A Research Study On Mexico - 857 Words

For my research paper I choose Mexico because it sounds like a fascinating country.Mexico is one of the most interesting countries in the world. It has many different facts about it that makes it a unique country. Mexico is the home of many commodities that people from other countries have used such as foods, language, and even animals that originate from Mexico. While I was looking for more information about Mexico I found out more facts about the country that i did not know. There are some interesting facts about the country that I found a little unusual. Most of the things i say, eat, or even seen have originated from Mexican culture. When I started this paper i didn’t think I would find anything interesting about Mexico. I Found out†¦show more content†¦Chihuahuas are originally named after a Mexican state. Xolo are hairless chihuahuas. Mexico is also known for its many different species of birds. Mexican nationalities The first people to live in Mexico were the Olmecs.They established themselves in mexico in 1000 B.C. The Mayans were the second civilization to live in Mexico. The Mayans Predicted the world would end in 2012. Apparently they were wrong. The Aztecs were the 3rd civilization to come to Mexico. Spanish conquistador Hernan Cortez was believed by the Aztecs to be their god Quetzalcoatl. They presented him with their most sacred drink, hot chocolate. In todays Mexican culture the average Mexican has a mix of many cultures such as Olmec, Mayans, Aztecs, Incas, Toltec, Zapotec, African, French, and of course Spanish. Most of mexico is 60% Spanish-Indians, 30% are Indian, 9% caucacian, and 1% other. As of 2015 Mexico, with a population of almost 120 million is the most populous spanish speaking country in the world. Mexico unknown facts Mexico has some has some interesting facts that are unknown to some people. The original name of Mexico is Unidios Mexicanos(It stands for the United Mexican States). The green on the flag represents hope, The white represents the purity, and the red represents the blood that was shed by those who fought for the country independence. On Christmas children don’t receive their presents until January 6, the day of

Blog Entry Free Essays

Apart from the usual things that goes along with this class, I can’t help at times to cite things that I really do like and the things that quite irk me off a bit sometimes. These things I like keep me going through on and on with my usual life here in the university and the things I don’t like are the ones that remind me that, yeah, I can’t have it all. I really like talking to people. We will write a custom essay sample on Blog Entry or any similar topic only for you Order Now I really like the feeling that I get to know a lot of different personalities as I go on through this class each and every exercise. Writing my thoughts is one thing I don’t like however. I really find it difficult each and every time I had to write, something like this. It’s like I always wanna talk instead of pushing every keyboard tab in my computer. I also don’t like seeing red or green lines each time I write! It’s so frustrating of a feeling to see a barrage of lines going under each of my work at times, especially at times that I’m cramming to finish off a research paper to meet a deadline. The lines are there to help yeah, but I guess help should also know when and where not to help me so that I could still be in the mood to do the things and write then off well. Think about it, given that I don’t like to write much of my thoughts, how much more if I’d see red and green lines under every words I type. That thing is so horrendous, I just don’t quite like that. Anyway, there could also be other things to be liked about in this class, one of that is having the feeling of being free to do just exactly what we want, the way we want it. I guess nothing could be more exciting than that, I guess some of the readers of this paper know what I mean but yeah, we always have to play by the rules still. Albeit, it is always exciting of a feeling to still play by the rules. Another thing I don’t like is following too much orders and rules in school and at home. It makes me feel that I was born to just follow orders. On the other hand, breaking these rules sometimes is one of the things I really do like because deviating at times just provides me the thrills and the act of being caught can always be exciting. To sum up everything, I could say that majority of the things that I like are those that makes me feel that I am free to do what I want and for those that I don’t, they just make me feel frustrated and not to mention, dumb. How to cite Blog Entry, Papers

The Case of Hernando Washingtons Trial

The article written by Lisa McIntyre discusses the case of Hernando Washington who was convicted of rape and murder. The author looks at the actions of this individual from a sociological perspective. Moreover, she discusses the work of defense attorneys who are often blamed for protecting people who are supposedly guilty of serious crime such as homicide.Advertising We will write a custom essay sample on The Case of Hernando Washington’s Trial specifically for you for only $16.05 $11/page Learn More The article gives a detailed account of the case and the outcome of Hernando Washington’s trial. Lisa McIntyre does not attempt to justify the actions of Hernando Washington; instead she is more concerned with the factors that could eventually contribute to the tragedy. One of the main arguments Lisa McIntyre puts forward is that this individual grew up in an environment in which illegal activities were almost turned into a routine, and it was very difficult to receive any justice from governmental institutions. It should be noted that Hernando’s sister was also raped but no actions were taken by the police. Furthermore, the writer discusses the opinions of psychiatrists who examined Hernando Washington. In their view, Hernando could not always understand the ethical implications of his actions. The key argument expressed by the author is that policy-makers will not be able to prevent such crimes, provided that they do not understand the social factors that affect people’s behavior and their attitude toward violence or deviancy. Judging from the case description, Hernando’s victim Sarah Gould had several chances to run away from him. For instance, she could it when Hernando left her in order to register a room or when he had to check out of the hotel. Thus, the question arises why she did not do it because such a decision may seem plausible to many people. There are several reasons why Sarah Gould did not try to escape, even though she had several opportunities. To understand this issue one can apply Max Weber’s notion of empathetic understanding. First of all, it should be taken into account that Sarah could simply be paralyzed by fear. At such moments, it is difficult for a person to think rationally or take sensible decisions. Moreover, she could believe that Hernando would either beat or even kill her if she tried to run away. This is one of the possible explanations. Additionally, one should note that the victims of rape feel humiliated and ashamed. In many cases, they do not want to talk to anyone. They do not even want to be seen by other people. This is one of the reasons why many of such crimes go unreported.Advertising Looking for essay on criminology? Let's see if we can help you! Get your first paper with 15% OFF Learn More So, Sarah did not live the room when Hernando had to check out. Certainly, these explanations are just conjectures, and they can hardly be proven. Sarah’s behavior may seem irrational to a person who reads this case. However, people should not disregard Sarah’s emotional state when discussing her actions. It is not permissible to evaluate them according to the standards of rationality. If I had been a sociologist who acts as an investigator for Hernando’s defense team, my task would have been to examine the influence of Hernando’s social environment on his behavior and his values. First, I would interview Hernando’s relatives and ask if any member of his family had ever fallen victim of a serious crime, especially rape. Again, one should take into account that Hernando’s sister was also raped, but police did not even try to investigate the case properly. Secondly, I would talk to police officers and ask how many rapes and murders are committed or reported in the South Side of Chicago. Thirdly, I would ask in how many of these cases, the perpetrator is prosecuted in the court. There are several rationales for these questions. First of all, the responses of interviewees may show that Hernando lived in an environment in which sexual crimes were regularly committed, and in many cases a victim’s rights were not restored. Thus, Hernando’s social environment could affect his ethical principles, especially his perception of sexual crimes and their permissibility. The results of my research will not serve a moral excuse for Hernando’s crime; yet, they can explain how the character of this individual was formed. Apart from that, I would ask the psychiatrists whether Hernando can understand the principle the rights of other people should not be violated. I would like to know whether he could properly assess the consequences of his actions. Hernando could believe that he lived in a hostile world in which a person could be either a victim or a perpetrator. Thus, the life of another person could not be of great value to him. Certainl y, these arguments cannot be used as an ethical justification of murder or rape. Yet, they have to show that a person’s character is shaped by a variety of external forces. Crimes committed in South Side of Chicago cannot be explained only by individual decisions. These felonies may take their origins in the failure of many state institutions such as police.Advertising We will write a custom essay sample on The Case of Hernando Washington’s Trial specifically for you for only $16.05 $11/page Learn More This essay on The Case of Hernando Washington’s Trial was written and submitted by user Math1as to help you with your own studies. You are free to use it for research and reference purposes in order to write your own paper; however, you must cite it accordingly. You can donate your paper here.

Transitions, Repetitions, Comparisons and Contrasts as Robidouxs Basic Strategies

Transitions, Repetitions, Comparisons and Contrasts as Robidouxs Basic Strategies The introduction Some basic issues While analyzing the article written by Michael A. Robidoux, it is necessary to highlight the basic strategies the author uses in his work. It must be pointed out that Robidoux relies on specific rhetorical strategies, in order to assure readers that his arguments are reliable. The author investigates the genesis of violence in such kinds of sports as hockey and lacrosse and clarifies the relevance of physical force as an expression of Canadian identity. The thesis statement The article is based on certain rhetorical strategies, which help the author make his arguments more persuasive: transitions, repetitions, comparison and contrast are considered to be the major strategies Robidoux relies on. The body The fundamentals of the article and their analysis While reading the article, it becomes obvious that the author is mostly interested in comparisons and contrasts between traditional and modern sport. Thus, comparisons and contrasts as some of the mo st important rhetorical strategies give the author an opportunity to analyze the similarities and dissimilarities between past and present and, thereby, to clarify certain complex ideas. Relying on the strategy, Robidoux supports evaluative judgments, i.e. he highlights the importance of hockey for the nation.Advertising We will write a custom essay sample on Transitions, Repetitions, Comparisons and Contrasts as Robidoux’s Basic Strategies specifically for you for only $16.05 $11/page Learn More In other words, the author reveals the history of sport development in Canada, in order to represent the idea of nationalism. In my opinion, the primary task the author wanted to achieve was not only to reflect the interdependence between sport and identity, but to reinforce the kind of interdependence, i.e. he wanted to show that â€Å"to be a nation who plays hockey, means to understand what it means to be Canadian as being raced (namely white), classed ( namely middle-class), gendered (namely boys and men), and sexualized (namely straight) in very particular ways† (Allain 8). At first sight, it seems that Robidoux gives the readers an opportunity to trace back important historical events and make a corresponding conclusion. However, the author develops his arguments in a specific manner. When analyzing the article deeper, one can notice that the author’s every conclusion boils down to a question of Canadian national identity as distinct from Britain and America. Thus, the author points out that â€Å"the question becomes, then, how did a game such as hockey not only take shape in Canada, but become frequently cited as evidence that a Canadian culture exists† (Robidoux 209). When analyzing the sentence, it becomes obvious that the author uses transitions, in order to make a conclusion on the existence of Canadian identity. Robidoux tries to convince his readers in certain arguments by adding another points (furthe rmore), indicating cause and effect (then), emphasizing the importance of final results (in order to respond to†¦), etc. As far as the author’s every conclusion is related to the issue of Canadian nationalism, one can conclude that Robidoux tries to intensify the importance of Canadian identity through repetitions. He speaks about Canadian uniqueness all over. For this reason, the author’s arguments seem to be mostly subjective. That means that Robidoux’s arguments possess both strengths and weaknesses. One can suggest that my opinion is wrong, because the author recognizes certain contradictions in relation to the topic. For instance, Robidoux states: Since World War II, Canadians have been internationally perceived more as peacekeepers and, perhaps, even as being unreasonably polite – both political constructions in themselves – which makes it difficult to comprehend why a game such as hockey, known for its ferocity, speed and violence, woul d come to serve as Canada’s primary national symbol† (Robidoux 209).Advertising Looking for essay on ethnicity studies? Let's see if we can help you! Get your first paper with 15% OFF Learn More To qualify a point again, the author uses transition (perhaps); comparisons and contrasts (thus, hockey as a violent sport and polite Canadians are considered to be incompatible issues), repetitions (while pointing out Canadian national symbol). While speaking about the strengths of the article, one is to keep in mind that the author’s analysis is based on strong evidence. He uses various kinds of sources and provides us with opinions of other researchers, specialists, critics, etc. The author pointed out that hockey and lacrosse played a great role in establishing Canada as a separated nation. He discovered the impact of sport on Canada’s national mythology appearance. To my mind, the author wanted to represent the country as a peaceful nat ion, and it is obvious that he succeeded in the kind of representation. On the other hand, however, it seems that some important aspects were neglected. I suppose that his article lacks some important details. Although, Robidoux showed us the relationship between the kinds of sport and Canadian identity, he failed to explain some specific points concerning Canada’s fear of American cultural imperialism. In my opinion, the author had to draw particular attention to Canada’s geographical proximity to America; while he mostly considered the impact of certain historical events on Canada’s identity formation. The conclusion Finally, it must be noted that the author’s arguments were effectively developed due to the rhetorical strategies he relied on; however, as far as Robidoux failed in objective reasoning, one can conclude that his persuasive techniques should be somewhat upgraded. Comparisons and contrasts gave the author an opportunity to present cause and effect relations concerning sport and Canadian identity. Repetitions were used to intensify the meaning of certain judgments, including the issue of Canadian nationalism. Transitions were used to clarify complex, but important ideas. : Allain, Kristi. Kid Crosby or Golden Boy: Sidney Crosby, Canadian National Identity, and the Policing of Hockey Masculinity, 2011. Web. Robidoux, Michael. â€Å"Imagining a Canadian Identity Through Sport: A Historical Interpretation of Lacrosse and Hockey.† Journal of American Folklore 115(456) (2002): 209–225. Print.Advertising We will write a custom essay sample on Transitions, Repetitions, Comparisons and Contrasts as Robidoux’s Basic Strategies specifically for you for only $16.05 $11/page Learn More

The Basics of Magnetic Levitated Trains (Maglev)

The Basics of Magnetic Levitated Trains (Maglev) Magnetic levitation (maglev) is a relatively new transportation technology in which non-contacting vehicles travel safely at speeds of 250 to 300 miles-per-hour or higher while suspended, guided, and propelled above a guideway by magnetic fields. The guideway is the physical structure along which maglev vehicles are levitated. Various guideway configurations, e.g., T-shaped, U-shaped, Y-shaped, and box-beam, made of steel, concrete, or aluminum, have been proposed. There are three primary functions basic to maglev technology: (1) levitation or suspension; (2) propulsion; and (3) guidance. In most current designs, magnetic forces are used to perform all three functions, although a nonmagnetic source of propulsion could be used. No consensus exists on an optimum design to perform each of the primary functions. Suspension Systems Electromagnetic suspension (EMS) is an attractive force levitation system whereby electromagnets on the vehicle interact with and are attracted to ferromagnetic rails on the guideway. EMS was made practical by advances in electronic control systems that maintain the air gap between vehicle and guideway, thus preventing contact. Variations in payload weight, dynamic loads, and guideway irregularities are compensated for by changing the magnetic field in response to vehicle/guideway air gap measurements. Electrodynamic suspension (EDS) employs magnets on the moving vehicle to induce currents in the guideway. Resulting repulsive force produces inherently stable vehicle support and guidance because the magnetic repulsion increases as the vehicle/guideway gap decreases. However, the vehicle must be equipped with wheels or other forms of support for takeoff and landing because the EDS will not levitate at speeds below approximately 25 mph. EDS has progressed with advances in cryogenics and superconducting magnet technology. Propulsion Systems Long-stator propulsion using an electrically powered linear motor winding in the guideway appears to be the favored option for high-speed maglev systems. It is also the most expensive because of higher guideway construction costs. Short-stator propulsion uses a linear induction motor (LIM) winding onboard and a passive guideway. While short-stator propulsion reduces guideway costs, the LIM is heavy and reduces vehicle payload capacity, resulting in higher operating costs and lower revenue potential compared to the long-stator propulsion. A third alternative is a nonmagnetic energy source (gas turbine or turboprop) but this, too, results in a heavy vehicle and reduced operating efficiency. Guidance Systems Guidance or steering refers to the sideward forces that are required to make the vehicle follow the guideway. The necessary forces are supplied in an exactly analogous fashion to the suspension forces, either attractive or repulsive. The same magnets on board the vehicle, which supply lift, can be used concurrently for guidance or separate guidance magnets can be used. Maglev and U.S. Transportation Maglev systems could offer an attractive transportation alternative for many time-sensitive trips of 100 to 600 miles in length, thereby reducing air and highway congestion, air pollution, and energy use, and releasing slots for more efficient long-haul service at crowded airports. The potential value of maglev technology was recognized in the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). Before the passage of the ISTEA, Congress had appropriated $26.2 million to identify maglev system concepts for use in the United States and to assess the technical and economic feasibility of these systems. Studies were also directed toward determining the role of maglev in improving intercity transportation in the United States. Subsequently, an additional $9.8 million was appropriated to complete the NMI Studies. Why Maglev? What are the attributes of maglev that commend its consideration by transportation planners? Faster trips - high peak speed and high acceleration/braking enable average speeds three to four times the national highway speed limit of 65 mph (30 m/s) and lower door-to-door trip time than high-speed rail or air (for trips under about 300 miles or 500 km). Still higher speeds are feasible. Maglev takes up where high-speed rail leaves off, permitting speeds of 250 to 300 mph (112 to 134 m/s) and higher. Maglev has high reliability and less susceptible to congestion and weather conditions than air or highway travel. Variance from schedule can average less than one minute based on foreign high-speed rail experience. This means intra and intermodal connecting times can be reduced to a few minutes (rather than the half-hour or more required with airlines and Amtrak at present) and that appointments can safely be scheduled without having to consider delays. Maglev gives petroleum independence - with respect to air and auto because of Maglev being electrically powered. Petroleum is unnecessary for the production of electricity. In 1990, less than 5 percent of the Nations electricity was derived from petroleum whereas the petroleum used by both the air and automobile modes comes primarily from foreign sources. Maglev is less polluting - with respect to air and auto, again because of being electrically powered. Emissions can be controlled more effectively at the source of electric power generation than at the many points of consumption, such as with air and automobile usage. Maglev has a higher capacity than air travel with at least 12,000 passengers per hour in each direction. There is the potential for even higher capacities at 3 to 4-minute headways. Maglev provides sufficient capacity to accommodate traffic growth well into the twenty-first century and to provide an alternative to air and auto in the event of an oil availability crisis. Maglev has high safety - both perceived and actual, based on foreign experience. Maglev has convenience - due to a high frequency of service and the ability to serve central business districts, airports, and other major metropolitan area nodes. Maglev has improved comfort - with respect to air due to greater roominess, which allows separate dining and conference areas with the freedom to move around. The absence of air turbulence ensures a consistently smooth ride. Maglev Evolution The concept of magnetically levitated trains was first identified at the turn of the century by two Americans, Robert Goddard, and Emile Bachelet. By the 1930s, Germanys Hermann Kemper was developing a concept and demonstrating the use of magnetic fields to combine the advantages of trains and airplanes. In 1968, Americans James R. Powell and Gordon T. Danby were granted a patent on their design for a magnetic levitation train. Under the High-Speed Ground Transportation Act of 1965, the FRA funded a wide range of research into all forms of HSGT through the early 1970s. In 1971, the FRA awarded contracts to the Ford Motor Company and the Stanford Research Institute for analytical and experimental development of EMS and EDS systems. FRA-sponsored research led to the development of the linear electrical motor, the motive power used by all current maglev prototypes. In 1975, after Federal funding for high-speed maglev research in the United States was suspended, industry virtually abandoned its interest in maglev; however, research in low-speed maglev continued in the United States until 1986. Over the past two decades, research and development programs in maglev technology have been conducted by several countries including Great Britain, Canada, Germany, and Japan. Germany and Japan have invested over $1 billion each to develop and demonstrate maglev technology for HSGT. The German EMS maglev design, Transrapid (TR07), was certified for operation by the German Government in December 1991. A maglev line between Hamburg and Berlin is under consideration in Germany with private financing and potentially with additional support from individual states in northern Germany along the proposed route. The line would connect with the high-speed Intercity Express (ICE) train as well as conventional trains. The TR07 has been tested extensively in Emsland, Germany, and is the only high-speed maglev system in the world ready for revenue service. The TR07 is planned for implementation in Orlando, Florida. The EDS concept under development in Japan uses a superconducting magnet system. A decision will be made in 1997 whether to use maglev for the new Chuo line between Tokyo and Osaka. The National Maglev Initiative (NMI) Since the termination of Federal support in 1975, there was little research into high-speed maglev technology in the United States until 1990 when the National Maglev Initiative (NMI) was established. The NMI is a cooperative effort of the FRA of the DOT, the USACE, and the DOE, with support from other agencies. The purpose of the NMI was to evaluate the potential for maglev to improve intercity transportation and to develop the information necessary for the Administration and the Congress to determine the appropriate role for the Federal Government in advancing this technology. In fact, from its inception, the U.S. Government has aided and promoted innovative transportation for economic, political, and social development reasons. There are numerous examples. In the nineteenth century, the Federal Government encouraged railroad development to establish transcontinental links through such actions as the massive land grant to the Illinois Central-Mobile Ohio Railroads in 1850. Beginning in the 1920s, the Federal Government provided commercial stimulus to the new technology of aviation through contracts for airmail routes and funds that paid for emergency landing fields, route lighting, weather reporting, and communications. Later in the 20th century, Federal funds were used to construct the Interstate Highway System and assist States and municipalities in the construction and operation of airports. In 1971, the Federal Government formed Amtrak to ensure rail passenger service for the United States. Assessment of Maglev Technology In order to determine the technical feasibility of deploying maglev in the United States, the NMI Office performed a comprehensive assessment of the state-of-the-art of maglev technology. Over the past two decades, various ground transportation systems have been developed overseas, having operational speeds in excess of 150 mph (67 m/s), compared to 125 mph (56 m/s) for the U.S. Metroliner. Several steel-wheel-on-rail trains can maintain a speed of 167 to 186 mph (75 to 83 m/s), most notably the Japanese Series 300 Shinkansen, the German ICE, and the French TGV. The German Transrapid Maglev train has demonstrated a speed of 270 mph (121 m/s) on a test track, and the Japanese have operated a maglev test car at 321 mph (144 m/s). The following are descriptions of the French, German, and Japanese systems used for comparison to the U.S. Maglev (USML) SCD concepts.  Ã‚   French Train a Grande Vitesse (TGV) The French National Railways TGV is representative of the current generation of high-speed, steel-wheel-on-rail trains. The TGV has been in service for 12 years on the Paris-Lyon (PSE) route and for 3 years on an initial portion of the Paris-Bordeaux (Atlantique) route. The Atlantique train consists of ten passenger cars with a power car at each end.   The power cars use synchronous rotary traction motors for propulsion. Roof-mounted pantographs collect electric power from an overhead catenary. Cruise speed is 186 mph (83 m/s). The train is non-tilting and, thus, requires a reasonably straight route alignment to sustain high speed. Although the operator controls the train speed, interlocks exist including automatic overspeed protection and enforced braking. Braking is by a combination of rheostat brakes and axle-mounted disc brakes. All axles possess antilock braking. Power axles have anti-slip control. The TGV track structure is that of a conventional standard-gauge railroad with a well-engineered base (compacted granular materials). The track consists of continuous-welded rail on concrete/steel ties with elastic fasteners. Its high-speed switch is a conventional swing-nose turnout. The TGV operates on pre-existing tracks, but at a substantially reduced speed. Because of its high speed, high power, and anti wheel slip control, the TGV can climb grades that are about twice as great as normal in U.S. railroad practice and, thus, can follow the gently rolling terrain of France without extensive and expensive viaducts and tunnels. German TR07 The German TR07 is the high-speed Maglev system nearest to commercial readiness. If financing can be obtained, groundbreaking will take place in Florida in 1993 for a 14-mile (23 km) shuttle between Orlando International Airport and the amusement zone at International Drive. The TR07 system is also under consideration for a high-speed link between Hamburg and Berlin and between downtown Pittsburgh and the airport. As the designation suggests, TR07 was preceded by at least six earlier models. In the early seventies, German firms, including Krauss-Maffei, MBB, and Siemens, tested full-scale versions of an air cushion vehicle (TR03) and a repulsion maglev vehicle using superconducting magnets. After a decision was made to concentrate on attraction maglev in 1977, advancement proceeded in significant increments, with the system evolving from linear induction motor (LIM) propulsion with wayside power collection to the linear synchronous motor (LSM), which employs variable frequency, elect rically powered coils on the guideway. TR05 functioned as a people mover at the International Traffic Fair Hamburg in 1979, carrying 50,000 passengers and providing valuable operating experience. The TR07, which operates on 19.6 miles (31.5 km) of guideway at the Emsland test track in northwest Germany, is the culmination of nearly 25 years of German Maglev development, costing over $1 billion. It is a sophisticated EMS system, using separate conventional iron-core attracting electromagnets to generate vehicle lift and guidance. The vehicle wraps around a T-shaped guideway. The TR07 guideway uses steel or concrete beams constructed and erected to very tight tolerances. Control systems regulate levitation and guidance forces to maintain an inch gap (8 to 10 mm) between the magnets and the iron tracks on the guideway. The attraction between vehicle magnets and edge-mounted guideway rails provide guidance. The attraction between a second set of vehicle magnets and the propulsion stator packs underneath the guideway generate lift. The lift magnets also serve as the secondary or rotor of an LSM, whose primary or stator is an electrical winding running the length of the guideway. T R07 uses two or more non-tilting vehicles in a consist. TR07 propulsion is by a long-stator LSM. Guideway stator windings generate a traveling wave that interacts with the vehicle levitation magnets for synchronous propulsion. Centrally controlled wayside stations provide the requisite variable-frequency, variable-voltage power to the LSM. Primary braking is regenerative through the LSM, with eddy-current braking and high-friction skids for emergencies. TR07 has demonstrated safe operation at 270 mph (121 m/s) on the Emsland track. It is designed for cruise speeds of 311 mph (139 m/s). Japanese High-Speed Maglev The Japanese have spent over $1 billion developing both attraction and repulsion maglev systems. The HSST attraction system, developed by a consortium often identified with Japan Airlines, is actually a series of vehicles designed for 100, 200, and 300 km/h. Sixty miles-per-hour (100 km/h) HSST Maglevs have transported over two million passengers at several Expos in Japan and the 1989 Canada Transport Expo in Vancouver. The high-speed Japanese repulsion Maglev system is under development by Railway Technical Research Institute (RTRI), the research arm of the newly privatized Japan Rail Group. RTRIs ML500 research vehicle achieved the world high-speed guided ground vehicle record of 321 mph (144 m/s) in December 1979, a record that still stands, although a specially modified French TGV rail train has come close. A manned three-car MLU001 began testing in 1982. Subsequently, the single car MLU002 was destroyed by fire in 1991. Its replacement, the MLU002N, is being used to test the sid ewall levitation that is planned for eventual revenue system use. The principal activity at present is the construction of a $2 billion, 27-mile (43 km) maglev test line through the mountains of Yamanashi Prefecture, where testing of a revenue prototype is scheduled to commence in 1994. The Central Japan Railway Company plans to begin building a second high-speed line from Tokyo to Osaka on a new route (including the Yamanashi test section) starting in 1997. This will provide relief for the highly profitable Tokaido Shinkansen, which is nearing saturation and needs rehabilitation. To provide ever improving service, as well as to forestall encroachment by the airlines on its present 85 percent market share, higher speeds than the present 171 mph (76 m/s) are regarded as necessary. Although the design speed of the first generation maglev system is 311 mph (139 m/s), speeds up to 500 mph (223 m/s) are projected for future systems. Repulsion maglev has been chosen over attraction maglev because of its reputed higher speed potential and because the larger air gap accommodates the ground motion experienced in Japans earthquake-prone territory. The design of Japans repulsion system is not firm. A 1991 cost estimate by Japans Central Railway Company, which would own the lin e, indicates that the new high-speed line through the mountainous terrain north of Mt. Fuji would be very expensive, about $100 million per mile (8 million yen per meter) for a conventional railway. A maglev system would cost 25 percent more. A significant part of the expense is the cost of acquiring surface and subsurface ROW. Knowledge of the technical details of Japans high-speed Maglev is sparse. What is known is that it will have superconducting magnets in bogies with sidewall levitation, linear synchronous propulsion using guideway coils, and a cruise speed of 311 mph (139 m/s). U.S. Contractors Maglev Concepts (SCDs) Three of the four SCD concepts use an EDS system in which superconducting magnets on the vehicle induce repulsive lift and guidance forces through movement along a system of passive conductors mounted on the guideway. The fourth SCD concept uses an EMS system similar to the German TR07. In this concept, attraction forces generate lift and guide the vehicle along the guideway. However, unlike TR07, which uses conventional magnets, the attraction forces of the SCD EMS concept are produced by superconducting magnets. The following individual descriptions highlight the significant features of the four U.S. SCDs. Bechtel SCD The Bechtel concept is an EDS system that uses a novel configuration of vehicle-mounted, flux-canceling magnets.   The vehicle contains six sets of eight superconducting magnets per side and straddles a concrete box-beam guideway. An interaction between the vehicle magnets and a laminated aluminum ladder on each guideway sidewall generates lift. A similar interaction with guideway mounted null flux coils provides guidance. LSM propulsion windings, also attached to the guideway sidewalls, interact with vehicle magnets to produce thrust. Centrally controlled wayside stations provide the required variable-frequency, variable-voltage power to the LSM. The Bechtel vehicle consists of a single car with an inner tilting shell. It uses aerodynamic control surfaces to augment magnetic guidance forces. In an emergency, it levitates onto air-bearing pads. The guideway consists of a post-tensioned concrete box girder. Because of high magnetic fields, the concept calls for nonmagnetic, fiber-re inforced plastic (FRP) post-tensioning rods and stirrups in the upper portion of the box beam. The switch is a bendable beam constructed entirely of FRP. Foster-Miller SCD The Foster-Miller concept is an EDS similar to the Japanese high-speed Maglev but has some additional features to improve potential performance. The Foster-Miller concept has a vehicle tilting design that would allow it to operate through curves faster than the Japanese system for the same level of passenger comfort. Like the Japanese system, the Foster-Miller concept uses superconducting vehicle magnets to generate lift by interacting with null-flux levitation coils located in the sidewalls of a U-shaped guideway. Magnet interaction with guideway-mounted, electrical propulsion coils provides null-flux guidance. Its innovative propulsion scheme is called a locally commutated linear synchronous motor (LCLSM). Individual H-bridge inverters sequentially energize propulsion coils directly under the bogies. The inverters synthesize a magnetic wave that travels along the guideway at the same speed as the vehicle. The Foster-Miller vehicle is composed of articulated passenger modules and ta il and nose sections that create multiple-car consists. The modules have magnet bogies at each end that they share with adjacent cars. Each bogie contains four magnets per side. The U-shaped guideway consists of two parallel, post-tensioned concrete beams joined transversely by precast concrete diaphragms. To avoid adverse magnetic effects, the upper post-tensioning rods are FRP. The high-speed switch uses switched null-flux coils to guide the vehicle through a vertical turnout. Thus, the Foster-Miller switch requires no moving structural members. Grumman SCD The Grumman concept is an EMS with similarities to the German TR07. However, Grummans vehicles wrap around a Y-shaped guideway and use a common set of vehicle magnets for levitation, propulsion, and guidance.   Guideway rails are ferromagnetic and have LSM windings for propulsion. The vehicle magnets are superconducting coils around horseshoe-shaped iron cores. The pole faces are attracted to iron rails on the underside of the guideway. Nonsuperconducting control coils on each iron-core leg modulate levitation and guidance forces to maintain a 1.6-inch (40 mm) air gap. No secondary suspension is required to maintain adequate ride quality. Propulsion is by conventional LSM embedded in the guideway rail. Grumman vehicles may be single or multi-car consists with tilt capability. The innovative guideway superstructure consists of slender Y-shaped guideway sections (one for each direction) mounted by outriggers every 15-feet to a 90-foot (4.5 m to a 27 m) spline girder. The structural s pline girder serves both directions. Switching is accomplished with a TR07-style bending guideway beam, shortened by use of a sliding or rotating section. Magneplane SCD The Magneplane concept is a single-vehicle EDS using a trough-shaped 0.8-inch (20 mm) thick aluminum guideway for sheet levitation and guidance. Magneplane vehicles can self-bank up to 45 degrees in curves. Earlier laboratory work on this concept validated the levitation, guidance, and propulsion schemes. Superconducting levitation and propulsion magnets are grouped in bogies at the front and rear of the vehicle. The centerline magnets interact with conventional LSM windings for propulsion and generate some electromagnetic roll-righting torque called the keel effect. The magnets on the sides of each bogie react against the aluminum guideway sheets to provide levitation. The Magneplane vehicle uses aerodynamic control surfaces to provide active motion damping. The aluminum levitation sheets in the guideway trough form the tops of two structural aluminum box beams. These box beams are supported directly on piers. The high-speed switch uses switched null-flux coils to guide the vehicle through a fork in the guideway trough. Thus, the Magneplane switch requires no moving structural members. Sources: Sources:  National Transportation Library  http://ntl.bts.gov/

Keeping Up With Asia Coursework Example | Topics and Well Written Essays - 250 words

Keeping Up With Asia - Coursework Example This essay is peer reviewed because it meets some requirements for an essay to be peer reviewed. First the article of the essay has a website to mean that it is sponsored by a scholarly association. The essay has also an introduction to what it is all about and a literature review. The essay has an abstract at the beginning of the essay and the author (Millis, P76). These are the features that make the essay peer reviewed. The essay claims that among the two political parties in the United States of America, most Asians favor the Republican Party over the Democrats. It is believed that the Republican Party is tough and strict on security and very serious on its anti-communist credentials. The party is a party of free trade while the Democratic Party is taken to be a party of protectionists. The author believe so because when the democrat party was leading they were never concerned with the economic issues of Asia but on the coming of Bush and Barrack Obama with the Republic party changed and supported the economic status of the continent (Funabashi, P115). In the essay, the author uses the toulmin method since he argues over certain things in the essay. The author argues an issue that was asking the United States of America to withdraw their troops in Iraq. The author argues that it was of benefit to the Asian countries and Iraq in specific hence improving their relationship in the fight against

Dyslexia Research Paper Example | Topics and Well Written Essays - 1000 words

Dyslexia - Research Paper Example In our brain there is an area known as Wernicke’s area which is also known as general interpretive area. In Wernicke’s area the somatic, visual and auditory association areas meet each other. The Wernicke’s area then interprets the signals of all the three types of sensations. In damage to Wernicke’s area the person may hear normally and can distinguish the different words but it would be impossible for him to arrange the words into specific thoughts. To read correctly, the brain should interpret the visual signals correctly (Guyton & Hall, 2011 p 752, p 758). To interpret it correctly we have a specific area for the interpretation of the visual signals especially symbols and graphics. The area associated with the interpretation of visual information is known as angular gyrus which is located behind the Wernicke’s area in the posterior parietal lobe. Any harm to this area causes difficulty in reading words because the angular gyrus transmits the sig nal from visual cortex to the Wernicke’s area. So the damage of angular gyrus blocks the transmission of visual signals from visual cortex and the person becomes unable to read correctly. This condition is known as dyslexia and is also called word blindness. Anatomically the dyslexic brain has ectopic neurons. A neuron transmits signals when it is excited and in a dyslexic brain the neuron is activated in a distinct manner. This distinct manner of activation of ectopic neuron in a dyslexic person causes difficulty in learning and reading (Hall & Guyton 2011 p 718; Snowling 2011 p1-28). Dyslexia is a disorder which has a high degree of transmission from parent to offspring. Genetic studies have shown that numbers of loci are involved in transmitting dyslexia from parents to offspring. Chromosome 1p, chromosome 2p11, chromosome 3, chromosome 6p, a locus on long arm of chromosome 15 are recognized as the transmitter genes for the dyslexia. A person with dyslexia cannot read prop erly and spells the words incorrectly even if he possesses a normal IQ level (Hall & Guyton 2011 p 718; Snowling 2011 p1-28). A study conducted by Lubs and his colleagues in the year 1988 highlighted the involvement of the chromosome 15 in the development of dyslexia in 30 percent of cases. Dyslexic children face numerous problems as they progress academically. In preschool children the diagnosis of dyslexia is not easy because he or she is not supposed to read and write. But these children show difficulty in speech and difficulty in learning new words. In primary school children a dyslexic patient has difficulty in learning alphabets and letters. A primary school dyslexic child faces the issue of not properly connecting the voices of the alphabets or letters related to that alphabet. He faces problems in rhyming words, mixing up the alphabets and differentiating between letters that make up the same sound for example aminal for animal. Another issue that they face is that of a coun ting i.e. they face major difficulties in basic mathematical calculations. All these problems mix up together to form further issues for the dyslexic children when they advance academically. The dyslexic children in their latter stages of primary school experience difficulty in reading but they can read to some extent. While reading they skip some words, they lose their pace and start reading again and again. They cannot focus on the page while reading and they hardly remember what they have read. They cannot recognize the space that separates words and they