Essay about German Expressionism - 459 Words

German Expressionism German Expressionism is a kind of art that is supposed to make you feel something. When you look at a painting such as â€Å"The Scream† by Edvard Munch (1863-1944), you ask yourself what kind of emotions does this painting give you. A group of early 20th century German artists used the term â€Å"expressionism† to desribe the way they produced art. The title later turned into â€Å"German Expressionism†. This art movement was prominent during 1905-1925. In German it is known as â€Å"Die Brucke† and â€Å"Der Blaue Reiter†. Unlike Impressionism, its goals were not to reproduce the impression by the surrounding world, but to express the artists feelings on the surrounding world. Expressionism comes from the route word â€Å"expression† which†¦show more content†¦Expressionism sought to give shape to emotions through stylized visuals, particularly using high contrast lighting and exaggerated colors, lines and shad ows, most of the examples given before. The style combines moral values and emotional expreience. It is a unique and very different style of art. Expressionism appeared in poetry and drama in Germany and Austria just before World War I, and was influenced by Freudian Theories of the subconscious and Nietzsche’s anti-rationalism ideas. Expressionism was mostly popular during times of social change or spiritual crisis. This kind of art was a way for people to express their emotions and feelings during a time in the world when they didn’t know any other way to express themselves. Some of the prominent artists of this movement were/are: Max Beckmann, Otto Dix, Lyonel Feininger, George Grosz, Ernst Ludwig Kirchner, August Macke, Emil Nolde, Max Pechstein, Oskar Kokoschaka, Alfred Kubin, Vincent Van Gogh, Kathe Kollwitz, Wassily Kandinsky and Edvard Munch. Some of the famous paintings one would relate to expression ism are: â€Å"The Man with the Pipe† by Vincent Van Gogh, â€Å"The Scream† by Edvard Munch, â€Å"Never Again War† by Kathe Kollwitz, â€Å"Street Scene† by Ernst Ludwig Kirchner, â€Å"SelfShow MoreRelatedGerman Expressionism and Dadaism800 Words   |  4 Pages German Expressionism and Dadaism Introduction Revolutionary forms of art have dominated much of Germany, apparently as a reaction to the First World War. The era in which the First World War took place – throughout the 1910s, featured artists coming together against what they think the pointless aggression said major conflict brought. German artists, in particular, protested against the social structures prevalent during the 1910s, within which the social structures of the Second Reich were prevalentRead MoreGerman Expressionism and Tim Burton Essay2030 Words   |  9 PagesGerman Expressionism and Tim Burton Tim Burtons films have often been noted as modern day forms of German expressionism (the creative movement in Germany before World War I). It is through such things as sets, themes, makeup and costuming, lighting and shadows, acting techniques, and character that we can see Burton has been widely influenced by films of the era. The notable directors films Edward Scissorhands (1990), Nightmare Before Christmas (1993), Batman (1989) and Batman Returns (1992),Read MoreGerman Expressionism : A Trending Art Movement From 1910-1940817 Words   |  4 PagesGerman Expressionism was a trending art movement from 1910-1940. The movement started in Germany, and after World War 1 spread outside of the country. The movement was focused on a few different themes: early on during Expressionism, painters rejected the old, conservative traditions and styles of art academies and instead used strong nonrealistic colors and distorted, simplified forms. This type of art was meant to surprise the viewer a nd evoke an emotional response. Another important theme wasRead MoreWhen Karl Freund’S The Mummy (1932) Was Released, The Horror1313 Words   |  6 Pagesthat included east European folktales about vampires and werewolves and Caribbean tales about zombies.; literary works from Goethe, Ann Radcliffe, Mary Shelley, Bram Stocker, Robert Louis Stevenson; German expressionism and theater design, introduced into the American cinema by the emigration of German film-makers to Hollywood from the mid-1920s onwards. These influences were absorbed and developed in various ways, depending on the economic opportunities available. During the 1930s and 1940s the topRead MoreBiography Of Alfred Hitchcock s British Sound Period1125 Words   |  5 Pagesfilm include, German Expressionism, Soviet Expressive Realism, and Hollywood Classical Realism. You are able to see evidence of all said influences in Hitchcock’s films from this time period, including but not limited to, Blackmail (192 9), The 39 Steps (1935), and Sabotage (1936). German Expressionism can easily be defined as the style which was used during most early 1920s European films. It encompasses the use of darkness and light as well as high key lighting. German Expressionism exaggerates shapesRead MoreThe Cabinet of Dr. Caligari Essay977 Words   |  4 PagesThe Cabinet of Dr. Caligari The Cabinet of Dr. Caligari is the first film by Germany to be an Expressionist film. 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Ryan Koo (2013) claims the film also took credit for being one of the first to example storyRead MoreThe, The Inner World Of The Outcast1707 Words   |  7 PagesLewis Carroll showed in his work,† spoke animator, writer, producer, and director Tim Burton in regards to the themes of depression, isolation, and fear within his collection of work. Influenced by Gothic fiction and the art and film movements of Expressionism, Surrealism, and Noir, Burton crafts the inner world of the outcast and explores the ideas of Jungian and Freudian psychoanalysis in his films, particularly in Vincent (1982), Beetlejuice (1988), and Edward Scissorhands (1990). This paper willRead MoreThe Mise-En-Scene of Metropolis1765 Words   |  8 PagesAn Expressionist Vision German Expressionism is a unique film style that came out of Weimer Germany, the period between World War I and World War II. It focused mainly on the visual aspects on the screen meant to express emotions that trigger more personal reactions from the audience. According to David Hudson, German expressionism was an exploration into juxtaposing light and shadow as well as madness and obsession in an urban setting complete with complex architectural structures. When FritzRead MoreEssay on The Art of Horror Films1194 Words   |  5 PagesDracula is continuly told and being remade even today. It is something that has always frightened people, so the industry continues to build off it. The older generation of writters such as Bram Stoker and MAry Shelly are known for German Expresionism. German Expressionism is responsible for creating The Cabinet Of Dr. Caligari, which is still considered one of the greatest silence films created in the era. The film also took credit for being one of the first to example story board and having a twist

Marketing Plan For A New Retail Chain - 1637 Words

Abstract I would like to present the sales and marketing plan to open a new retail Chain called â€Å"Big Girls Rock† in this research paper. The company is opening two store locations. The stores will carry gently used plus size women’s clothing and some accessories. People will bring their clothing to this new retail Chain for it to buy and then the retail chain would sell those gently used plus size women’s clothing and accessory. Instead of customers having to sit all day to sell their clothing at a garage or yard sale, they can come to our climate controlled, fun store to sell their gently used brand name clothing. Plus size customers who do not have a lot of money, but like to stay in the current trends can shop our store to find†¦show more content†¦Market Summary The â€Å"gently used† retail and upscale consignment shops offer mostly â€Å"gently used† designer clothes and accessories that the original purchaser does not want and thus sells these clothes in good condition to these retail stores. These items are purchased normally at 30% to 40% of the original sale price and then the retail Chain â€Å"Big Girls Rock† sells these women clothes to the end consumer at 50-60% of the original sale price and thus making around 20-30 % of the profit in this transaction. Our company is planning to open these retail chain outlets in North Carolina and South Carolina areas as these locations lack a lot of plus size high fashion style shop and consign from around the globe. Women in these locations have a tremendous pressure to be seen in the latest trend and high fashion society with the latest brands and models and many of them can’t afford these high priced items as new clothes at the market original sales price from bra nded store. So, there is a growing and sizeable market for the â€Å"gently used† clothing especially among the women in North Carolina and South Carolina areas. There is also an online market for these clothes and eBay is one of the main platforms where thousands of people and companies sell these worn clothes in good shape and condition and buyers for

America’s Commercial Airline Industry Free Essays

1989 has been a year in which both aviation experts and spokesmen. For the flying public have expressed intensified concern over what they perceive to be a substantial deterioration in the safety of America†s passenger airline operations. In the first nine months of 1989 alone, there have been ten fatal air crashes involving large transport-category planes owned by U. We will write a custom essay sample on America’s Commercial Airline Industry or any similar topic only for you Order Now S. based carriers (Ott p. 28). This compares disfavorably to the first nine of months of 1988, when but two such accidents took place, and in fact, it is the highest number of death-causing accidents for the American commercial aviation industry during the 1980s (Fotos p. ). This spate of airborne tragedies has prompted interested parties to ask a series of disturbing questions. Is it now safe to fly on American owned airlines, and, related to this, is it now riskier to board these planes than it was before industry deregulation took place in 1978? What, if any, specific factors have contributed to the perceived decline in the industry†s safety standards? Finally, what, if anything, can be done to enhance the airworthiness of U. S. passenger planes and to improve the safety performance of the crews who man them? In this paper, all three of these questions will be addressed, and, without advancing too far ahead, we discover that there simply are no definitive answers to any of them. As serious accidents among America†s air carriers have mounted in 1989, a â€Å"conventional wisdom† has supplied a plausible account of the historical roots of the present safety problem. In 1978, the Federal government de-regulated the U. S. airline industry. Faced with an increasingly competitive environment, individual carriers tried to hold down fares by making cost-related cuts in policies and procedures related to safety. Many have argued that, â€Å"increased competition may lead airlines to skimp on investments in safety,†(Bornstein and Zimmerman p. 913) by, for example, allowing aging planes to take to the skies following routine inspections rather than replacing them with new craft. But there is an overarching problem with this explanation: 1989†³s accidents apart, empirical data suggest that it is currently safer to fly on a plane operated by a major U. S. air carrier than it was ten years ago! In 1978, the odds of a large airliner†s becoming involved in fatal crash were one for every million aircraft departures; ten years later, that proportion has dropped to around one in every 2. 25 million departures (McConnel p. 207). On the whole, it is, in fact, comparatively safe to fly, and even with 1989 crash incidents added to the aggregated figures, flying is no more dangerous today than it was prior to deregulation. The Federal Aviation Administration, the National Transportation Safety Board and an array of independent air safety experts have all probed this year†s major airline accidents. Despite all of post hoc study, they have been unable to discern a common link among them, (Ott p. 28) with one major exception. The qualification at hand refers to dramatic increase in the volume of air traffic since de-regulation. According to NTSB member John Lauber, † ‘ if there is a trend in accidents, it is a trend set by the increasing volume of air transport operations rather than any fundamental deterioration in the margins of safety (Ott p. 28). At first glance, this argument is comforting: more flights in the air simply result in more accidents commensurate with higher traffic volumes, so that the impact of de-regulation has had only the broadest and most indirect influences upon the industry†s safety record. But to ascribe the recent rash of safety problems to the â€Å"neutral† effect of higher traffic volume in the wake of de-regulation and leave it at that overlooks several critical points. For example, to remain competitive, many airlines schedule flights in clusters for the convenience of their passengers. This, in turn, as Rudolf Kapustin (an independent industry- watcher) states, tends to increase risks among flight occurring at â€Å"peak times (Ott p. 28). † Far more worrisome, when accidents for smaller, commuter or regional airlines are factored in, we find that 16 percent of all airlines had safety records considerably worse than the norm, accounting for nearly 80 percent of all airborne accidents between 1977 and 1984 (Ott p. 30). These figures strongly indicate that policies and practices by the airlines themselves may have acted as variables that have had a role in recent accidents. There are two major factors that appear to have had a part in this year†s major carrier crashes, both of which can be related to cost cutting challenges upon the airlines unleashed by de-regulation. The first of these concerns the planes themselves. There is evidence to suggest that some U. S. airlines are operating a higher percentage of â€Å"high time† or â€Å"geriatric† aircraft than was previously the case. About 2,300 of the 8,000 odd commercial jets flown by major airline crews have passed twenty years of continuous service. Plainly, aging fleets have some immediate linkage to two recent air fatalities. In April, 1988 Aloha Airlines 737 experienced a structural collapse; a huge section of the upper fuselage peeled off; one flight attendant was killed and sixty-one passengers were injured. â€Å"The aircraft in question,† investigators found, had logged some 90,000 take-off/landing duty cycle, † the second highest number recorded by any jetliner operating in the free world. Eight months later, with the Aloha case still under study, a United Airlines 747 bound for Honolulu literally disintegrated in the air over the Pacific Ocean, resulting in nine deaths. This craft was another â€Å"veteran† plane, one that had a maintenance record suggesting increasing safety problems. Clearly, there is an economic motive behind airline operation of â€Å"geriatric† planes. A Boeing 737, for example, cost around $25 million at present, so that, † it is in the economic interest of an airline to prolong the life of its current fleet if it can do so at reasonable cost and without compromising safety. In the opinion of some critics, given the competitive pressures of a de-regulated market environment, some airlines are paying too much attention to this economic imperative, and, conversely, too little care to the maintenance of adequate safety standards. Most jet transport accidents are not the result of equipment failure; a full two-thirds can be attributed to human error. At present, all U. S. air carriers, major airlines and regionals alike, are facing a reduced pool of qualified pilots and flight personnel to staff their crews. De-regulation has meant a higher level of demand for a finite number of qualified crew members, and, at the same time, the number of potential crew members leaving the nation†s armed forces (the traditional mainstay of new hires for the airlines) has dropped sharply in recent years. As has been noted in a recent issue of Aviation Week Space Technology: † the major airlines are reported to be drastically reducing the amount of flying time they require from applicants, â€Å"and while † there is no shortage of applicants (there is) a shortage of highly qualified ones (Pilot Turnover†¦ p. 91). Inexperienced pilots tend to make more mistakes than their veteran counterparts, so that the labor demand growth that has taken place with deregulation coupled with a reduced number of former armed forces pilots available may well be a factor undermining airline safety. Having stated that it is, in general, safe to board U. S. operated planes, yet another qualification must be made at this juncture. Smaller carriers, flying short routes and known as â€Å"commuter† airlines have much worse safety records than the major airlines. According to McConnell: In the past decade, commuter airlines have had 81 fatal accidents, Killing 384 people. In 1987 alone 35 accidents caused 58 deaths. And in the first two months of 1988, crashes killed 22. The Commuters† fatal accidents rate per 100,000 departures has averaged Seven times that of the major airlines (McConnel p. 206). These smaller carriers, like their major airlines counternumbers, are subject to FAA monitoring and regulation, and the results of FAA inquiries into the safety of the commuter lines has led the Agency to suspend or revoke commuter airline operating certificates on 58 occasions since 1981 for safety violations. The heart of the problem with the commuter airlines resides in the shrinking pool of qualified pilots available to them (Ott p. 28). Generally offering lower pay than the majors, the commuter lines have experienced a drain of talent as many of their most experienced pilots have left to take positions with the majors. In 1985, major U. S. carriers hired some 7,600n new pilots; the majority of them previously worked for commuter airlines (McConnel p. 209). At the same time, willingness of the majors to accept less qualified pilots from sources apart from the regionals has decreased the quality of regional hires yet another notch (Pilot Turnover†¦ p. 91). The trend toward less experienced crews in this segment of the industry is undeniable. † The pilots hired by U. S. regionals who had less than 2,000 hr. flight time rose 22. 3% of those hired in 1985 to 36. 2% in the first six months of 1989 (Ott p. 29). In addition to a declining level of experience in the cockpits of commuter aircraft, these pilots face demands that often exceed those placed upon pilots working for the majors. On some small carriers, pilots face several trips a day between under-equipped airfields, and in addition must plan routes, study weather, handle baggage and even fuel the plane. Fatigue can become a factor (McConnel p. 207). To fill spots, regionals have tried to lure flight instructors from flying schools into their ranks (Pilots Turnover†¦ p. 91). Unfortunately, by engaging in this practice, the regionals reduce the capacity of the nation†s flight schools to enlarge the pool of personnel available to all carriers. If a shortage of qualified crew members is identified as a factor that has some causal relation to a perceived decline in American air carrier safety, this effect is most acute at the level of the commuter/regional firms. The evidence regarding the effect of de-regulation upon safety for American airlines is mixed, inconclusive, but nevertheless broad enough. Common sense tells us that older planes and less experienced crews will have a negative impact upon safety, and, in the case of commuter lines, the latter has probably contributed to a performance record significantly below that of the major carriers. Given that a case can be made that identifiable variables are now eroding flight safety, the question naturally becomes: What can be done to remedy or, at least, ameliorate this situation? The FAA formed an Airworthiness Assurance Task Force shortly after the Aloha incident, and, in February, 1989, this body issued its recommendations. These proposals generally dealt with the tandem problems of aging fleets and inexperienced crews. Regarding the former, The Task Force noted that in several recent accidents, parts that had either been inspected and passed review or parts that were thought to have an â€Å"infinite† working life, broke down. The Airworthiness Assurance Task Force recommended to the FAA an $800 million program to upgrade older aircraft. The key provision would mandate the replacement of various parts and assemblies at specified time intervals, even if inspection detected no flaws. In other words, the industry would move to a plan of preventive replacement, rather than preventive maintenance. The plan would require repairs in about one of every five jetliners currently in service (Hoffer p115). The FAA itself has followed up on this recommendation: this year the agency mandated replacement of rivets on older 727s, and in the near future, the order will be extended to veteran 737s and 747s as well. The cost of all this promises to be high, amounting to an average of around $600,000 per plane. Still, conducted on a phased basis, it does not spell financial ruin for the majors, and given FAA powers, they have no choice but to comply. The FAA has also made recommendations regarding improvement of crew performance. It has, for example, suggested that airlines should â€Å"avoid pairing two pilots who may be qualified but inexperienced, either as pilot or in the particular aircraft type they would be flying (Ott p. 29). † The Agency has also urged that only experienced pilots be given control over aircraft during times of severe weather conditions. Both of these proposals have been accepted by the industry. Far more controversial, the FAA has also endorsed the idea of setting autonomous safety departments within each airline that would have absolute power to ground flights or personnel on the basis of safety. These departments would actively monitor pilot performance through retrospective examination of data contained in tapes on flight recorders (Fotos p. 31). Although the airlines see such a move as having safety-enhancing outcomes, the notion that control over scheduled flights will be ceded by line management to a safety procedures, has met with some resistance. At bottom, implementing the FAA†s suggestions will carry a step price tag in both financial and management labor terms, and taken together, may contribute to a second round of shakeouts, as weaker carriers will not be able to bear these costs and continue to be competitive. How to cite America’s Commercial Airline Industry, Essay examples