German Essay Example | Topics and Well Written Essays - 250 words - 1

German - Essay Example There are also memorials dedicated to other victims (Gypsies, homosexuals) in Berlin as well as in other places of the world. The latter are smaller in size. However, this is quite inappropriate, as it may seem that the lives of Jews are valued higher than the lives of other victims. It is better to create one memorial where all victims could be mentioned. It could be a good idea to have a memorial where signs worn by people (stars, triangles and so on) could be revealed as well as the number of people who died. Another point is that the memorial seems to commemorate victims who died in the concentration camps. However, there were survivors whose lives were completely destroyed. Memorials should also commemorate lost lives of those people. It seems more appropriate to make the memorial for victims of the Holocaust rather than for murdered Jews of Europe. It is also quite interesting that there is a Holocaust Museum in Washington, but no national monument for victims of slavery and genocide. This may be explained by the fact that there are many people who have enough power and who strive for commemorating the killed Jews (whose relatives and children live in the USA) and there are a few people, who also have certain power, and are willing to commemorate slavery or

Observation of the day in court Essay Example | Topics and Well Written Essays - 500 words

Observation of the day in court - Essay Example She was careful to ensure that the accused understood his rights and consequences of his positions in the case. In addition to considering legal aspects of the case, the judge was considerate to the accused social issues, and appeared lenient in her directions and judgment. The case was criminal, with Robert White, as the accused and the nature case type identifies the state, represented by the prosecutor, as the other party to the case. In such a case, the burden of proof lies with the prosecutor, who is expected to prove a case beyond reasonable doubt. White was a 35-year old African American from Alabama. He had three children: the eldest being 19 years, a nine year old followed this, and the youngest was 6 months old. White was married and his wife sat next to him. We walked in when he was talking to his attorney, a female, after which he said he would plead guilty of the charges pressed against him. It is most probable that his attorney advised him to plead guilty for plea-bargaining (Scheb & Scheb II 161), or evidence against him could have been overwhelming. White was accused of possession and trade in cocaine, with which he was arrested on August 27, 2013. Undercover officers in Boston common arrested him as he was trying to sell cocaine, worth $ 40, to Cathreen Johnson, an undercover. At the time of his arrest, he was in possession of $ 330, in cash, three cell phones, and a knife. He, therefore, faced charges of unlawful distribution of underlined class B substance (cocaine) and possessing a dangerous weapon (knife). The overwhelming evidence, which also showed witness competence, explains the guilty plea. The judge also demonstrated competence, by ascertaining that White was sure of the charge to which he pleaded guilty, and White affirmed this, respectfully. In addition, the judge also ensured that White was aware of his rights at trial, and she reminded White of consequences of personal testimony, such as forfeited right

U.S. Transportation Energy Analysis of Modal Use and Trend

U.S. Transportation Energy Analysis of Modal Use and Trend Joe Willie   U.S. vehicles travel over three trillion miles per year. The vast majority (99.64%) of these miles are traveled on U.S. roads, with the greatest portion of these miles attributed to passenger and light-duty vehicles (US Dept of Transportation, 2014). Transportation accounts for 28% of the energy used in the U.S. (US Energy Information Administration, 2016) and 26% of U.S. greenhouse gas emissions equaling 1.786 billion tons of CO2 equivalent.(EPA 2016). U.S. vehicle travel increased from 724 billion miles in 1960 to the current level by 2006, at which point the total vehicle miles stabilized (US Dept of Transportation, 2014). 90% of the fuel used for transportation in the U.S. is petroleum based (US Energy Information Administration, 2016). Transportation has become the leading and most-rapidly increasing contributor to greenhouse gas (GHG) emissions both globally and the U.S (Schipper, Saenger, and Sudardshan, 2011). Between 1991 and 2006, nearly half of the growth in U.S. carbon emissions was attributable to transportation. CO2 emission growth due to transportation has been driven by several factors, including increasing demand for passenger and freight transport, urban development and sprawl, lack of rail and bus transit and cycle infrastructure in many regions, fuel-inefficient vehicles, relatively low oil prices, and the limited availability of low-carbon fuels (Brown, Southworth, Sarzynski 2008). Given the scope and growth of transportation and associated emissions, it is becoming increasingly important to understand and quantify impacts and trends in various transportation modes. Light trucks (pickups, minivans, and SUVs) and passenger cars account for 34% and 24% of U.S. transportation fuel usage, respectively (US Energy Information Administration, 2016). Light trucks and passenger cars combined contribute 59% of U.S. transportation carbon emissions (U.S. Department of Energy, 2014). Fuel efficiency standards in the U.S. were initially established by Congress 1975. Corporate Average Fuel Economy (CAFE) standards set the average, sales-weighted, fleet fuel economy for new vehicles starting with the 1978 model year, with the intention of doubling average fuel economy to 27.5 mpg by 1985. The Department of Transportation also established CAFE standards for light trucks ( pickups, minivans, and SUVs) beginning with the 1978 model year. In 2007, CAFE standards for light trucks were increased to 22.2 mpg, with further increases scheduled. No increases were made beyond 1985 levels for passenger cars until until 2007, when the Energy Independence and Security Act ra ised the fuel economy standards of Americas cars, light trucks, and SUVs to a combined average of at least 35 miles per gallon by 2020 (Union of Concerned Scientists, 2017). However, it seems likely that this standard will be scaled back by the current administration before it is implemented. Minimum fuel efficiency standards for cars and light cars are set at different levels. A passenger car is any 4-wheel vehicle not designed for off-road use that is manufactured primarily for use in transporting 10 people or less. A light truck is any 4-wheel vehicle which is designed for off-road operation (has 4-wheel drive or is more than 6,000 lbs. gvwr and has typically truck-like physical features); or which is designed to transport more than 10 people, provide temporary housing, provide open bed transport, permit greater cargo-carrying capacity than passenger-carrying volume, or with the use of tools can be converted to an open bed vehicle by removal of rear seats to form a flat continuous floor (NHTSA, 2006). The ambiguity of this definition enables manufacturers to define vehicles as trucks or cars at their discretion. Many sport utility vehicles (SUVs) produced today which seem to meet the passenger car definition above are classified as light trucks, allowing their manufact urers far greater leeway to meet CAFE standards . It is useful to analyze vehicle carbon intensity for cars and light trucks. This is defined as the amount of carbon dioxide emission per vehicle distance traveled. Carbon intensity is inversely proportional to fuel economy. From 1973 to 2008 carbon intensity decreased 33% per vehicle mile and 15% per passenger mile. After 1973, new cars became much lighter, less powerful, and gradually more efficient. By 2007 a new cars and light trucks used half as much energy per unit weight as ones sold in the 1970s. However, new car weight had increased to 80% of the 1975 values for cars, and light truck weight increased above 1975 values. As a result the decline in fuel usage per mile of new cars and light trucks sold in the 1990s was closer to 33% less than those sold in 1973 (Schipper, Saenger, and Sudardshan, 2011). Low-density suburban development, or urban sprawl, has dominated development in the U.S. since World War II. This also includes scattered and commercial strip development, as well as large expanses of single-use development . Suburban households drive 31 percent more than urban households, while western households drive 35 percent than northeastern households (Kahn, 2000). Whats more, households in low density areas tend to own more cars, are more likely to own less fuel efficient vehicles such as SUVs and trucks, have lower vehicle occupancies, and use public transportation less than households in high density areas (Brownstone, 2008). Domestic air carrier service accounts for 6% of the total U.S. transportation energy use and 11% of the U.S. transportation carbon emissions. U.S. planes traveled 6 billion vehicle miles (608 billion passenger miles) for such travel in 2014. Domestic airline mileage increased from 858 million vehicle miles (31 billion passenger miles) in 1960 to 6.7 billion vehicle miles (588 billion passenger miles) in 2006 before decreasing to current levels. (U.S. Department of Transportation, 2016). It is interesting to note that although total vehicle miles have decreased by over 10% since 2006, total passenger miles have increased 3.4% during the same period. This is likely due to efforts by airlines to increase cost efficiency by increasing plane occupancy. While automobile fuel use was affected by efficiency standards, there were no similar policies for air travel. Instead, technological progress and efforts to support profitability have led to reduced carbon intensity in air transportation. Many unprofitable non-stop flights between smaller cities have been eliminated in favor of hub-and-spoke patterns developed by the major airlines, which increased plane loads. In addition, air travel intensity declined as plane occupancy increased to about 80% capacity in 2006 from around 50% in the early 1970s. This created more crowding on aircraft, but led to considerable reduction in fuel consumption. As a result, the carbon intensity of air travel declined by 60% between 1973 and 2006, greatest for any major mode of transportation (Schipper, Saenger, and Sudardshan, 2011). Rail and bus shares of U.S. transportation decreased from just over 7% in 1960 to around 4% in 2008, in terms of passenger miles. This is disconcerting given that the carbon intensities of bus and rail travel are (potentially) significantly lower than both passenger cars and air travel. Rail intensity can vary considerably. Heavily used intercity passenger (Amtrak) or commuter rail lines (Metro North, LIRR) typically have very low energy intensities, well below that of auto or air travel. Unfortunately, only a few large urban transit systems provide energy intensities that are competitive with automobile travel. As a result, North American public transportation service is overall not very energy efficient (energy consumption per passenger-mile). Under current conditions, U.S. transit vehicles consume about the same energy per passenger-mile as cars, although less than vans, light trucks and SUVs (Litman, 2015) . Bus travel, including intercity buses, school buses, and urban buses, has a mixed record. In fact, because buses carried so few passengers, city buses released more CO2 per passenger-mile on average than cars/light trucks during periods in the 1990s. But by 2000, newer, more efficient buses used progressively less fuel/mile, to the point where the intensit of a bus with an average of 9 passengers fell below that of automobiles again. (Steiner Mauzerall, 2006). Efficiency of public transit vehicles is highly dependent on passenger occupancy. A bus with seven passengers is about twice as energy efficient as an average automobile, while a bus with 50 passengers is about ten times as energy efficient. Rail transit tends to be about three times as energy efficient as diesel bus transit. New hybrid buses are about twice as energy efficient as current diesel buses. Chester and Horvath (2008) and Chester, et al. (2013) calculate life cycle energy consumption and pollution emissions for vari ous modes of transportation, including fuel used in their operation, and energy used in vehicle and facility construction and maintenance. While, public transit typically uses less than half the energy of a passenger car and a quarter of the energy of a light truck or SUV, these efficiencies vary significantly with on travel conditions. During peak periods, when occupancy is high, buses are the most energy efficient mode, but during off-peak, when occupancy ise low, buses are least efficient. (Litman, 2015) Although public transit is on average only modestly more energy efficient than automobile travel, and less efficient than some commercially available cars, this reflects the relatively low occupancies of transit vehicles. Transit services with high passenger occupancy rates are relatively energy efficient. Public transit improvements can provide significant energy savings and emission reductions by increasing operation efficiency, reducing traffic congestion, and substituting for automobile travel. Residents of transit-oriented communities tend to drive significantly less than they would in conventional, automobile-oriented locations. Transit improvements support other energy conservation strategies, such as efficient road and parking pricing policies. Without high quality transit such strategies are less effective and less politically acceptable. Current demographic and economic trends are increasing demand for high quality public transit and transit-oriented development (Litman, 20 15). American railroad passenger traffic grew steadily from the late 1800s until the 1920s, when long distance travel shifted to private automobiles and rail travel began a long decline. This decline was interrupted briefly due to gasoline rationing and the suspension of auto production during World War II when railroads were put back into service to transport the great volume of soldiers and war workers. Intercity bus service, which had been very limited before 1940, expanded during this period, as well. After the war, however most rail companies discontinued passenger service entirely. Passenger stations were demolished or abandoned, and railroad cars were taken out of service. In an effort to preserve rail service, Congress created Amtrak in 1970 and provided federal funds to support the new rail system. Commuter lines provided the remaining service. This was followed within a few years with the federal governments deregulation of U.S. airlines. The great increase in air travel that be gan after mid century is projected to continue indefinitely, offering speedy and safe transportation that strain air transit facilities. Bus travel provided a low-cost alternative airplane or train travel and has retained a small but relatively stable niche (Caplow, Hicks and Wattenberg, 2000). The MTA, which is the New York Metropolitan areas transit system, is a noteworthy case study of a large-scale US public transit system. The Metropolitan Transportation Authority is North Americas largest transportation network, providing service for 15.3 million people in 5,000 square miles including New York City, Long Island, southeastern New York State, and Connecticut. MTA subways, buses, and railroads provide 2.73 billion trips each year to New Yorkers, including about one in every three users of mass transit and two-thirds of the rail riders in the U.S. While 15 percent of the nations workers use public transit to get to their jobs, four of every five of New York Citys central business district rush-hour commuters use transit service, most of it operated by the MTA (MTA, 2017). The MTA accounts for 65 percent of all New York City commutes while using just 5 percent of New York Citys total energy consumption (MTA, 2008). The MTA also boasts the largest bus fleet in the U.S. and more subway and rail cars than all the rest of the countrys subways and commuter railroads combined. According to the MTA, ridership on its mass results in a 15 million metric ton net reduction of pollutants, making New York the most carbon-efficient state in the nation (MTA, 2017). New Yorkers consume one quarter as much energy per capita as the average American, largely attributable to the MTA system (MTA, 2008). While the energy and carbon emission efficiencies of the MTA system is impressive, the economy of such an operation poses significant ongoing challenges. Fares and tolls provide 53% of the MTAs $14.6 billion dollar annual operating revenue, but the system relies on taxes and subsidies for the remaining operating funds (MTA, 2015). In addition the agency relies heavily on debt to fund capital projects, with debt payments consuming a growing share of the MTAs annual operating budget, increasing the likelihood of fare increases and, creating an estimated debt service cost of $3.5 billion a year by 2030 (Tri-State Transportation Campaign, 2017). It seems that the inspiring environmental and fuel efficiency gains attributed to a large-scale public transportation system comes with a burdensome cost. Freight accounts for about 26% of all petroleum-based fuels consumed in the U.S. transportation sector. Freight transportation demand is typically measured in tons, ton-miles, and value (dollars) of goods moved by the freight sector. The Federal Highway Administration estimates that 18.5 billion tons of goods worth $16.7 trillion were moved in the United States in 2007, for a total of 5.4 trillion ton-miles of travel (U.S. DOT). Trucks moved about 72% of all freight tonnage, accounting for 42% of all ton-miles and 70% of freight commodity value. Rail accounted for only 11% of tons moved, but 28% of ton-miles and 3.5% of total value, reflecting rails cost effectiveness in hauling heavier, but generally lower-value, commodities, such as coal and grain, over long distances. Excluding international maritime shipments, waterborne transportation accounted for a smaller percentage of tons and ton-miles. Air freight transportation constituted an even smaller share, except when measured by va lue (Grenzeback, Brown, Fischer, Hutson, Lamm, Pei, Vimmerstedt, Vyas, Winebrake, J.J., 2013). Between 1960 and 2008, the share of trucks to almost 42% of ton-miles, while rail fell from 36% of freight in 1960 to 33% in 2008. The share of waterborne freight decreased significantly while air freight grew ten-fold over the entire 48 year period, despite accounting for less than 1% of total freight travel in 2008. Disconcertingly, the modes of travel and freight that consume the most energy per unit grew faster than those that use the least energy. Freight demand is estimated to grow to 27.5 billion tons in 2040 and to nearly 30.2 billion tons in 2050, requiring ever-increasing amounts of energy. In the coming decades, all modes of domestic freight transportation are expected to increase significantly, but truckings share, when measured in both tons and ton-miles, is projected to continue to grow at the expense of rail and waterborne freight (Grenzeback, Brown, Fischer, Hutson, Lamm, Pei, Vimmerstedt, Vyas, Winebrake, J.J., 2013). The cost and volatility of fuel prices in the past decades as well as increasing interest by shippers in decreasing fuel costs and carbon emissions from goods movement have led the motor carrier industry to search for better fuel efficiency. The U.S. Environmental Protection Agencys (EPAs) SmartWay Transport Partnership program works with the shipping and trucking community to reduce fuel use and emissions by promoting cleaner and more efficient engines and transmissions, more aerodynamically clean truck shapes (including nose cones, skirts and gap fairings), idle reduction technologies, low rolling resistant and single-wide tires, lower weight components and aluminum wheels, driver training, and more efficient routing and dispatching (EPA 2011). Railroads spend relatively less than trucks on fuel, due to the economies of scale and fuel savings by hauling very large volumes of freight over long distances. In 2008, railroads consumed approximately 320 Btu per ton-mile, compared to trucking, which used approximately 1,390 Btu per ton-mile. The difference in fuel use is reflected in the generally higher price of trucking services and the generally lower price of rail services, but the services provided by truck and rail also differ substantially in load capacity, routes and destinations served, frequency of service, transit time and reliability of travel time (Grenzeback, Brown, Fischer, Hutson, Lamm, Pei, Vimmerstedt, Vyas, Winebrake, J.J., 2013). Understanding trends in fuel consumption by mode of travel merits an analysis of public investment in transportation and transportation infrastructure. In the U.S., transportation infrastructure is funded primarily by user-related taxes and fees which support construction and maintenance. Congress created the Highway Trust Fund (HTF) in 1956 to provide money for construction and maintenance of the Interstate Highway System. In 1982, the Mass Transit Account (MTA) was created to invest in public transportation systems. Taxes paid by highway users are credited to the HTF and are used solely to pay for highway and mass transit improvements. Currently, a federal excise taxes on gasoline, gasohol, diesel fuel, compressed natural gas, and taxes on heavy trucks and truck tires provide revenue for this fund. Revenue from motor fuel taxes are divided between the Highway Account (HA) and the Mass Transit Account, while all revenues from heavy truck taxes are dedicated to the Highway Account. I n recent years, revenues have totaled $38 billion to $42 billion per year, with about $5 billion for the Mass Transit Account and the rest for the Highway Account. In 2015, Congress passed the $305 billion Fixing Americas Surface Transportation (FAST) Act, a five year plan to increase highway investment from $40 billion per year to $46.4 billion per year and increased public transportation funding from $10.7 billion per year to $12.6 billion per year (The American Road Transportation Builders Association, 2016). There is also a federal Airport and Airways Trust Fund, financed by fees on air travelers and taxes on aviation fuels.which finances airport improvements and the air traffic control system. State governments finance highway construction and maintenance through a variety of primarily user-related taxes and fees including taxes on gasoline and diesel fuel, vehicle registration fees, driver license fees, sales taxes on motor vehicles and heavy trucks, and traffic violation fines (The American Road Transportation Builders Association, 2017). Given the considerable and increasing concern regarding greenhouse gas emissions and global warming, understanding and adapting energy use seems increasingly urgent. The transportation sectors share of energy usage and carbon emissions makes it ripe for such analysis. While improvements in fuel efficiencies in all modes of transport, conservation efforts, and expansion of non-carbon based fuels provide hope for long term sustainability of transportation in the U.S., fundamental underlying factors make significant and meaningful improvement difficult to achieve. A U.S. landscape and infrastructure which was initially designed with an emphasis on rail-based public transportation has shifted over the last century to an auto-based transportation system. The Northeast United States is littered with bike paths that used to carry an extensive rail network that has been largely abandoned. Remaining public transit systems such those run by the Metropolitan Transit Authority have provided exte nsive, well utilized bus and subway service, and salvaged right of way remnants to recover rail for commuter service that is also heavily utilized. Unfortunately, high operating and capital costs combined with a dependence upon public funds make them difficult to sustain, particularly during periods of economic difficulty. Whats more, the cost of maintaining the nations extensive highway, road, and bridge infrastructure is becoming increasingly burdensome, crowding out funding for public transit systems. Similarly, shifts in freight transport modes to more carbon-intensive forms such as heavy trucking, and the rapid expansion of air travel over the last 60 years have led to an increase in fuel usage and carbon emissions in trends that are difficult to reverse. And while the introduction of CAFE requirements for autos and trucks have improved efficiency, increases in vehicle and passenger miles and vehicle weights have limited these benefits. The Energy Independence and Security Act of 2007 promises a future fleet of significantly more efficient cars and trucks by 2020, but this gain could be abandoned by the current Congress and President. Despite great advances in technology and awareness, sustainable transportation in the U.S. will require greater initiative on the part of the public and government. Until that occurs, transportation sustainability will remain elusive. References American Road Transportation Builders Association Fixing Americas Surface Transportation Act A Comprehensive Analysis 2016 http://www.artba.org/wp-content/uploads/2014/03/FASTAct_Publication.pdf Ben Steiner Professor Denise L. Mauzerall. Achieving Vehicle Fuel Efficiency: The CAFE Standards and Beyond May 10, 2006 Brownstone, David, and Thomas F. Golob. The Impact of Residential Density on Vehicle Usage and Energy Consumption Journal of Urban Economics, 2008 EPA. 2011. EPA and NHTSA Adopt First-Ever Program to Reduce Greenhouse Gas Emissions and Improve Fuel Efficiency of Medium-and Heavy-Duty Vehicles. EPA-420-F-11-031. Washington, DC: Grenzeback, L.R.; Brown, A.; Fischer, M.J.; Hutson, N.; Lamm, C.R.; Pei, Y.L.; Vimmerstedt, L.; Vyas, A.D.; Winebrake, J.J. (March 2013). Freight Transportation Demand: Energy-Efficient Scenarios for a Low-Carbon Future. Transportation Energy Futures Series. Prepared by Cambridge Systematics, Inc., and the National Renewable Energy Laboratory (Golden, CO) for the U.S. Department of Energy, Washington, DC. DOE/GO-102013-3711. 82 pp. Jay Young Infrastructure: Mass Transit in 19th- and 20th-Century Urban America Subject: 20th Century: Pre-1945, 20th Century: Post-1945, Urban History, History of Science and Technology Online Publication Date: Mar 2015 DOI: 10.1093/acrefore/9780199329175.013.28 PRINTED FROM the OXFORD RESEARCH ENCYCLOPEDIA, AMERICAN HISTORY (americanhistory.oxfordre.com). Oxford University Press USA, 2016. Kahn, M. E., 2000. The Environmental Impact of Suburbanization. Journal of Policy Analysis and Management 19, 569-586. Lee Schipper, Calanit Saenger, and Anant Sudardshan. Transport and Carbon Emissions in the United States: The Long View. Energies 2011, 4, 563-581; doi:10.3390/en4040563 Marilyn A. Brown, Frank Southworth, Andrea Sarzynski Shrinking The Carbon Footprint Of Metropolitan America. Metropolitan Policy Program at Brookings, May 2008 Metropolitan Transportation Authority. Greening Mass Transit Metro Regions: The Final Report of the Blue Ribbon Commission on Sustainability and the MTA, 2008 http://web.mta.info/sustainability/pdf/SustRptFinal.pdf Metropolitan Transportation Authority Adopted Budget February Financial Plan 2015 2018, 2015 http://web.mta.info/mta/budget/pdf/ Metropolitan Transportation Authority 2017 http://web.mta.info/mta/network.htm Mikhail Chester and Arpad Horvath (2008), Environmental Life-cycle Assessment of Passenger Transportation: A Detailed Methodology for Energy, Greenhouse Gas and Criteria Pollutant Inventories of Automobiles, Buses, Light Rail, Heavy Rail and Air v.2, UC Berkeley Center for Future Urban Transport, Mikhail Chester, Stephanie Pincetl, Zoe Elizabeth, William Eisenstein and Juan Matute (2013), Infrastructure And Automobile Shifts: Positioning Transit To Reduce Life-Cycle Environmental Impacts For Urban Sustainability Goals, Environmental Research Letters, Vol. 8, pp. (2013) National Highway Traffic Safety Administration. CAFE Overview. http://www.nhtsa.dot.gov/cars/rules/cafe/overview.htm, 2006. The American Road Transportation Builders Association (ARTBA) 2017 http://www.artba.org/ Theodore Caplow, Louis Hicks and Ben J. Wattenberg, The First Measured Century: An Illustrated Guide to Trends in America, 1900-2000, American Enterprise Institute Press, 2000, 2000 Todd Litman. Evaluating Public Transit As An Energy Conservation and Emission Reduction Strategy 17 April 2015 Victoria Transport Policy Institute Tri-State Transportation Campaign, Transportation 101: Whats up with the MTA? 2017 http://www.tstc.org/101/mta.php Union of Concerned Scientists, A Brief History of U.S. Fuel Efficiency Standards, 2017 http://www.ucsusa.org/clean-vehicles/fuel-efficiency/fuel-economy U.S. Department of Energy. Transportation Energy Data Book, Table 2.5, 2014. U.S. Department of Transportation, Federal Transit Administration, National Transit Database, http://www.ntdprogram.gov/ntdprogram/data.htm Apr. 26, 2016. US Energy Information Administration. Monthly Energy Review, April 2016

Silent Epidemic :: essays research papers

  Ã‚  Ã‚  Ã‚  Ã‚  Ã¢â‚¬Å"I wish I’d die right then† this was â€Å"Laetitia† reaction when she found out she was infected with HIV. (Breaking 36) Imagine living in a home in Africa, with 10 other people including yourself, then finding out that two of them live with one of the worst epidemics ever AIDS! What can the residents of Africa do to stop it? Is there a possibility that it could be stopped? Scientist have a number of theories about this epidemic, but recent news show that AIDS is not as silent as predicted. Where does the virus come from? Who is involved in this epidemic? Who are the most affected? Answer is the residents of the continent of Africa.   Ã‚  Ã‚  Ã‚  Ã‚  Ã¢â‚¬Å"AIDS epidemic may be just one of the latest of sexual Mammalian cross-species viral transfer, triggers by the techniques of virology developed in the 20th century, which subsequently spread out of control in the new host species. Which there was a missing link too.† (Breaking N.P.) According to most scientist it has been said that AIDS first appeared in Mid-Africa in 1959, in Leopoloville, The Bulling Congo, and Kinshasa, Africa. It does suppose to have come from a â€Å"single common ancestor†. What is meant is that it might have come from a vaccine that the United States secret military service was trying to create for polio. (Curtis 54)   Ã‚  Ã‚  Ã‚  Ã‚  The U.S. hired a naturalized American polio researcher from Switzerland named Hilary Koprowsky. Dr. Koprowsky traveled to the epicenter of the epidemic ¾Belgian Congo, Rwanda and Burundi. Dr. Koprowsky believed that by contracting liquid from chimps, or monkeys it would avoid the contamination of polio. Reason for that is because he would do test among the apes, and they would be immune to it. He then first tried the vaccine on children who where suppose to be â€Å"mentally deficient†. Then several African citizens would volunteer to be vaccinated for money. Four years later Dr. Koprowsky warned congress that it could be dangerous, and that the experiments should be stopped. Between 1957-60, a missing link was found in chimps from Gallo. Monkeys, and it’s kingdom have a virus similar, therefore if it is transfer to human, it turns into Human Immune Deficiency Virus (HIV), after a period of 7-10 years or less it turns on to AIDS. This led to find out that AIDS virus would eventually turn up on humans.   Ã‚  Ã‚  Ã‚  Ã‚  There are several tribes all over Africa. Silent Epidemic :: essays research papers   Ã‚  Ã‚  Ã‚  Ã‚  Ã¢â‚¬Å"I wish I’d die right then† this was â€Å"Laetitia† reaction when she found out she was infected with HIV. (Breaking 36) Imagine living in a home in Africa, with 10 other people including yourself, then finding out that two of them live with one of the worst epidemics ever AIDS! What can the residents of Africa do to stop it? Is there a possibility that it could be stopped? Scientist have a number of theories about this epidemic, but recent news show that AIDS is not as silent as predicted. Where does the virus come from? Who is involved in this epidemic? Who are the most affected? Answer is the residents of the continent of Africa.   Ã‚  Ã‚  Ã‚  Ã‚  Ã¢â‚¬Å"AIDS epidemic may be just one of the latest of sexual Mammalian cross-species viral transfer, triggers by the techniques of virology developed in the 20th century, which subsequently spread out of control in the new host species. Which there was a missing link too.† (Breaking N.P.) According to most scientist it has been said that AIDS first appeared in Mid-Africa in 1959, in Leopoloville, The Bulling Congo, and Kinshasa, Africa. It does suppose to have come from a â€Å"single common ancestor†. What is meant is that it might have come from a vaccine that the United States secret military service was trying to create for polio. (Curtis 54)   Ã‚  Ã‚  Ã‚  Ã‚  The U.S. hired a naturalized American polio researcher from Switzerland named Hilary Koprowsky. Dr. Koprowsky traveled to the epicenter of the epidemic ¾Belgian Congo, Rwanda and Burundi. Dr. Koprowsky believed that by contracting liquid from chimps, or monkeys it would avoid the contamination of polio. Reason for that is because he would do test among the apes, and they would be immune to it. He then first tried the vaccine on children who where suppose to be â€Å"mentally deficient†. Then several African citizens would volunteer to be vaccinated for money. Four years later Dr. Koprowsky warned congress that it could be dangerous, and that the experiments should be stopped. Between 1957-60, a missing link was found in chimps from Gallo. Monkeys, and it’s kingdom have a virus similar, therefore if it is transfer to human, it turns into Human Immune Deficiency Virus (HIV), after a period of 7-10 years or less it turns on to AIDS. This led to find out that AIDS virus would eventually turn up on humans.   Ã‚  Ã‚  Ã‚  Ã‚  There are several tribes all over Africa.

Computers Are an Important Part of Most People’s Everyday Lives Essay

Do you agree or disagree with the following statement? Nowadays, computers are an important part of most people’s everyday lives. This change has improved the way people live. By advances in the technology, especially invention of computers, human beings can do their works much easier than the past. They have improved the way of our lives (life) dramatically. The number of advantages that computers can bring us is very much so that its disadvantages can be ignored (Advantages of using computers are so much that disadvantages could be ignored). Cases such as save (saving) time or facilitate (facilitating) job and affairs and improve(ing) our communications are my reasons which will be illustrated in details as following. To begin with, by using of computers we can save the time (more time). In todays’ community, it is told that time is money. With the huge advancements in technology, people’s life has more (become) complicated as it seems. Each of us hasn’t enough time to do all works on time (No one has enough time to do everything on time). The advent of computers in our lives(life), we can save time and do a big part of works more efficiently. For example, instead of going to shop and buying cloths, I (you) can buy it from my home by going to its website and even I (you) have this chance to see which cloth is the top-selling. (or) As an another example, I(you) can choose my (you) favorite five-star restaurant or hotel a couple of weeks before my(your) trip to a certain place. hat shows that I can better manage my affairs(It shows that people can better manage their life and schedule everything). The last example is that I even can control my home or personal room by using of my workplace’s computer (The last example is that home or personal room can be controlled or and monitored by using of a computer in workplace). These examples show computers have revolutionized our lifestyle. The last but not the least, computers improved our social behaviors. For the very first time in the history, Social networks and websites have given this opportunity to people to find friends and know people they never met before. Nowadays, there are a few internet-organizations by which we can find our future wife. It shows that computers even affect our lives (life) emotionally. To take these into consideration, I can confidently draw the conclusion that there are a lot of advantages which computers donate us such as finding new friends or saving the valuable time so that its drawbacks can be ignored.

What Was More Important In Choosing A Successor Religion

Although, source B and D have evidence that religion as still a slight factor that was taken into consideration. Source B is a historians summary of the events surrounding Lady Jane Grey brief reign. It begins to state how towards the end of Edwards reign he and Northumberland were very aware that his successor would be his catholic sister, Mary. They planned to alter the succession in order to ‘secure Protestantism. ‘ This part of the source clearly shows how determined Edward and Northumberland were at keeping the protestant rule over England.This is because they had spent Edwards rule converting the country to Protestantism and building up power under this religion and if this were then to be changed to Catholicism then the main concern would be the loss of power for some, including Northumberland. In a way, the reason religion was being considered over legitimacy is because Northumberland had convinced Edward to do so. There is no hiding the fact that Edward would do most things that Northumberland would tell him to so what would stop him from altering the succession act if that is what Northumberland wanted.If Protestantism were to continue as the ruling religion then Northumberland loud be able to keep his position of power and if this religion were to be continued with the rule of Lady Jane Grey then Northumberland powers would have increased due to the fact that his son was married to Jane Grey. Whereas in the second half of the source it says how Mary was decided as successor and done by the power of her legitimacy. She was crowned successor because she made it so there was ‘a much wider appeal to legitimacy and a careful avoidance of religious issues. People appealed because she avoided religion, showing that is was not an influential aspect cause people didn't have a great concern towards her being a catholic, and because she based her appeal on the fact that she was legitimate because her father was Henry VIII, the people cared mor e for the relationship of royal blood. The fact that this source is written by a historian is beneficial to the comparison Of which was more important, religion or legitimacy, because he's able to give a over view of the events without the influence of any bias compared to if the source were to be written by someone of the time.Overall this source shows how although religion may on been put into consideration ND may of been really important to others, it doesn't stop that legitimacy became the final decider of who would be successor; going against that ‘in 1 542 and 1 558 religion was more important consideration then legitimacy in settling the succession to the crown. ‘ Source D is also showing how both religion and legitimacy were used to decide a successor. Source D is written by a servant of the king of Spain from the courts deciding on the arrangements for Mays successor.Although it's written by a slave I doubt there would be much bias because he is a servant of the King of Spain who as no interest in the succession and the fact that he will not gain anything from this due to the arrangements in his and Mar's marriage contract. The source begins by saying how the Privy Council had to persuade Mary to agree to Elizabeth as her successor because Mary did not want this to be the case seeing as Mary had converted England to Catholicism after Edwards rule as a protestant and now another protestant would be placed in rule causing her efforts to become meaningless.However, she did agree but with the terms that Elizabeth will: ‘maintain the Old religion as the Queen had restored it; and he other that she will pay the Queen's debts. ‘ Therefore, Elizabeth is chosen as successor completely due to the fact that she has the highest standing of legitimacy but Mary does not want her efforts as Queen to be over looked and disregarded which is why she wishes for Catholicism to be maintained. This agreement is carried out even though Mary knows tha t Elizabeth is most likely to break those promises which show that all Mary truly cares about is legitimacy.As long as the Tudor blood line continues in power, religion does not alter the choice of successor. Again, religion may be considered and important to some yet the decision of successor will always depend on their legitimacy because that's what everyone knows truly counts. Both of sources B and D show how religion may of been important to certain individuals but legitimacy would always over rule. The power of legitimacy is shown within sources A and C; Source A is from the third succession act written by Henry VIII with the permission of the Privy Council.It states how after Henry and Edwards death, then the thrown should pass to Mary and her heirs, then onto Elizabeth and her heirs if Mary were to die without any children. Religion is not mention once within this source because Henrys main concern was to provide the thrown with Tudor successors for years to come. We can tell that religion plays no part with Henry because he willing left the Catholic Church and created the Church of England just so he would be able to have control and grant himself a divorce from his first wife and another to come.His many wives also show his determination to provide heirs to the throne because he had 6 wives in order to create a son who would rule England after his death. Henry was so committed to making sure that the throne would continue with the Tudor name. Also due to this act being passed with the permission of the Privy Council shows that they too do not care about the religion someone has, as long as they fit the part of being ruler of England. No mention of religion and no concern towards what the future successors religious preference may be, the only thing that matters is who will be in control of England in the future.Now for the third time its going against the original statement. Source C is also going against religion being more important than astigmatic. It is a response to Marry letters claiming her right to the throne. The Privy Council are telling Mary that it is Jane Grey who is the rightful successor to the throne due to letters Edward wrote before his death and that due to the divorce of her mother and Henry VIII it causes Mary to be illegitimate.Legitimacy is used within this source to strengthen the position of Lady Jane Grey and weaken the position of Mary. They use it to say that Jane Grey is clearly the right successor because she has a relation to Henry VIII, yet even though Mary is his daughter they choose to disregard her because of a succession act that called her illegitimate even though later on that succession act was over thrown by the third succession act.Even though religion isn't mentioned we know that this response has been written because Edward was desperate to have a protestant as his SUccessor which is why so much weight is put on Edwards ‘Great seal of England. ‘ The PRI,y Council know they h ave a very slim chance at making Jane Grey successor over Mary' but they were willing to try. Yet in the sense of this source it heavily relies on legitimacy, even though Jane Grey isn't the true person to be next in line. The Privy Council have an agenda and purpose that they are trying very hard to fulfill.However, we know that they actually failed to place Lady Jane Grey as the rightful ruler of England because Mary was able to gain the support of the people who believed and knew she was the rightful successor due to her father being Henry VIII and Lady Jane Grey only being a cousin. This source shows how true legitimacy is much more powerful than the word of an existing King. Over all, there is without a doubt that between 1542 and 1 558 elision was not more of an important consideration over legitimacy when it came to choosing a successor.