General William Tecumseh Sherman - Civil War

Issacs Newton Laws Of Motion - 2123 Words

ISSACS NEWTON LAWS OF MOTION We described the motion of an object along a straight line in terms of its position, velocity and acceleration. We saw that such a motion can be uniform or non-uniform. We have not yet discovered what causes the motion. Why does the speed of an object change with time? Do all motions require a cause? If so, what is the nature of this cause? In this chapter we shall make an attempt to quench all such curiosities. For many centuries, the problem of motion and its causes had puzzled scientists and philosophers. A ball on the ground, when given a small hit, does not move forever. Such observations suggest that rest is the â€Å"natural state† of an object. This remained the belief until Galileo Galilei and Isaac Newton†¦show more content†¦If the inclinations of the planes on both sides are equal then the marble will climb the same distance that it covered while rolling down. If the angle of inclination of the right-side plane were gradually d ecreased, then the marble would travel further distances till it reaches the original height. If the right-side plane were ultimately made horizontal (that is, the slope is reduced to zero), the marble would continue to travel forever trying to reach the same height that it was released from. The unbalanced forces on the marble in this case are zero. It thus suggests that an unbalanced (external) force is required to change the motion of the marble but no net force is needed to sustain the uniform motion of the marble. In practical situations it is difficult to achieve a zero unbalanced force. This is because of the presence of the frictional force acting opposite to the direction of motion. Thus, in practice the marble stops after travelling some distance. The effect of the frictional force may be minimised by using a smooth marble and a smooth plane and providing a lubricant on top of the planes. Fig. 9.5: (a) the downward motion; (b) the upward motion of a marble on an inclined plane; and (c) on a double inclined plane An object remains in a state of rest or of uniform motion in a straight line unless compelled to change that state by an applied force. In other words, all objects resist a change in their state of motion. In a qualitative way,

Media And Journalism Ethics By Bill Kovach And Tom Rosensteil

Serving the public’s interest has always been an objective for the media. The ethic codes emphasize that journalists serve the public and that that they are dedicated to ‘truth and fairness.’ (Foreman 2010 P.25) This has been adopted by journalism organizations within this nation. Distasteful content is an ethical dilemma for the press, it is a difficult issue what is acceptable to one person may not be acceptable to another. As well as this newspapers and commercial television are under a great amount of pressure to deliver quality news that stands out from their competitors, this can have an impact on the material that they decide to use. Journalists, Bill Kovach and Tom Rosensteil’s were guided by these beliefs and formed a definition of journalisms primary purpose which is â€Å"to provide citizens with the information they need to be free and self-governing.† (Foreman 2010 p.25) In his book Media and Journalism Ethics S.P. Phadke has stated that journalists are the formulators and disseminators of news they have a great responsibility both morally and pragmatically. As it is through them that citizen’s view the world, and they set the agenda for social concern and debate. (Phadke 2008) In their book ‘The Elements of Journalism’ Kovach and Rosensteil highlight this point ‘The news media help us to define our communities and help us create a common language and common knowledge rooted in reality. Journalism also helps identify a community’s goals, heroes and villains.† A

The Influence Of German Exiles And Refugees On The World

The Influence of German Exiles and Refugees on the world. The outcome of World war II as we know it may have been very different without the influence of refugees from Nazi Germany. As the Third Reich marched across Europe, little was known of the technological advancements being made inside the country. New and advanced weapons were being created to crush any and all resistance against Hitler s armies. Among these weapons are the V-2 Rocket, The Messerschmitt ME-262 jet fighter, and the atomic bomb. These weapons would change warfare in the 20th century and beyond. Without the help of German exiles, these technologies would have never fallen into allied hands yielding a much different outcome of the second world war and the Cold War.†¦show more content†¦Adolf Hitler seized complete control in 1934 and began to Discriminate against specific religions and ethnicities. The main group Target by Hitler s Regime was the Jewish community. Top Jewish scientists were fired and many fled the country to escape the Nazis and continue their research. Einstein fled to the United states in 1933 before Hitler gained complete control and Fermi in 1938. Both continued experiments on atomic energy at Universities in the U.S. The following year, the threat was realized when German scientists published the results of a successful attempt at creating a nuclear fission reaction. With a vast knowledge of the danger the test imposes on the world, Einstein sends a letter to President Franklin Delano Roosevelt. In the letter, he urges the FDR to recognize the pending threat and begin to accelerate research and experimentation on a nuclear weapon. He also asks to stockpile the radioactive substance uranium and to fund a project to create the weapon. Both Uranium and money were necessary to beat the Germans in nuclear power, so the Manhattan project is born. General Leslie Groves is placed in command of the project while J. Robert Oppenheimer is named the lead scientist. As the war continued, the Manhattan project was placed as top priority and also deemed top secret. It was moved to Los Alamos, New Mexico in 1943. The race was underway and now in full swing. The Manhattan project was comprised of the top scientists from any of the allied

Sustainable road policy Free Essays

1. Introduction 1.1. We will write a custom essay sample on Sustainable road policy? or any similar topic only for you Order Now Definition and Description Transport is a primary factor in environmental, social and economic development due to its association with aspects of accessibility levels, goods and people’s mobility. An investigation into the development of transport necessitates implementing a regular systematic efficient plan, which will look to improve the whole transportation system for the long term. Sustainable transport is strictly needed to change the quality of life for the better. Consequently, sustainable transport is considered to be founded upon a set of interrelated instructions which aims to improve people’s mobility based on the criteria of safety, social equality, minimum land use, recycling materials and lower impacts on the environment (Marks, 2002). 1.2. Versions 1.2.1 Green Highway Vision The Highway Agency (HA) suggested the version 2030 project in 2003. The main objective of this project is to enhance the mobility of goods and people in the UK over thirty years and to predict, estimate and meet what the mobility needs in the future by considering three scenarios: global economy, sustainable lifestyle, and control and plan. Twelve visions have been proposed from this process, each depending on the aforementioned scenarios with a particular vision behind each one. The Green Highway is one of these visions and indicates to an interactive future with progressed sustainable principles such as: constructing sustainable roads and operating maintenance through using resources efficiently; â€Å"Green† materials application; high use of waste product recycling; and the re-assessing of highway design codes, considering the implications of climate change. In addition to this, noise-impact reduction and keeping biodiversity are taken into account through using eco-envir onment designs (HA, 2003). 1.2.2 Mobility Vision The second is vision 2050 which was proposed by the World Business Council for Sustainable Development in 2010. This vision imagines the sustainable future in a wider scope and attributes a longer period to make governance and business sustainable. This will be achieved by following a pathway which requires essential changes in lifestyle and policy. This pathway is supported by nine elements that link the present and the sustainable future in 2050. For instance, Mobility vision aims to improve the access provision universally for the insurance of safety and low impact mobility in order to make the best sustainable economy. In this context, to make reductions of the high volume of transportation and the information and communication technologies (ICT) it will use. Vehicle efficiency has improved through using sophisticated new technology and the alternative energy source, such as electricity, resulting in a significant decrease in the adverse impacts on the environment. Moreover, the intelligent transportation system (ITS) provides active enforcement and comprehensive mobility management which leads to safety improvement (WBCSD, 2009). 1.2.3 Vision Two These visions relate to walking and cycling in the UK in 2030. It aims to introduce cycling and walking as an eco-friendly mode for getting rid of the current negative transportation impacts by considering three sustainable visions. This also looks at the future through the concept of social building, by concentrating on five locations in the UK to imagine these impacts on a typical city. For example, a car-free, public transport oriented future encourages the use of mass transport, walking and cycling, meaning a lower volume of cars which is the main mode currently used. The significant factors that share in this vision are exploitation sophisticated technology for cars design, electric cycles, improving walking path and bicycle lanes, and small electric modes for freightage goods. These will make a city have improved sociability, a high level of safety, reduce pollution and noise due to transport, and generate high accessibility (Tight et al., 2011). 2. Discussion 2.1. Addressing Sustainability Dimensions 2.1.1 Green Highway Vision Undoubtedly, there are three important dimensions that should be concurrently taken into consideration within implementing any sustainable future transport system: environment, social, and economic (Transport Policy Advisory Services, 2010). The Green Highway vision considered the creation of sustainable environments through reducing noise nuisance, keeping biodiversity, recycling and using resources effectively. However there are other environmental aspects, such as land use and air pollution, which are not presented and impact on health more than noise. The social sustainable is presented in this vision but without clarifying how it will improve the transport sector and reduce its impacts on environment or cause an improvement in the community (Colantonio, 2007). Furthermore, the life quality enhancement results from the social sustainability (Polese and Stren, 2005). Moreover the lifestyle scenario encourages local communities to work together to achieve sustainability for life an d to enhance life quality through improved technologies and lifestyle dependence that will reduce energy use and reliance on cars. The people’s tendency to choose sustainable areas to work and live is encouraged by taking land use plan into consideration (HA, 2003). Also the concept of road construction and maintenance operations with new advanced technique are viewed without indicating to its economic dimension. As well as these processes of road infrastructure, enhancements will promote the economy through revenues from tolls and taxes (Marks, 2002). 2.1.2. Mobility Vision Comprehensively depending on the exploitation of advanced technology is the main principle of the mobility vision practicability. The environmental sustainable dimension is favourably addressed in this vision through implementing different measures, such as: reducing environment impacts; road congestion; accidents in terms of (number and cost). This will lead to a decrease in greenhouse gases and improving traffic by applying Intelligent Transportation System (ITS). Furthermore, the economic sustainable dimension is directly addressed through a concern with active transport accessibility which can enhance people’s mobility. This also includes goods freightage, inventing new vehicles, efficient alternative fuels, such as biofuels, high-efficient fuel aircraft, providing interactive transport infrastructure and new transportation means. Overall, this vision vastly considers most economic aspects. However, because of the high cost of biofuel production due to its dependence on f eedstock, such as sugarcane, ethanol can be better for use in a commercial viability (Kojima and Johnson, 2006). However, new transport costs are considered as an important target in the transport sustainability, but it is not obviously addressed (Schwaab and Thielmann, 2001). The social sustainable dimension is also addressed in this vision: through the provision of equal mobility for all; safer road networks and decreasing accident numbers close to zero (zero vision); cooperation between transportation companies with other relevant agencies; incorporation of the socio-economic environment with â€Å"integration transport system† (ITS) (WBCSD, 2009). However, the usefulness of non-motorised modes, such as cycling and walking, that improve social community and the environment are not mentioned (Tight et al., 2011). The poor class contribution is also not addressed in this vision, which is considered a key element in the social sustainability dimension. The vision addressed the environmental sustainable dimension through the efforts to reduce noise and greenhouse gases. This was achieved through the use of sophisticated transportation technology such as alternative electrical energy vehicles and â€Å"superior aerodynamic† vehicle quality improvement. However, the addressing of biodiversity and land use impacts are neglected. Nevertheless, the manufacture process of electric cars can also impact adversely on the environment due to the fact that the battery is constructed from harmful materials and uses fossil fuels for its power (Anair and Mahmassani, 2012). According to Calle et al. (2012) the use of biofuels can impact negatively on the environment because it increases greenhouse emissions in other ways, such as non-carbon aircraft emissions and the feedstock production process. Furthermore, this could lead to a potential increase in the price of foodstuffs due to this process using a greater amount of land to produce bioje tfuel (Tietenberg, 2000). 2.1.3. Vision Two This vision for walking and cycling concentrated on urban areas. The economic dimension is clearly addressed so that it considers the enhancement of mobility through improving mass transport, increasing freightage transport efficiency, and constructing separate routes for both bicycles and pedestrians. This also includes supporting and encouraging commercial markets to provide pedestrian electronic tools, and electric-powered bikes and vans. Despite the benefit to human’s health and fitness, walking and cycling causes a significant reduction in travel and congestion costs which leads to an increase in productivity by reducing wastage time. Additionally, a massive reduction in road accident costs can be noticed by allocating dedicated routes for pedestrian and bicycles, based on a reduction in conflict points between bicycles, pedestrians and cars; each conflict point is responsible of the occurrence of a crash in any time and, thus, economic improvement (BCBC, 2009). Social sustainability is vastly addressed in this vision. These will be achieved by applying the equality principle, social consolidation enhancement, public health promotion, and providing high social insurance within that future city which is espoused by this vision. However, it provides the typical social environment inclusion of required needs such as a higher socialised, better communicated, polite and cooperative people which is associated with highest safety levels and health quality. This also suggests roads which have lower car use, dedicate more space for children, and supply all required facilities for walking and cycling. In addition to this is the use of advanced technology in traffic systems, such as automatic vehicle speed reduction system (Tight et al., 2011). This vision addresses the environment dimension by making a reduction in air pollution which leads to a reduction in CO2 emission as well as less transportation noise due to low car use and a greater dependence on walking and cycling. This also includes less land use, the use of eco-friendly cars and imposing strong car use restrictions. As well as this, the walking and cycling and other non-motorized modes are defined as environmental modes due to their compatibility with clean air and that they generate no noise pollution (COUNCIL, 2007). 2.2. Transport problems Area 2.2.1. Developing Countries According to Gwilliam (2003), developing countries differ from developed countries with respect to of transportation. These differences are characterised by faster population growth, fast urban growth, car ownership, traffic congestion, environmental problems, and road accident and security issues. Movement problems added to the lack of road network quality and traffic management make it very difficult to compare and examine. The Green Highway and Vision Two for walking and cycling were placed to the UK situation to address the majority of the above-mentioned issues with a high efficiency, although it cannot be applied in the developing countries with the same efficiency. However, the â€Å"holistic approach [to] improving overall transport† has appeared as a global vision and can address the mobility of urban areas in developing countries. In this vision, the cities are categorized to four kinds, for instance, for addressing finance issues it suggests the participating of bot h private and public sectors. 2.2.2 Climate Change The greenhouse emissions which are from transportation sectors are estimated about 24% globally, and it will increase 2.1% annually (Wright and Fulton, 2005). The CO2 emission was separately estimated to be about 22% in 2012 and was recognized as a main cause of climate change (IEA, 2012). However, addressing climate change can be seen in all three visions in different approaches, but vision two is the more effective because of its preference of the non-motorised modes such as walking, cycling and using eco-friendly mass transportation modes. The Green Highway vision aims to adopt the highway design code with the impacts of climate change instead of carbon cutting. Furthermore, the Mobility vision tends to reduce future greenhouse gas emission depending on the technology use with the presence of all transport modes. 2.2.3. Equity, social impacts and inclusion The equity is considered to be a significant aspect due to its extensive influence by any transportation planning decision. However, it can be more effectively addressed through vision two, rather than other visions, because it is focused on increasing the concept of social sustainability (BCDC, 2009). Moreover, public transport accessibility, cycling and walking is crucial to make society more active, but in the mobility vision the economic improvement is taken into consideration depending on the sophisticated transportation mode technology. In addition to this, the equity improvement can be achieved by providing equal mobility. 2.2.4. Resource use, waste and global pollution Resource use is a potential option in vision two through low car use as well as greater dependence on walking and cycling. In turn this makes a significant reduction in the consumption and use of resources, such as car manufacturing or backup materials, and this leads to the reduction of waste resulting from scrap. However, the Green Highway vision addresses this issue through the high efficiency resources consumption and full attention to recycling concept application. Moreover, the Mobility vision encourages aircrafts and vehicles markets to depend on alternative fuel and observe that this may lead to an increase in resource consumption, such as compound materials which are used in the aircraft manufacturing. However, the potential for recycling carbon fibre has been was found (Job, 2010). Conversely, other modes need mass use of resources as well as the technological advancement, and ultimately, global pollution is inevitable. 2.2.5. Biodiversity The Green Highway vision concerns the addressing of biodiversity conservation through constructing of wild movement green bridges and tunnels, and water ponds. However, the Mobility vision has an adverse impact on biodiversity due to its dependence on using the largest land area to provide biojetfuel as an alternative future energy (Kojima and Johnson, 2006). Furthermore, biodiversity has not been influenced by the vision two for concentration on improving road network infrastructure in urban areas. 2.2.6. Energy Security According to DECC (2012), the transport sector contributed about 38% of total energy consumption in 2011. The Green Highway vision can impact positively in the reduction of energy consumption to some extent through focusing on road infrastructure improvement and implementing recycling materials interns to reduce energy consumption by implementing recycling and minimizing the road distance. However, in the Mobility vision, the energy security is addressed efficiently by introducing alternative fuels such as biofuel to replace fossil fuel which leads to energy security effectively (Kojima and Johnson, 2006). In the scope of foodstuffs and climate change, decreasing it seems not compatible and the increasing desire and the biofuel’s wide spread will pose a risk to food security and climate change (Field et al., 2008). Additionally, in vision two the focus on walking and cycling as well as lower car use plays a significant role in energy security; moreover, the aircraft and electr ic bicycle manufacturing require energy. 2.2.7. Safety Safety is an issue that is directly related to public life. However, this issue has not been considered in the Green Highway vision. Nevertheless, the safety is addressed in vision two through the use of alternative biofuels which are characterised by low carbon emission as well as zero vision which address safety through reducing the accidents number to close to zero. Furthermore, safety is addressed more efficiently through the use of technology that reduces vehicle speed automatically and allocates segregated lanes for pedestrians and cyclists. 2.2.8. Landscape and heritage The Green Highway vision damages landscape and heritage because of their adversely influence on the transportation infrastructure improvement process (Seiler, 2001). Though, in the Mobility vision the largest land use is to provide the requiring energy and may adversely impact the landscape. However, in vision two, improving the transportation infrastructure is based on the existing reality; therefore it does not impact on the landscape. 2.2.9. Noise The Green Highway vision addresses noise through the use of noise barriers and a defeatist road surface. However, the Mobility vision addresses noise reduction through the use electric vehicles, hybrid vehicles and aircraft with superior aerodynamics deployment. Furthermore, vision two contributes to the reduction of noise through low car use, walking and cycling and using electric modes. 2.2.10. Air pollution The Green Highway vision addresses air pollution to some degree, but not directly. However, the Mobility vision addresses this issue interactively through low carbon emission from transportation, using electric vehicles, hybrids, eco-friendly ships and aircrafts. In addition to this, it is significantly addressed by vision two through low car use, depending on walking and cycling. 2.2.11. Severance and pedestrian issues The Green Highway vision does not address severance and pedestrian safety. However, there is full attention given to public safety in the Mobility vision through pollution reduction and low carbon mobility. Moreover, vision two addresses this issue more effectively through improving pedestrian and cyclist’s mobility by allocating separate lanes for their movement and low car use. 2.3. Feasibility, global transportation issues, barriers 2.3.1. Green Highway Vision Undoubtedly, the Green Highway vision introduces an eco-design to be applied to enhance the transportation infrastructure, but it is not active to the high degree of addressing all sustainable dimensions. Good road quality brings more car use which causes environment deterioration. However, the role of advanced technology in the road performance improvement is also not considered in this vision. For example, using connected vehicles which provide the driver with all information about weather, traffic volume, road, and alerting in case the existence of problems as well as electric priority lane that charges moving vehicles automatically (Krick, 2011). In addition to this, a number of Green Highway projects with additional principles to the environmental aspect are applied in some countries such as Sweden and Norway. Consequently, until 2030 the effectiveness of this vision will expire and will not be feasible. 2.3.2 Mobility Vision Due to the presence of some features, this vision seems infeasible. However, it relies on incorporating advanced technology in transportation modes which causes a significant reduction in greenhouse emissions and requires a multi-energy source to improve the environment dimension. Moreover, the encouraging travel, car ownership, results in urbanisation, increasing congestion, increasing resource consumption and land take. Furthermore, greater battery energy consumption results in pollution in the stations and reduces the importance of eco-friendly car use. Nevertheless, technology is considered as a barrier in front of relevant authorities to decide on other dimensions (Banister, 2005). However biofuel seems inefficient due to its expected adverse impacts on the security of food and the hydrogen energy cost is estimated to be four times as much as current fuel (ibid, 2005). Albeit, due to dealing with sustainability dimensions lopsidedly as well as developing countries drawbacks in terms of their understanding and point of view towards sustainability concept countries issues, this shows unfeasibility of the vision. 2.3.3. Vision Two There is an intensive relationship between urban transportation and its impacts on the environment due to it being directly related to life quality. The main target of vision two is life quality improvement through car use avoidance, in contrast to walking and cycling prominent. Currently, the car is a common travel mode, and the average distance travelled in a car has risen by 75% between 1980 and 2008 (DfT, 2009). Accordingly, to achieve a reduction in car use is very difficult and there are a lot of barriers because it relates to the citizens’ freedoms. Therefore it is not easy to accept and to digest such a step and to give-up car ownership. However, the contradiction and non-cooperation between the institutions related to the case and difficulties in legal measures application would be another significant barrier (Banister, 2005). Moreover, causing scandalous damage to car manufacture would only serve to increase the rate of people without jobs as well as the walking and cycling leads to space strictures, and cities extension because of long distance and the lack of network quality, with harsh weather. Even though there is potential to dispose of these barriers by using technological means and strictly roads policies applying, this vision seems more efficient and applicable than others; foregoing the drawbacks, due to its compatibility to improve the tree mentioned sustainability dimensions in cities and towns. References Anair, D., Mahmassani, A. (2012) State of charge: electric vehicles’ global warming emissions and fuel-cost savings across the United States. Union of Concerned Scientists Report. [Online] www. ucsusa. org/assets/ documents/clean_vehicles/electric-carglobal-warming-emissions-report. pdf. [Accessed November 22nd 2013] Banister, D. (2005) Unsustainable transport: City transport in the new century. Oxfordshire: Routledge publication. BCBC (2009) Walking and Cycling Strategy. Borough:Bridgend County Borough Council. [online] www. Bridgend.gov.uk [Accessed November 29th 2013]. Calle, F. R. Teelucksingh, S. Thran, D. and Seiffert, M. (2012)The potential and role of biofuels in commercial air transport-biojetfuel. London: Imperial College London IEA Bioenergy. [online] www.bioenergytrade.org/†¦/T40-Biojetfuel-Report-Sept2012.pdf [Accessed November 27th 2013]. Colantonio, A. (2007) Social Sustainability: An Exploratory Analysis of its Definition, Assessment. Methods, Metrics and Tools Measuring Social Sustainability: Best Practice from Urban Renewal in the EU. 2007/01: EIBURS Working Paper Series. Oxford Brookes University. [online] oisd.brookes.ac.uk/sustainable†¦/Social Sustainability_Metrics_and_T†¦ [Accessed November 26th 2013]. COUNCIL, P. D. (2007) Walking and Cycling Strategy. [online] http://www.hume.vic.gov.au/files/82cb922e-849b-432b-b4d1-9e0e00afba15/CW225WalkingandCyclingStrategy.pdf [Accessed November 26th 2013] DECC (2012) Overall energy consumption in the UK since 1970. Department of Energy and Climate Change. URN Publication: 12D/289. [online] www.decc.gov.uk/†¦/decc/†¦/energy-consumption/2324-overall-ener [Accessed November 26th 2013]. DfT (2009) Transport trends. London: Department for Transport. [online] http://webarchive.nationalarchives.gov.uk/20100406130654/dft.gov.uk/pgr/statistics/datatablespublications/trends/current/ [Accessed November 24th 2013]. Field, C. B. Campbell, E. and Lobell, D. B. (2008) Biomass energy: the scale of the potential resource. Trends in Ecology Evolution, Volume 23, Issue 2, 65-72. [online] http://www.sciencedirect.com/science/article/pii/S0169534708000098 [Accessed November 30th 2012]. Gwilliam, K. (2003) Urban transport in developing countries. [online] Transport Reviews, 23(2), 197-216. [online] http://www.tandfonline.com/doi/abs/10.1080/01441640309893#.Umwm7XCb55g [Accessed November 20th 2013] HA (2003) Vision 2030 – Final report: An investigation into the long-term challenges and opportunities for the UK’s strategic highway network. Highways agency. WSP Civils. [online] Ltd.http://www.transportvisions.org.uk/documents/documents.htm [Accessed December 5th 2013]. IEA Statistics (2012) CO2 emissions from fuel consumption: Highlights. Paris: International Energy Agency, 2011 Edition. [online] www.iea.org/†¦/CO2emissionfromfuelcombustionHIGHLIGHTS.pdf [Accessed December 2nd 2012]. Job, S. (2010) Composite recycling: summary of recent research and development. Materials KTN Reports. [online] www.compositesuk.co.uk/LinkClick.aspx?fileticket=LXN†¦ [Accessed December 4th2012]. Kirk, B., Eng, P. (2011) Connected vehicles: an executive overview of the status and trends. Globis Consulting, November, 21. [online] http://www.globisconsulting.ca/Connected_Vehicles_Globis_rpt.pdf [Accessed November 24th2013] Kojima, M., Johnson, T. (2005) Potential for biofuels for transport in developing countries. [online]http://www.cabdirect.org/abstracts/20093014861.html;jsessionid=25D728151573397D1B099BB26B4D6DF1 [Accessed November 23rd 2013] Marks, D. H. (2002) The Evolving Role of Systems Analysis in Process and Methods in Large-Scale Public Socio-Technical Systems. In Proceedings of the Engineering Systems Division (ESD) Internal Symposium (pp. 251-266). [online] http://esd.mit.edu/WPS/internal-symposium/esd-wp-2003-01.08.pdf Polese, M. and Stren, R,. (Eds.), (2000) The Social Sustainability of Cities: Diversity and the Management of Change. Toronto:University of Toronto Press. Schwaab, J.A. and Thielmann, S. (2001) Economic instruments for sustainable road transport: an overview for policy makers in developing countries. Eschborn: GTZ publication. [online] lnweb90.worldbank.org/†¦/Economic_Instruments_for_Sustainable_†¦[Accessed December 2nd 2013]. Seiler, A. (2001) Ecological effects of roads: A review. Riddarhyttan: University of Agricultural Sciences, S-73091. [online] idd00s4z.eresmas.net/doc/transp/ecoeffectsonroads.pdf [Accessed December 2rd December 2013]. Tietenberg, T. H., Lewis, L. (2000) Environmental and natural resource economics (pp. 86-98). Reading, MA: Addison-Wesley. [online] http://www.dandelon.com/servlet/download/attachments/dandelon/ids/AT00182C23C6746888AE0C12570840044C6CE.pdf Tight, M. Timms, P. Banister, D. Bowmaker, J. Copas, J. Day, A. Drinkwater, D. Givoni, M. Guhnemann, A. Lawler, M. Macmillen, J. Miles, A. Moore, N. Newton, R. Ngoduy, D. Ormerod, M. O’Sullivan, M. Watling, D. (2011). Visions for a walking and cycling focussed urban transport system. Journal of Transport Geography 19, 1580–1589. Transport Policy Advisory Services, (2010) Challenges of urban transport in developing countries- a summary. [online] http://www.sutp.org/ins-pol-supporting-docs?download=391:challenges-of-urban-transport-in-developing-countries-a-summary [accessed November 20th 2013] WBCDE (2009) Vision 2050: The new Agenda for Business. Geneva: World Business Council on Sustainable Development. [online] http://www.wbcsd.org/vision2050.aspx. Wright, L., Fulton, L. (2005). Climate change mitigation and transport in developing nations. Transport Reviews, 25(6), pp. 691-717. [online] http://citeseerx.ist.psu.edu/messages/downloadsexceeded.html [Accessed November 26th 2013] How to cite Sustainable road policy?, Essay examples

Compare and Contrast Plessy V. Ferguson and Brown V. Board of Education Essay Example For Students

Compare and Contrast Plessy V. Ferguson and Brown V. Board of Education Essay Huiliang Yang HIS 112 Professor McLeod 4/24/10 Compare and Contrast Plessy v. Ferguson and Brown v. Board of Education The Supreme Court has significant impact on molding the society of the United States, so does it play an important role in the process of the realization of equal protection on the right to education. From Plessy to Brown, every case that had milestone meaning indicated the evolution on the equal protection of the right to education, and also marked the progress of American civilization. However, there are different points between Plessy and Brown. Brown v. Board of Education was educational case of black race, but Plessy v. Ferguson is not it; the result of Plessy is isolation but equal, the Brown show us that isolation and unequal. In 1892, Plessy, Louisiana citizen sat in the white man compartment, head of train crew requirements him to the black compartment according to State Of Louisianas rules, Plessy refused. Head of train crew is called police, hands him over convicts by the court. But Plessy thought that he should enjoy the society, politics, and economical equal power similarly with the American citizens, moreover this judge to be unfair. The federal court believed that the non-white race felt he is the third-rater, their subjective imagination rather than in the legal reason. If two races in the rights of citizens and the political rights aspect are the equality, a race will not be lower than another race in the social life aspect. But if a race lowers than another race in the social life aspect, the federal constitution cannot cause them to impose the identical level. Plessy v. Ferguson document the essence is the racial segregation whether to conform to the American constitution. The federal Supreme court has made the decision which is the isolation, but equal. It had the huge influence to American afterward politics, the economy and social life. Constitution protects the equality is in the political equality, is not in societys equality, although Plessy v. Ferguson is not involves the education question. But Brown v. Board of Education is model case of racial education, Mrs and Mr Brown require local school to accept their kids to study in the whites’ school, and they are refused so that to engage in legal proceedings. The similar case also occurs in other states, basically the black minor requests the court aid and the desegregation, causes them to obtain enters its study right in the community public school. Black childrens school education has been neglected; white schools have more the curriculum rational, scientific and adequate funding for schools than blacks, the wages of their teachers higher than the wages of black school teachers. In short, isolation but equal, is the equality of slogan; in fact, it is inequality, even unequal on the surface. After Brown v. Board of Education has been proposed as a vignette of campus and educational discrimination, not only blacks suffered, but the white people are shame. Justice Harlan pointed out dealing with the rights and duties should not be considered the race whether the legislature or the judiciary. The surface is not differential treatment in the Louisiana legislation, in fact the blacks as low as nationals. If you adhere to the principles and spirit of the Constitution, this superior status is not sustainable (Plessy v. Ferguson, 1896). Brown case is one of most historic in the constitutional history of the United States Supreme Court, with the emergence of its judgments, the principle of isolation but equal is denied completely. Consequence has been not only limited to public schools, but also spread to all aspects of social life. Brown case caused major changes in American society; it was African-American civil rights movement as a starting point after World War II. Many things have to conclude one point, Court; this was same feature in these cases. Alexis de Tocqueville, 19th century French scholar visited the United States and have been devoted to the U. The Tennis Serve EssaySecondly, the US would attack the country which any attempt to threaten national security. Monroe Doctrine is a basic principle of the United States diplomacy to American; it is a diplomatic victory under the United States has not enough strong situations. Actually it is not for Latin American countries, just for the United States because of the United States is not dependent on Europe in the materials, raw materials, markets, it does not need to get natural resources through foreign plundering to survival. Pearl Harbor lead to the United States began a period of global diplomatic intervention, and World War II accelerated the development of the United States, and reaches an incredible level during World War II. After the Allies master World War II, the United States established a new international political and economic order structure. Politically, the President Roosevelt strengthens the new implementation capacity of the collective security mechanism, and he stressed that Britain, the Soviet Union, China and America, as long as the four military powers united determination to maintain peace, it will not launch another world war. This is the famous four policemen (Ettinger, 1997). Capture Panama was first step of Roosevelt’s â€Å"The Big Stick†. Panama is a small country, but it has a most value transportation so that the United States desire to get it as a neighbor. Finally, Roosevelt has the Panama effortless from British, and then makes a canal. Roosevelt has repeatedly mobilized the armed forces and the practice of arbitrary intervention in other countries; it provoked strong opposition from Latin American countries, but also leads to the national dissatisfaction. For â€Å"the ig stick policy, no matter what energy or to solve regional issues, the United States are keen on military means. In order to control two-thirds of the Middle East and world oil, the United States launched the war in Iraq. In fact, â€Å"The Big Stick policy eventually led to serious deterioration of the security situation in Iraq, insurgents continues to create the bloody explosion. In the late 20th century, the M iddle East problem did not resolved and the blood event still happened, but the â€Å"stick† face to the Africa. In addition, â€Å"the big stick† policy is often counterproductive. The United States originally wanted to stick to seize control of oil to manipulate international oil prices to combat opponents, earn huge profits, but it is the victims itself in the end. With international oil prices grew in recent years, Americans began to be overwhelmed, but Iran, Venezuela and other countries have huge oil profits. References Plessy v. Ferguson: Justice Harlan Dissents (1896), U. S. 537 Richard John Neuhaus (2009). The Pro-Life Movement as the Politics of the 1960s Retrieved from http://www. firstthings. com/article/2009/01/001-the-pro-life-movement-as-the-politics-of-the-1960s-49 Martyn Coppack (2008). Dennis Hopper Peter Fonda in Easy Rider: 1960s Counter-Culture And The Birth Of New Hollywood Retrieved from http://classicfilms. suite101. com/article. cfm/easy_rider Karine Walsh (2009). Honduras, Colombia, Cuba: the United States are Sticking with the Monroe Doctrine Retrieved from http://www. globalresearch. ca/index. php? context=va;aid=16302 Theodore Roszak (1995). The Making of a Counter Culture. University of California Press David Ettinger (1997). The UN of the â€Å"Four policemen†. Retrieve from http://www. unc. edu/depts/diplomat/archives_roll/2001_10-12/book_ettinger_fourpolice/book_ettinger_fourpolice. html

Business Economics and Suppliers Implements Strategies

Question: Describe about the Business Economics and Suppliers Implements Strategies. Answer: 1: In order to gain the maximum revenue, the suppliers implements strategies. There are a number of ways in which the suppliers are able to increase their revenue depending upon the market demand and supply of the product. Case 1: Introduction In a perfectly competitive market, the suppliers intend to lower the price of the products offered to the customers in the market, when the market economy is slow. Lowering the price level allows the supplier to sell more products and earn higher revenue. Analysis Li Zhang, (2013) stated that if the demand curve of the product supplied is perfectly elastic, then the customers are likely to purchase lesser quantity and thus, reducing the price is beneficial in increasing the revenue (Refer to appendix 1). From the figure, it can be inferred that at price level P1 (Rs. 5 per unit) the amount sold is Q1 (10 units), then the revenue obtained by the supplier is P1*Q1 = 50. On the other hand, with the decrease in the price level P2 (Rs. 3 per unit), the quantity sold is Q2 (25 units). The new revenue earned is P2*Q2= 75. Conclusion Therefore, the supplier is able to increase the revenue by lowering the price, if the demand is perfectly elastic (Negash Kirschen, 2014). Case 2: Introduction The supplier can decide to raise the price level of the goods so as to boost up the revenue if the products offered by the supplier have a perfectly inelastic demand curve. Analysis For such a commodity, the consumers would purchase the same quantity of product even if the price level is high (Refer to appendix 2). As per the diagram, the initial price level is P1 (Rs. 3 per unit) and the quantity sold is Q1 (8 units) and the revenue earned is P1*Q1= 24. Conclusion The perfectly inelastic demand curve indicates that rise in the price level will not affect the demand to large extent. The new price level is P2 (Rs. 7 per unit) and the quantity sold is Q2 (6 units). The new revenue thus earned is P2*Q2= 42. 2: Introduction Every economy has diverse natural, capital and human resources and has separate ways in which the resources are combined. Thus, a country is not similarly resourceful in producing all goods and services. The decision regarding the producing of goods have certain opportunity costs (Johnson, 2013). Analysis If a country is efficient in producing all the goods efficiently than any other country then it has an absolute advantage. However, Feenstra, (2015) opined that trade is necessary as the notion of comparative advantage is present, which is a condition in which a country produces a particular product at a lower opportunity cost than other economies. Hence, even if a country has absolute advantage it can engage in trade with other countries that have a comparative advantage in producing the particular goods. Conclusion The engagement in the trade will allow the countries taking part in the trade to gain a mutual benefit, as absolute advantage is a condition where the there is no mutual benefits. Thus, a country is able to produce all products more competently than the other economies even have a need to engage in trade to gain further advantage. References Feenstra, R. C. (2015). Advanced international trade: theory and evidence. Princeton university press. Johnson, H. G. (2013). International Trade and Economic Growth (Collected Works of Harry Johnson): Studies in Pure Theory. Routledge. Li, C., Zhang, F. (2013). Advance demand information, price discrimination, and preorder strategies. Manufacturing Service Operations Management, 15(1), 57-71. Negash, A. I., Kirschen, D. S. (2014, July). Optimizing demand response price and quantity in wholesale markets. In 2014 IEEE PES General Meeting| Conference Exposition (pp. 1-5). IEEE.