. For Harold Abrahams, a proud English Jew from a well-to-do family, running is a weapon against anti-Semitism; a way of validating his worth, and by extension his Jewishness, to his Anglo society and to himself. There is something to be said for this approach: After shattering a long-standing speed barrier at Cambridge’s Trinity College, the master says â€Å"Perhaps they’re the chosen people after all. † In a way, he is right. As an athlete, Abrahams is driven by rebellious anger and shame endangered by the legacy of anti-Semitic prejudice that has gone hand in hand with the Jew’s divine determination. For Eric Liddell, a devout Scot with missionary aspirations, running is something he can do to give glory to God, the same way the grass glorifies him by growing and the sun by shining. In one part of the movie, Liddell tries explaining the value of running to his sister, who doesn’t see the value of it at all by saying â€Å"I believe God made me for a purpose, but he also made me fast. And when I run, I feel his pleasure. † The difference between their motivations is highlighted in a number of ways. Each runner’s commitment goes well beyond whatever obligation either feels to the expectations of their society. Where Abrahams’ commitment leads him to dispense himself from unwritten rules about amateur athletes not receiving professional coaching, Liddell brings his own additional unwritten rules to participation. For Abrahams, the chief crisis he faces is whether he can win after losing a race to Liddell and for Liddell; the crisis is whether he can even qualify when en route to the Olympics discovers the qualifying heat for his event is on the â€Å"Sabbath. While Abrahams must swallow his pride and find the courage to run in the Olympics, Liddell must swallow his hopes and find the courage not to run. Chariots of Fire is an aesthetically well realized work of art. The authentic drama deals directly with issues such as athletic competition, the nature of winning and losing and the central place of beliefs in sports. It touches sensitively and strongly on the longi ng for perfection, the search for meaning and the struggle for acceptance.

Managing Business Activities to Achieve Results Essay - 2

Managing Business Activities to Achieve Results - Essay Example Two crucial functions in the McLaren’s business operations strategy are R&D and Operations. Whereas the operations function is concerned with the transformation of resources into products, the R&D function concerns itself with the innovation and development of new technologies/product lines. The two functions work hand in hand in delivering quality products that are relevant to the fast changing market demand. This is consistent with McLaren’s strategic plan of constantly introducing new models or derivatives every year. Q1.2 With the main objective of the operations function being creation and delivery of goods & services with customers’ needs in mind, it is important for McLaren to analyze whether it is consistently achieving the same. An Inputs-Outputs transformation model is a systematic approach to operations management. This system is important operations managers at McLaren considering that the organization aims at attaining competitive advantage through early introduction of new models or derivatives in the marketplace. Operations have three components i.e. inputs, transformation process and outputs. The transformation process refers to all activities involved in the conversion of inputs through value addition into outputs that satisfy customer needs. There are three resource types that may be transformed in the process of operations. Materials include the rubber and other physical inputs, information may include the innovations availed through R&D and customers include but not limited to companies involved in formula one racing. Proper utilization of materials, information and understanding of customer needs, therefore, enables organizations effectively achieve their operational goals. McLaren has invested heavily in R&D and this makes it compete favorably among peers in the marketplace. Q1.3 One manufacturing strategy used to  determine and manage interactions between different organizational systems is the process approach to quality.  

Environment Lab Report Example | Topics and Well Written Essays - 750 words

Environment - Lab Report Example Nonetheless, the soil experiment in this essay aimed at analyzing or testing two different types of soils based on the characteristics including texture, color, and levels of pH or the acidity, Phosphorus, and Nitrogen as well as Potassium. Two different soil samples were to be obtained from different sites including soil sample collected from flat land covered by grass (Sample ID: NAltarki-2) and soil sample collect away from any environmental barrier (Sample ID: NAltarki-1). The collected data are to be subjected to the same soil testing with the sample parameters including texture, color, and levels of pH, Phosphorus, Nitrogen, and Potassium. Difference in quantities of these parameters will be a clear indication that soil samples obtained from different environmental setting usually have different physical and chemical properties. Two different soil samples from different environmental settings were collected for the experiment. From the data provided in tables above (1 and 2), there are clear indication that these two soil samples have different physical and chemical properties. For the physical properties, these samples have different textures; thus, they are identified as different soil types. For perfect comparisons, the two data tables can be merged into one. From the table 3 below, sample one test to be Silky Clay loam while sample two was sandy loam in texture. For the color sample one showed 4 and 2 while sample two indicated 3 and 2 on the soil color value and soil color Chroma respectively. From the soil color sheet, both sample indicated they were within the same year range of 10 years. The chemical properties of these samples are related to the amounts of pH, Phosphorus, Nitrogen, and potassium. Notably, with the same chemical properties, both samples had the same pH, Nitrogen, and Potassium values that were at 7, L, and H respectively. However, these samples had different phosphorus contents with sample one recording L levels while