Location Analysis of Manufacturing Industries

Location Analysis of Manufacturing Industries LOCATOINAL ANALYSIS OF THE RELATIONSHIP BETWEEN ACCESSIBILITY AND THE DISTRIBUTION OF MANUFACTURING INDUSTRIES A CASE STUDY OF ASABA Atubi, A. O. ABSTRACT Accessibility is a factor though not the determinant in defining a process of spatial organization of man c functional establishment. A case study relating road network with the pattern of manufacturing industries for selected areas in Asaba, 2003 reveals a weak relationship between accessibility and manufacturing industries. Graph theory approach was used to derive two types of accessibility measures. The first from connectivity matrix accessibility and the second from using valued graph. Simple correlation coefficients revealed weak correlation of 0.09 between accessibility and industries. Again a weak correlation coefficient of -0.05 was found between population potential and umber of industries. This weak relationship however, improved when multiple linear correlation analysis was applied and a fairly high result of 0.40 was achieved. Although high correlation values were got in the multiple linear correlation analysis, the weak values from simple correlation analysis indicates t hat aside from being a good surrogate of transport efficiency, accessibility is also a poor measure of the relative advantage of a given place in attracting to itself the centralization and specialization of human activities in Asaba, Delta State. Based on the findings, recommendations were proffered as this will bring about changes in the urban pattern leading to increase in the number of industries in a process of spatial re-organization. Keywords:Locational Analysis; Accessibility; Distribution; Manufacturing; Industries. INTRODUCTION Accessibility is an important geographical concept associated with relative location. Accessibility is not simply distance but involves time cost and effort used in travelling. Accessibility has been defined as the relative degree of ease with which a location is reached from other locations of ones home relative to other features of the wider physical environment is very important. The organization of every region is reflected in the transportation network (Atubi and Onokala, 2004a; Atubi and Onokala, 2004b). This there is a clear relationship between transportation and economic activities. Such economic activities like the location of industries have been the concern of scholars’ in recent times. It has even been more crucial in developing countries such as Nigeria where much is expected from these industries to augment the low output from agriculture. This concern is justified because the crucial choice of a suitable location may spell the differences between successes and failure (Hover, 1948). In recognition of this fact the process of localization of industries generally reflect a tendency to optimize place utility and maximize profit. However, real life experience has shown that this is not always the case. The interesting thing about industrial distribution is that industries tend to be concentrated in few urban centers. The concentration may be explained in terms of their possessing much of the market, raw materials, the best transport links and considerable labour force Nwafor, 1982, Atubi and Ugbomch, 2002). Usually, industrializations have well connected road network. In Nigeria for instance, over 95% of industrial establishments are found in urban centers which are also related to the countries rail and road system (Onyemelukwe, 1978). It has been observed that the distribution of manufacturing industries in all urban centers in Nigeria is uneven, despite the Federal Government policy of industrialization â€Å"promotion of nation wide indu strial development through industrial dispersal† (Industrial Policy of Nigeria, 1988). The relationship between transportation and regional development has engaged the attention of geographers over the years. The area at has attracted considerable attention is the use of graph theory. Graph theoretic measures have been used to determine the structural and geometrical properties of highway, rail and air networks. Also the relationship between network geometry and regional characteristics have been explored (Kansky, 1963, Kanaa, 1965) and a number of works have focused upon the problem of deriving effective measures of connectivity for urban nodes on the system (Garrison and Marble, 1964; Monanu and Hodgson, 1976; Atubi and Onokala, 2004a and b). On the other hand, Bardi, applying indices of accessibility in urban e:ers of former Bendel State of Nigeria finds that population concentration is not necessarily related to accessibility (Bardi, 1982). Contrary to this view, Gautheir accepted that a changing pattern of accessibility means change in incidence of growth of a center (Guatheir, 1970). Also Atubi and Onokala (2004a), in tracing the changing accessibility patterns of cnter in Lagos Island from 1976-1997 noted that a center gets more accessibility as the road network gets more connected. Locational theorists of classic time, in isolating the influence of transportation location choice, neither though of cost as not connected with money nor used graph theoretic approach in their study. In Nigeria, vast amount of researches have also been carried out on industrial location by various scholars. Vagale historically related traffic flow and transportation to industrialization in Nigeria (Vagale, 1971). Also, Onyemelukwe in his study of structural and locational characteristics of manufacturing industries in Nigeria analyzed the impact of transport on urbanization and industrialization (Onyemelukwe, 1978). Taffee et al, (1963) clearly implied the effect of t ransportation on industrial development using Ghana and Nigeria for illustration in their idealized process of transport development, they noted that transport development at a stage will lead to increased specialization and an expansion of market area of urban centers. Onokerhoraye (1981) also, examined the importance of transportation network in improving the accessibility of people living in various parts of Nigeria to essential public facilities/services like education, health services etc. He argued that since a lare proportion of the population of Nigeria are in rural areas (70%) thereby making it impossible for the attainment of the threshold required to support certain public facilities. There is therefore the need to improve the transportation network between where they are located with improved transport facilities, the accessibility of most people living in the rural areas of the country to the available public services will be increased while the proportion of those depr ived of the use of such facilities will be considerably reduced. However, Olagbaiye using population potential model analyzed manufacturing location in southern Nigeria, he observed Asaba Onitsha which were the highest peaks of population potential support one of tenants of location theory that a central location theory that a central location in a region maximizes accessibility to the market in that region (Olagbaiye, 1968). In delimiting the nodes to be considered, he used one or more of the following considerations political or administrative status, centrality of location, population size and commercial importance. STUDY AREA Asaba is a town situated in the Guinea savannah belt of Nigeria and is located on longitude 6o45E and latitude 6o3’N. It is situated along the bank of River Niger, and is the Headquarters of Oshimili South Local Government area (see fig. 1) of Delta State. Asaba is passed through by the federal highway, which, at the Niger is linked by a bridge with Onitsha in Anambra State. The town, Asaba which is the seat of government, has been in existence long before it was made the Headquarter of Delta State. it is a commercialized and industrialized town, and it shares common boundary with Okpanam and Ugobu in the North, Oko and Ibusa in the west, while the Niger washes the eastern and south eastern fringes of the town. The population of Asaba has rapidly increased since the creation of Delta State when it was made the headquarters and since then the rate of industrialization and urbanization is fast increasing. According to the federal office of statistics, the present population is e stimated to be about 81,768 people. MATERIALS AND METHOD OF ANALYSIS The accessibility indices from centers considered was derived from two methods. The first involved matrix multiplication of the connectivity matrix. The second involved the matrix multiplication of the distance matrix. Gamma and alpha indices was also used. The formula are written in the following form. Where e is Number is edges v is number of vertices The relationship between accessibility indices of manufacturing industries and the number of good roads and value of market potential is established by the Spearman’s rank correlation co-efficient. This is issued to test if the variation in one independent variable affects the variation in the second dependent variable. Also the multiple correlation is used to determine the degree of the relationship between all the variables. This is expressed by Where R = Multiple correlation 1.23 = Correlation between variables 1, 2 and 3 r= variable correlation r12= Correlation between I and 2 r13= 1 and3 r23 = 2and3 DISCUSSION OF RESULTS/FINDINGS For convenience the accessibility’ indices gotten from the connectivity matrix (Accessibility Matrix T) will be called Accessibility I while the shortest distance matrix will be called accessibility 2. (See Appendix I and 2). The relationship between accessibility and the number of manufacturing industries in the study area is positive because as the values of accessibility’ increases, the number of manufacturing industries increases. Also low correlation figure of 0.40 shows that this relationship is fairly weak. On the contrary, a high correlation of 0.70 was obtained at 95% confidence level between accessibility and wholesale activity’ in the United States (Janelle, 1969). The lower correlations gotten in the present work is a clear indication of the influence of deliberate planning and government intervention regardless of the effect of transport and other economic forces, in the location of manufacturing industries. Nigeria, in her development planning effor t is embracing industrialization as the main panacea for her development. Such hopes are based on the growth centre strategy, where certain centers get more attraction i.e. Nnebisi road with eight industries as observed in Appendix 3, while areas that arc not centrally located are ignored i.e. Isieke and Old Nit road. Also, since these areas are among old regional centers, the reasons for the absence of manufacturing industries might be due to the â€Å"strong tendency towards agglomeration† of the manufacturing industries of the old regional centers (Mabogunje, 1969). The possibility’ that industries would survive in small and young areas like old Nit road is low and industrialists hesitate sitting industries in such areas. The result is that existing industrial areas like Nnebisi road and Benin-Asaba express way provide a greater attraction to new industries as against a brand new location. A large part of this attraction is related to certain savings due to agglomer ation. â€Å"Thus a center with an early start in some industry has therefore a competitive advantage that it may maintain an increase even though the early start was due to poor chance (Hover, 1948).The fairly strong correlation figure of 0.40 goes a long way to show that there are other factors that tend to down play the influence of transportation location decisions i.e. political consideration. The figure can also he interpreted as an increase in the accessibility of any mode accounts for an average increase in the number of industries in Asaba. In other words, the distribution pattern of industries in Asaba is explained by an average measure, of the relative position of that center to the network system. The size of the population and therefore market within an area is closely related to the threshold level at which production might be expected. Thus the minimum size of the market is often a precondition for the development of an industry in a region. The relationship between distribution of manufacturing industries and population potential (market potential) in Asaba is extremely weak. The percentage variation is 99% and goes to show that 1% of manufacturing industies in Asaba can be explained by other factors. It seems reasonable to assume that manufacturing industries would fare best if they were located at those places which are most accessible to their customers. If this is to be so then places offering high degree of locational utility relative to other places should be dominant wholesale centers (Jarielle, 1969). The correlation coefficient of accessibility’ 1 and market potentials is 0.09. This means that an increase in accessibility’ leads to a very small increase in the market potential. On the contrary, similar work done in the United States have obtained a high correlation figure of 0.81 (Janeile, 1969). This high correlation in contrast to 0.09 in Asaba is understandable. This is because, Janelle used both locational utility wh ich include both accessibility and other locational factors that a site may enjoy. Also this study was done at a point in time i.e. 2003, while Janelle’s study was for a period of time. But the findings lend cautious support to the notion that, at least for manufacturing activity’, increase in accessibility is a useful surrogate for estimating specialization possible at a place. However, a multiple correlation coefficient was calculated with accessibility’ and population as the two independent variables and number of industries as dependent on the two variables (R1 .23) .A fairly’ high positive correlation of 0.40 was obtained. This means that an increase in the two dependent variables leads to an increase in the market potential. POLICY IMPLICATION For practical relevance, the state government at Asaba should direct their efforts towards the construction of good roads as this will bring about changes in the urban pattern, leading to increase in the number of industries in a process of spatial re-organization. Also, the government should direct their effort towards the optimum location of industries as well as promote and encourage industrial dispersal among various centers in Asaba. CONCLUSION Although, accessibility is related to the distribution of manufacturing industries in an urban center, it is not totally explained by the availability or lack of transport facilities (roads). in other words, transport plays a very negligible role in the distribution pattern of industries. Also, the weak relationship between accessibility and distribution of industries is due to the fact that some centers have locational advantages that far out-weight the importance of accessibility. Finally, the locational pattern of pre-Asaba has not changed significantly in sympathy with the accessibility trend, thus the importance of centers offering the greatest potential for transport oriented industries has not been fully recognised in Asaba. REFERENCES Atubi. A.O. and Onokala. P.C. (2004a): â€Å"The Accessibility of Centres to the Road Networks: the Case of Lagos Island, Lagos, Nigeria†. International Journal of Ecology and Environmental Dynamics. Vol. 2, Pp. 140-151 Atubi. AC. and Onokala, P.C. (2004b): â€Å"The Road Network Characteristics on Traffic Flow on the South Western Nigeria: A Case of Lagos Mainland. Pecop Journal of Environmental Design and Management in the Tropics. Vol. 1, No. 1, Pp. 39-51. Atubi, A.O. and Ughomeh. B., A. (2002) Small-scale Industries in Warn: A Geographical Appraisal of Types and Factors Governing Location. Journal of the Zaria Geographer. Vol. 15, No. 1 pp. 68-79. Bardi, E.C. (1982) Development of Road Network accessibility of urban centres within Bendel State of Nigeria 1967-1981: A Graph theory Approach. Unpublished B.Sc thesis, University of Nigeria, Nsukka. Garrison. W.L. and Marble. D.F. (1964), â€Å"Factor-Analytic study of the connectivity of the Transport Network† Papers of the Regional Science Association. 12, pp. 23 1-9. Gautheir, H.L. (1970) â€Å"Geography of Transportation and Regional Development†. Economic Geographer Vol. 46 Hover, E.M. (1948) The Location of Economic Activity, New York, McGraw Hill. Janelle, D.G. (1969) Spatial reorganization: A Model and Concepts. Annals of Association of American Geographers, Vol. 59, pp., 348-364. Mabogunje, A.L. (1969) Urbanization in Nigeria. London. Monanu, P.C. and Hodgson, M.J. (1976) â€Å"Problems in the Application of Graph Theoretic Measures to Transport Network Growth: A case study of Alberta Highways†. New themes in Western Canadian Geography. The Langara papers. Bc Geographic series. No. 22 occasional papers in Geography. Nwafor, J.C. (1984) Manufacturing and Consumer Goods. In Nigeria jn mans, Barbour K.M. et al (eds) London, fodder and Stoughton. Olagbaiye, J.A. (1968) â€Å"Towards Manufacturing Locational Analysis in Southern Nigeria: A Population Potential Model†. Nigerian Geographical Journal, Vol. II, No. 1 Pp. 11-19. Onokerhjoraye, A.C. (1981) â€Å"The transportation system and the distribution of public services in Nigeria† Transportation in Nigerian National Development, (eds) S.C. Onakomaiya, and N.F. Ekanem,N.1.S.E,R., lbadan, Pp. 196-214. Onyemelukwe, J.O.C. (1978). â€Å"Structural and Locational characteristics of manufacturing† in Oguntoyinbo, J.S. et al (eds) A Geography of Nigerian Development. Heinemann Pubs. Ibadan Pp. 296-310. Taffeec, Moril and Gould (1963). â€Å"Transport expansion in underdeveloped countries; A comperative analysis†. Traffic and Transportation in 1ndustrilizatio of Nigeria† paper presented at a Conference of the Nigerian Institute of town planners, Lagos. FIG. 1: MAP OF DELTA STATE SHOWING STUDY AREA Source: Ministry of Land and Survey, Asaba (2002) APPENDIX I 3 (Destination) S/N Origin 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 à ¯Ã‚ Ã¢â‚¬Å"f 1 Benin Asaba 0 29 26 42 31 29 31 35 20 35 21 40 35 44 40 45 43 50 47 68 721 2 Igbusa road 29 0 19 34 24 21 24 28 5 6 21 12 6 15 11 16 14 21 18 38 489 3 Illah road 26 19 0 20 5 11 5 11 6 16 13 19 15 19 23 22 27 34 33 51 373 4 Okpanam/Asaba road 42 34 20 0 18 20 24 24 20 35 39 34 43 35 48 27 44 51 50 68 676 5 Ibrahim Kefas crescent 31 24 5 14 0 7 10 14 11 25 33 23 37 24 42 26 45 51 48 68 548 6 Anwai road 29 21 11 18 7 0 17 20 18 31 38 30 42 31 47 33 50 56 53 63 615 7 West end 31 24 5 20 10 17 0 12 11 15 19 13 23 14 28 16 31 37 34 54 414 8 Nnebisi road 35 28 9 24 14 20 12 0 12 11 18 9 22 10 27 12 30 36 33 53 415 9 Old Nit road 20 5 6 20 11 18 11 12 0 1 7 7 11 8 16 10 19 25 22 42 291 10 Isicke 34 6 16 35 25 31 15 11 1 0 8 7 12 8 17 10 20 26 43 43 348 11 Onaje street 31 2 13 39 33 38 19 18 7 8 0 9 4 11 9 13 12 18 15 35 334 12 Ogbe Ilo Street 40 12 19 34 23 30 13 9 7 7 9 0 10 1 15 3 18 24 21 41 336 13 St. Bridges road 35 6 15 43 37 42 23 22 11 12 4 10 0 9 5 12 8 14 11 31 350 14 Onije kings street 44 15 19 35 24 31 14 10 8 8 11 1 9 0 14 4 17 24 21 41 350 15 Ezenei avenue 40 11 23 48 42 47 28 27 16 17 9 15 5 1 0 1 4 10 9 27 378 16 Cable point 45 16 22 37 36 33 16 12 10 10 13 3 12 4 1 0 7 18 10 30 320 17 College of education 43 14 27 44 45 50 31 30 19 20 12 18 8 18 4 7 0 6 3 23 422 18 Osadennis way 50 21 34 51 51 56 37 36 25 26 18 24 14 24 10 13 6 0 6 17 519 19 Osadennis high schl. Road 47 18 33 50 48 53 34 33 22 33 15 21 11 21 17 10 3 6 0 23 478 20 Onitsha Asaba road 68 38 51 68 68 63 54 53 42 43 35 41 31 41 27 30 23 17 23 0 816

George Balanchine Essay -- Biography Biographies

George Balanchine One of the most important and influential people in the world of ballet is George Balanchine. He became a legend long before he died. He brought the standards of dance up to a level that had never been seen before, and he created a new audience for ballet. Balanchine was one of the greatest and most prolific choreographers in ballet history, choreographing at least 300 ballets; he was rivaled in quantity only by Jules Perrot and Marius Petipa. At the age of nine he started training at the Imperial School in St. Petersburg. He rarely saw his family because they lived far away and he became the ward of Grigory Grigorevich, who was in charge of the school. There Balanchine performed his first role as cupid in Sleeping Beauty. During the Russian Revolution in 1917, the Imperial School closed and the students were put out on the street. Balanchine was cut off from his family in the Caucasus, and was taken in to live with Mr. Grigorevich. The school did reopen and Balanchine graduated in 1921. He then joined the Soviet State Ballet. Upon graduation Balanchine married Geva, a fellow student whom he had met in the ballroom dancing class. Geva described her husband as a cross between a poet and a general. In order to have his choreography seen, Blanchine organized a small company called The Young Ballet, to perform at halturas (bread and butter jobs). At the Maryinsky, Balanchine had been assigned to stage the procession in Rimski-Korsakoff's opera Coq d'Or, and what he devised, although beautiful, shattered tradition. The company tried to re-train him, but he wouldn't conform. His choreography continued to be controversial, so the board at the Maryinsky Theater dis... ...he marriage had never been consummated. For Tanaquil LeClerq, his fourth wife (whom he married in 1952) he created La Valze (1951), Bourrà ©e Fantasque (1949) Western Symphony and Ivesiana (both in1954). Her career ended after she was tragically stricken with polio. Before their divorce was finalized Balanchine became infatuated with his final protà ©gà ©, Suzanne Farrell, for whom he created many of his last great ballets: Mozartiana (1981), Don Quixote (1965), and Diamonds in Jewels (1967). After Balanchine recovered from a mysterious illness, he continued to work until his death. He died of Jakob-Creutzfeldt syndrome, on April 30, 1983. Balanchine's funeral was held in a Russian Orthodox Church and that night the New York City Ballet performed as scheduled. Balanchine’s repretare is still widely performed and he has made a mjor impact on the world of ballet.

Family Affairs Essay

For this paper, I selected two works of literature, â€Å"The Love of My Life,† and â€Å"Everyday Use. † â€Å"The Love of My Life† by T. Coraghessan Boyle deals with teenage love that transition into turmoil. â€Å"Everyday Use† by Alice Walker revolves around the social and economic differences between generations. Throughout this paper, I will be comparing the economic, educational, and social cultures of the families presented in each story. While both stories take very different paths, both illustrate the depth of which family members will go for one another. There are several relations exemplifying social comparisons. Jeremy and China are both young souls venturing out to learn the life lessons of the surrounding world. Mama, Maggie and the pretentious Dee have very conflicting views of the world. One of the social differences the families face is the contrast in age differences. Jeremy and China are from the same generation. They share many of the same views and perspectives on events and situations around them. In â€Å"Everyday Use†, there are two different generations that have conflicting views. This internal conflict between Mama and Dee is the leading comparison of their story. Jeremy and China, have an external force applying conflict onto their relationship. Their poor choices have led them down a path in which strife and confrontation are inevitable. One is shown this when Jeremy and China are arguing in the hotel room over the handling of their situation (Boyle 561). Conversely there is an internal conflict between Mama and Dee. Walter shows Dee never brings anyone home due to her embarrassment of her family (Walker 315). In both situations, conflicts pull the families apart but their love for each other holds them together through their difficult situations. The economic differences are the most apparent difference between the two families. Jeremy and China both come from upper middle class families. Boyle speaks of their playing tennis and watching football on a 36 inch TV in the kitchen (Boyle 556). In â€Å"Everyday Use†, Mama goes into detail about the description of their house. She states that it does not have windows, but it has hide shaped holes in the make shift walls (Walker 316). The economic differences between the two families are clear. The family with a stable financial background could easily avoid the type of strife Jeremy and China are faced with. Along that same pattern of thought, there should be some level of ignorance for one’s actions within Mama’s family. Ignorance is exemplified by Jeremy and China with their lack of regard for their actions, while Dee shows a sense of pride for her heritage for the first time in her life. This shows an interesting conflict between the relationship of economic stability and the choices one makes. Simply put, there is not a simple choice. This is compelling because those of privilege often find themselves in situations of despair due to the poor choices they make. Another striking and illumination difference is the education of these families. Jeremy and China are heading off to college to further their young minds. However, this gives one a sense that they should be more aware of the consequences their actions may bring. This however is not the case. Jeremy and China both set off on a path of self-gratification and leave little room for reasoning and foresight. One is drawn to the conclusion that China and Jeremy are intelligent young adults. They both have been accepted to respectable universities, and China is striving to outshine others with a higher GPA (Boyle 559). Contrary to China and Jeremy, Mama states that she is not very well educated. Mama did not receive an education past the second grade due to her school’s closing (Walker 316). However, her daughter Dee is off at college taking her education to a level her mother couldn’t achieve. The education gap between mother and daughter leads to both the conflict and the sympathy between the two. The educational comparison between these two families goes against today’s social expectations. The more educated family goes down a terrible life altering path, while the less educated family has a conflict over quilts. Usually one finds those with less education in situations where foresight and planning would prevent their problem, but in these stories, it is just the opposite. A more in-depth look at the social constraints facing our two families in question reveals several insights. You have one group that is provided for in every way they need. They are given all the tools they need to succeed in life. They come from a background of money and privilege. All of their basic needs and desires are taken care of with minimal effort on their part. The other group is one more of a post-civil rights movement in which education and luxury were not easy to come by. This group also spans a generational gap that is not present in their counter parts. Given the nature in which hard work and sacrifice was all Mama knew, she passed that on to her daughter while unknowingly protecting them from the ill-faded temptations of the privileged Jeremy and China. Taking a look at how the society views those with privilege and education, one often hears â€Å"I can’t believe something like that would happen to them. † Yet those same people hear of the less privileged having the same types of problems. They instantly jump to blaming their upbringing or surrounding. In Jeremy and China’s case, if their privileged lives meant a better education and upbringing, they should have foreseen trouble. Similarly, the hard work and sacrifice instilled by Mama into Dee led her to reach out and gain an appreciation for her family and heritage that she never had before. After looking at the differences between the economical, educational, and social cultures of our two families, it is apparant many different factors go into the possible outcome of one’s path. Above all else, it comes down to a choice. Jeremy and China made a choice just like Mama and Dee made a choice. The surrounding factors play only a small fraction into the outcome when the right choices are made. Whether one pick’s â€Å"Everyday Use† by Alice Walker or â€Å"The Love of My Life† by T. Coraghessan Boyle, changing the choices our protagonists would completely change the outcome of each story. Just because one is privileged doesn’t mean one will make the right decisions. The power of a choice lies within a person’s willingness to overcome economical, educational, and social perils. Work Cited Walker, Alice. â€Å"Everyday Use. † Making Literature Matter: An Anthology for Readers and Writers. 5th ed. Ed. John Schilb and John Clifford. Boston: Bedford, 2012. 314-21. Print. Boyle, T. Coraghessan. â€Å"The Love of My Life. † Making Literature Matter: An Anthology for Readers and Writers. 5th ed. Ed. John Schilb and John Clifford. Boston: Bedford, 2012. 556-69. Print.

Ethical Issues in Managing Employee Behavior - 2104 Words

Table of contents Ethical Issues in Managing Employee Behavior Pg. 1 - Abstract Pg. 2 - Intro employee behavior Pg. 2 - What are Business Ethics Pg. 3 - Introduction to unethical Practices Pg. 3 - 3 Main Reasons for Inappropriate Employee Behavior Pg. 4 - Automatic Dismissal and Managerial Personality Traits Pg. 5 6 -Passive Management Pg. 7 - Biases, Prejudge Mental and Dishonesty Pg. 9 - Uneven Distribution Pg. 10 – Steps to Evaluate Your Decision as a Manager Ethical issues for dealing with individual employees is difficult because managers on the front line are responsible for various accounts such as hiring and firing disciplining and†¦show more content†¦On the other side of the spectrum of dealing with employee behavior that is not accepted is managers can be passive, some managers have a difficult time disciplining employees for a number of reasons. They may feel insecure or akward about approaching employees. Some managers rather keep an employee who is producing results and and not behaving, then have to report them or even fire them and train another weather it is that they do not want their management skills questioned, or the cost and time and energy it takes to train. In some occasions managers believe the problem will resolve itself or they may not have the assertive personality to discipline other adults. Ignoring conflicts may also be because some especially new managers can find themselves at loss the first time a conflict arises and it doesn’t just sort itself out and have difficulty finding the right language and the right techniques to use at the time. Also managers who have tried to solve a problem and failed could Lose hope and a willingness to commit to problem solving are common responses when a manager feels that his efforts are all for nothing. If previous attempts at resolution haven’t gone well, they may feel others may have lost trust in their abilities. â€Å"I don’t know where to start.† Taking the timeShow MoreRelatedThe Value Of Ethical Conduct And Managing Diversity Essay1482 Words   |  6 PagesGlobal Issue: The Value of Ethical Conduct and Managing Diversity Review of Subject This essay explores what Organizational Behavior (OB) is and the value of ethical conduct, and discusses the methods of managing diversity taking into consideration socializing and organization culture. OB is a study of the people in organization, about how they work, and how they produce results. Organizational ethical conducts are those morally accepted by the employees, the customers, and the public. It couldRead MoreThe Role Of A Manager For Any Capacity At A Business904 Words   |  4 Pagesthey need to fully understand and implement all organizational policies, and they need to manage and drive employee performance. 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