Malcolm X Analysis Essays - English-language Films, Malcolm X

Malcolm X Analysis Frederick 1 ?[Malcolm X] has become a divided metaphor: for those who love him, he is a powerful lens of self-perception, a means of sharply focusing political and racial priorities; for those that loathe him he is a distorted mirror that reflects violence and hatred? (Dyson, 45). Depending on who listen to you can here many different versions of who Malcolm X was. Some call him a visionary who changed many people's views while others may call him a racist and violent hate-monger. Malcolm X is indeed no ordinary revolutionary figure. He was the anti-thesis of Gandhi or Martin Luther King Jr. non-violent ideologies yet strived to achieve the same goals as them. He wanted equality for his people and an end to the oppression that African Americans faced. ?He was the ideological leader for black radicalism including black religion (spirituality and morality), black nationalism (institution building and collective action), Panafricanism (identity and internationalism), and socialism (freedom/justice/ equality and anti-imperialism) (Website).? His accomplishments are best understood when analyzing the different periods in his life. Malcolm X went through many phases in his life. He had said, My whole life has been a chronology of changes (Website). There were three main stages in his life. As Malcolm Little, he was a drug addict and a criminal. As Malcolm X, he had transformed from a petty thief to a prominent priest for the Nation of Islam. He taught radical views on solving the racial problems in America. As Malik El- Shabazz, he had transformed from preaching segregation to preaching racial unity and equality. If someone were to hear the beliefs of Malcolm X and hear the beliefs Frederick 2 of Malcolm as Malik El-Shabazz, they might believe that Malcolm and Malik were two entirely different people, with drastically opposing views. Perhaps what made Malik El- Shabazz so great was that bettered himself by acknowledging his mistakes, learning from them, and was committed to teaching the lessons of his mistakes to others, so others could better themselves. Malcolm Little did little in his life that is noteworthy. Little spent his early twenties as a common criminal. Petty thievery and con artistry were two of his trades. With his hair ?conked? and sporting a zoot suit he went by the nickname of ?Detroit Red?. Not being able to get a decent job, Malcolm had to become a hustler to earn enough money for his excessive life style. He became selfish and lost all his scruples. He did not fear any other people or death and used every kind of drugs. Malcolm said ?there were three things to be afraid of: a job, a bust and jail; but I realized I was scared of nothing. I was an animal.? (X) Little's criminal activity and lackadaisical attitude could be attributed to his childhood. As a child he witnessed racism that killed his father and drove his mother into the insane asylum. As a child, Malcolm was at the top of his class. He informed his white teacher of his aspirations of being a lawyer. ?You're a nigger and a lawyer is not a realistic goal for a nigger? said Malcolm's teacher. (X) According to Bruce Perry, his bad childhood was a factor that ?contributed to the mature Malcolm's contorted leadership style. (Dyson 49) Frederick 3 Although he hated the whites, he felt inferior and wanted to be like them. Because of this he straightened his hair and had a white girlfriend. Malcolm wound up in jail on burglary charges, and soon began to reflect on himself. ?Our crime wasn't burglary, it was sleeping with white girls? said Malcolm of his jail term. (X) Malcolm Little had his first religious enlightenment while in prison. He studied the teachings of the Nation of Islam and its leader Elijah Mohamed. This is the point in his life in which I believe he became political. After discovering his new religion he seemed to wake up and tap his unlimited potential for persuasion and oration. He began to realize that it wasn't his fault that he was in prison, but it was the social order of the United States that indirectly landed him in jail. ?Cats who may have probed space or cured cancer . . .

How does Amy Tan link her first four stories in Joy Luck C essays

How does Amy Tan link her first four stories in Joy Luck C essays How does Amy Tan link her first four stories in Joy Luck Club? The author Amy Tan wrote Joy Luck Club the novel. In the novel, Amy Tan attempts to link the first four chapters, Joy Luck Club, Scar, The Red Candle and The Moon Lady together. Amy Tan based on the framework of the first chapter Joy Luck Club which was based on the Jing-mei Woo to create a connection on the other three protagonists. She linked the three chapters under the aspects of the structure of the writing, the similarities of the protagonists and the themes she stated in the novel under the main factor of Chinese beliefs and tradition. Amy Tan organises the structure of Joy Luck Club by constructing it as a structural device. Before she begun her story, she wrote a parable which gave the readers some hints about her story. This parable explains briefly what the story is mainly about. In the parable Amy Tan links the four stories by focusing on the mother and daughter relationship which is found in the four chapters. This is noticeable in the phrase In America Ive a daughter just like me. It also tells the readers that the stories involve places in China and America from the parable. This could be spotted in the phrase many years ago in Shanghai stretching its neck toward America. The parable also stated the thoughts of the four mothers in the story which is changing the lifestyles of their next generation. Amy Tan showed this with the phrase I will make her speak perfect American English. In each of the four stories, the protagonists tell their story in the Joy Luck Club within the Mah-jong table. Although Am y Tan aims to tell the story to us as readers, the protagonists are actually telling the story to the daughters too. This is to let the daughters know more about their mother. Amy Tan writes the four stories mainly using the format of first person...

Lap Dance Feature News Story Prompt Assignment Example | Topics and Well Written Essays - 500 words

Lap Dance Feature News Story Prompt - Assignment Example All 11 members of council were in agreement with the ordinance while only 8 votes were required for the approval of the ordinance. One of the main conditions of the ordinance is that there has to be no touching between the entertainers and patrons in any kind of business in Redondo Beach. It also requires a 6-foot separation between the patrons and entertainers, along the performance stage to be at least 18 inches high and a rail of at least 30 inches high. Adult entertainment industry will be greatly affected by this ordinance. It includes establishments such as strip clubs, gentlemen’s clubs, adult clubs, bikini bars, nudie bars, topless bars, adult cabaret bars and others. An entertainer in the ordinance mainly refers to dancers, both men and women. Activities such as lap dancing, tucking bills in G-strings, etc will become illegal as a result of the ordinance. Mary Macy (40) said, â€Å"Adult entertainment businesses are blight to any neighbourhood. They attract a variety of criminal activity, including prostitution and drug use. The proliferation of these businesses is destroying neighbourhoods across the city.† Tonis Zaslow (35) supported Mary Macy by arguing that the quality of life needs to be safeguarded. He said â€Å"Redondo’s reputation as a wide-open city needs to end. We can and will restore the quality of life that needs to be restored. It’s time to make a stand. This is just good government.† On the adult entertainment industry which contributes $150 million annually to the economy came out very strongly against the ordinance. Ken Majors (51), owner of Peppermint Giraffe Gentlemen’s Club said that â€Å"We’ll beat this. They tried to do this in two other California cities and the voters threw it out just like that. We’ll get the 30,000 signatures in two weeks. I know it. Want to sign the petition? We’re having a party to gather signatures. Come and bring your friends.† The

Of all the lies out there, the one that corporate executives pay is Essay

Of all the lies out there, the one that corporate executives pay is linked to the performance of their companies takes the prize. Discuss this in relation to - Essay Example For the business to be viable, it has to turn out products or services that are profitably sold to meet the needs of customers. The principals in turn may (or may not) hire managers to run the business and generate the expected profits. These hired managers (agents or executives as they are now called because they carry out or execute the plans of principals) have their own interests, the main of which is to receive adequate levels of compensation or pay to convince them to work for the principal and in such a work environment. Principals and agents therefore each have their own interests. While principals want the highest return for funds invested, agents want the highest pay they can get for their work. Their interests converge in a common desire to keep the business viable so that both continue to enjoy the rewards of their work. It is therefore to their advantage to align their respective self-interests and desires. In practice, however, this has not always been the case, as shown by events in early 20th century America when agents (managers) of railroad companies got paid well even as they mismanaged their companies, resulting in principals suffering heavy losses on their investments. Recent examples (Enron and WorldCom) show this to be still a problem. The study of thThe study of the relationship between principals (owners represented by the board of directors) and agents (managers or executives) was pioneered by Berle and Means (1932), who pointed out that the interests of the owner and the manager may diverge because of the separation of ownership and control and the absence of a system of checks and balances in the exercise of power within the organization. Unlike in a business where the owner is also the manager who works to earn the maximum profit under acceptable levels of risk, Berle and Means concluded that hired managers if these are not the same as owners tend to work with the limited aim of running the company only for their (the agent's) own profit. The experiences of modern business corporations in the last century contain numerous examples of divergence between the interests of agents and principals, with disastrous results (mainly to the principals). This led to debates by economics and finance academics as to whether an ideal ownership structure exists that would prevent the failure of a business. This issue touches the core of why businesses exist in the first place, which is to maximize profits for its owners' investments, and attempts to explain a related set of problems: why and how firms previously managed successfully by their owners eventually fail when under hired managers. Economists used to assume without question that everyone - owners, managers, employees, and lenders - act together for the good of the firm because "each one is bound by formal and informal contracts to ensure that shareholder value is maximized" (Brealey and Myers 991). After all, biting the hand that feeds them would seem unwise and against common sense for intelligent managers to do, but through the years this continued to happen as well-paid managers continue to

Speed control of DC and AC machines Lab Report Example | Topics and Well Written Essays - 2500 words

Speed control of DC and AC machines - Lab Report Example Steady-state conditions are to be used in the case where the DC motor needs to be excited separately. Loading conditions should be varied and tested. The rectifiers available include the single-phase half controlled bridge rectifier containing a flywheel diode. Cases of firing angle in the setup that is used above ought to be set to a fixed value. Voltage and resistance variation affect characteristics of the armature while flux regarding the pole affects magnetic properties of the motor. It sets the base for the speed control methods as armature control method and the field control methods. Resistance variation is achieved via connecting an external resistance with the voltage supply to the motor armature. Losses being negligible are ignored. Alternatively speed control can be achieved by a rheostat resistance in series with the armature of the motor. Magnetic properties of the motor can be varied using a field diverter method. Armature control method has superiority compared to the other methods because it has the abilities to offer fine control of the motor speed, a unified acceleration, and the regulation properties accompanying speed control are superior. On the contrary, the method requires standardized patterns that increases the cost and delivers low efficiency when carrying lighter loads. The circuit, as stated above, is made up of controlled and the uncontrolled rectifiers. Diode as components of the design and the freewheeling operations occurs regardless of allowing a negative voltage output. Clamping at zero does not guarantee the rectification of negative voltage hence a half controlled. The positive voltage levels are made use via the rectifier while the negative voltages are cut-off hence unnecessary. The setup is composed of diodes and the SCRs. With Vin being positive, triggering of SCR S1 occurs at the firing angle determined and denoted as a. current flow will begin from SCR S1 and then flow through

Travel Time Reliability Analysis

Travel Time Reliability Analysis CHAPTER TWO Literature Review 2.1 Introduction Lyman (2007) states that travel time reliability is vital measure of congestion and can serve as benchmark for prioritizing improvements into a city transportation system. This research start with a literature review of travel time reliability and its worth as a congestion measure. Travel time reliability can be denoted as the probability of successfully completing a trip within specified time interval (Iida, 1999). Therefore, the increase of travel time will lead to the unreliability and variability of travel time (Recker et al., 2005). The better understanding of travel time reliability and variability might assist transport planner to select proper transport policy in conjunction with reduction congestion problems as well as lessening the impact of different type of incidents (Recker et al., 2005). It can be said that, the more reliable the transportation system, the more stable is the performance. In addition, lower travel time fluctuation also contributes to less fuel consumption as well as less emissions due to a reduced amount of acceleration and deceleration by vehicles (Vlieger et al., 2000). Moreover, from a transport users point of view, more reliable travel times mean more predictable journey times and improved activity schedules. In accordance with just in time services, reliable travel time will significantly increase the freight industrys performances to deliver goods (Recker et al., 2005). As travel time reliability considers the distribution of travel time probability and its variation at road network, the higher travel time variance the lower travel time reliability (Nicholson et al., 2003). It can be also said that under ideal conditions travel time reliability would have a variance equal to zero. Indeed, the increase of its variance will therefore significantly reduce its reliability. However, the relationship between travel time variance and its reliability is not linear, so that, it cannot be generally accepted that a double of travel time variance will lead to a half of its reliability. To conclude, the greater travel time fluctuations will have significant impacts on transport network reliability. According to different purposes of travel time reliability study, there are several travel time reliability surveys. By comparing different aspect of the travel time study and by considering the complexity of data collection as well the data analysis, Lomax et al. (2003) has reviewed the suitable assessment of travel time reliability. Based on the scope and the limitation of each method this work suggested the different study in terms of measurement travel time variability and travel time reliability. The analysis of the archive traffic data is not proper in measuring the travel time reliability due to the lack of data constant and the lack of other attribute related with the traffic condition. However, the data is easy to obtain. In addition, the micro simulation techniques have been used extensively, however according to Lin et al (2005) there are some deficiencies in travel time micro simulation modeling in terms of the high need for data calibration. In order to gain real life traffic conditions, some travel time reliability research used the probe vehicle methods. Since this method requires ext ensive labour and only covers some of the study area or some of the road segments, it cannot be applied in terms of assessing the travel time reliability on large road networks. Indeed, Lomax et al also recommended some reliability measurements by examining the reliability and variability percentage (e.g., 5%, 10% and 15%). Those approaches take into account the effect of irregular conditions in the forms of the amount of extra time that must be allowed for travelers. The first measurement is the percent variation which expresses the relationship between the amount of variation and the average travel time in a percentage measure. The second is the misery index that calculates the amount of time exceeded the average slowest time by subtracting the average travel time with the upper 10%, 15% and 20% of average travel rates and the last is travel time buffer which add the extra travel time of 95% trips in order to arrive on time. In addition, since reliable travel time is the key indicator of users route choice there are many recent research works which investigated the travelers behaviour under unreliable travel time. According to travelers behavior in route choice survey, the greater the variance of travel time of selected links the less attractive it is (Tannabe et al., 2007). Additionally, Bogers and Lint (2007) investigated traveler behavior on three different road types in The Netherlands under uncertainty conditions, as well as the impact of providing traveller information on route choice. They conclude that providing traveler information has significant impact on effecting travelers decision, in addition, based on travelers experience they will choose the route with minimal travel time variance. It means that the routes that have high travel time reliability are not attractive for users. Indeed, according to Lomax et als review that the best alternative to measure the travel time variability and route choicer behaviour under uncertainty condition is by using probe vehicles. Though this method was highly labourious and expensive, it is more realistic (Lomax et al., 2003). Then Tannabe et al (2007) undertook an integrated GPS and web diary in Nara, Japan. This study found that travelers might change their route to reduce the uncertainty in travel time. In addition, there was a positive correlation between coefficients of variation (CV) of the commuting routes. It is found that the appropriate functional hierarchy of road may be disturbed by the uncertainty of travel time. These findings suggest that a reliability index of travel time is very useful and important for evaluating both actual level of service (LOS) and functional hierarchy of road network. Recent travel time reliability research investigated the relationship between the traveler behavior and their response to the provision of travel information system while they experience high travel time variability. Asakura (1999) concluded that the Stochastic User Equilibrium model can generate the user route choice behavior based on the different levels of information provision. This study analyzed two different groups, the first group being the well informed users and the second the uninformed users. He concluded that providing better information can improve the transportation network reliability. In order to find out the different perspectives of travel time reliability for different persons with different purposes, Lo et al (2006) studied the notion of the travel time budget, in which each traveler seeks to minimize their own individual travel time budget (the amount of time that the individual is prepared to devote to travelling), which means the total travel time of the individual should not exceed their allocation of time to travel. To evaluate the link between the presence of ramps on motorways and travel time reliability, recent reliability network research has been undertaken in The Netherlands. Th is study analyzed whether the geometry of road network also affected the travel time reliability (Tu et al., 2007) by investigating the presence of ramps on six major. This study concluded that the presence of ramps in the road network has reduced the travel time reliability. Since road network reliability considers the probability of transportation system failures in how to meet performance parameters such as reasonable travel time and travel cost, level of service and the probability of connectivity of the transport network and lack of measuring the consequences of link failure to the community, the concept of road network vulnerability might be an alternative way to fill some of road network reliability deficiency, particularly in assessing the adverse socio-economic impact to community (Taylor et al. 2006). ROAD NETWORK VULNERABILITY Due to the potential socio-economic cost of degraded transport network to community, the concept of road vulnerability has been developed by researchers under transport network reliability umbrella. The definition of vulnerability has not yet been generally agreed. Several authors notion of the vulnerability focused on the negative events that significantly reduced the road network performance. Berdica (2002) defined the vulnerability as a susceptibility to incident that can result in a considerable in road network serviceability. The link /route/road serviceability described the possibility to use that link/route/road during a given period of time. Furthermore, since accessibility depend on the quality of the function of the transportation system, this concept relate to the adverse of the vulnerability in terms of reducing accessibility that occurs because of the different reasons. As the idea of network vulnerability relates to the consequences of link failure and the potential for adverse socio- economic impacts on the community (Taylor et al., 2006, Jenelius, 2007a), thus vulnerability can be defined in the following terms: 1. A node is vulnerable if loss (or substantial degradation) of a small number of links significantly diminishes the accessibility of the node, as measured by standard index of accessibility. 2. A network link is critical if loss (or substantial degradation) of the links significantly diminishes the accessibility of the network or of particular nodes, as measured by standard index of accessibility. Therefore, it can be concluded that road vulnerability assesses the weakness of road network to incidents as well as adverse impacts of the degraded road network serviceability on the community. In relation with the road network vulnerability definition which focuses on two different aspects; selecting critical road network elements and consequences of measurements, Jenelius (2007a) has identified that road network vulnerability assessment can be distinguished into two stages. The first stage is to select a critical link by identifying the road network likelihood and by quick scanning of wide road transport and the second one is measuring the consequences of link disruption to community. Based on previous works, different approach has been applied in order to scan wide road network. Jenelius et al ( et al., 2006) selected particular major arterial road which connect the district at the Northern Sweden to be the worst case scenario and selected road links randomly as the average case scenarios. Scott et al (2006) has also introduced topology index and the relation between capacity and volume then select the critical link. Indeed, Jenelius (2007a) has suggested that conducting comprehensive assessment of road network will be helpful for identifying roads that are probably affected by the traffic accident, flood and landslides. Berdica et al (2003) undertake a comprehensive study in order to test 3 types of software to mode l road network interruptions. This study simulated the short duration of incidents on University of Canterbury networks by using SATURN, TRACKS and Paramics. They modelled a total block of one link on the small network then run the model at the macroscopic level by using TRACKS, at mesoscopic level by using SATURN and at the microscopic level by using Paramics. Based on the simulation, the different packages gave different result in terms of their responsiveness to model the short incidents, for instance, Paramics might be considered as a suitable software package for short duration incidents because it is more responsive than other softwares. SATURN which is more detail in its formulation than TRACKS has less responsiveness than TRACKS. Given the lack of generally recognized measurement of road vulnerability, it has been common practice to consider measures such as the increase of the generalized travel cost, the changes of the accessibility index or the link volume/capacity ratio when one or more links were closed or degraded as road vulnerability measurement. Taylor et al (2006) studied the network vulnerability at the level of Australian national road network and the socio economic impact of degradable links in order to identify critical links within the road network, by using three different accessibility approaches. The study introduced the three indices for vulnerability. The first method was the measurement of the change of the generalized travel cost between the full network and the degraded one. This method has concluded that by degrading one particular link the generalized travel cost will increase, and then the links which gave the highest travel cost was determined as the most important link. The second method used the changes of the Hansen integral accessibility index (Hansen, 1959) in order to seek the critical links. It was assumed that the larger the changes were after cutting one link, the more critical that link was on the basis of the adver se socio-economic impacts on the community. The last approach considered the changes of the Accessibility/Remoteness index of Australia (DHAC, 2001). This method was similar to the second method which sought the critical link depending on the difference between the ARIA indices in the full network and the ARIA indices in degraded network. Moreover, Taylor et al (2006) also studied the application of the third approach at the regional level in the state of Western Australia. This study concluded that removing a link gave different impacts for the cities, for example, by cutting one link, the impacts on the several cities were only local, in contrast, other cities where they were available similarly alternative road performance did not give significant changes of the ARIA indices. Due to the importance of a particular link within the wide road network, Jenelius et al (2006) introduced a similar approach to Taylor et al (2006). They studied the link importance and the site exposure by measuring the increase in generalized travel cost in the road network of the Northern Sweden where the road networks were sparse and the traffic volumes were low. By assuming the incident was a single link being completely disrupted or closed so the generalized cost increases, then the most critical link of the operation of the whole system and the most vulnerable cities because of the link disruptions were determined. The study concluded that the effect of closing a link was quite local and the worst effect was in the region where the road network was sparser with fewer good alternative roads. This research suggests that the road network vulnerability assessment can be applied in road network planning and maintenance, to provide guidance to the road administration for road prioritization and maintenance. In addition, Taylor (2007) studied the road network vulnerability in South Australia road network which included all the freeways, highways and major main roads. This research used a large complex road network and evaluated the ARIA indices changes for about 161 locality centers with populations exceeding 200 people. This study found the top ten critical links in the South Australia regional road network. Moreover, in relation with vulnerability approach in D Este and Taylor (2003), Chen et al (2007) tries to assess the vulnerability of degradable networks by using the network based accessibility and by combining with a travel demand model. Their study concluded that themodel can consider both demand and supply changes under abnormal conditions. Thus the vulnerability network assessment can be measured by considering the duration of the disruption (increase the travel time) and modeling the user equilibrium both the cases when there are alternative roads or the case when there are not alternative roads (Jenelius, 2007b). Indeed, Scott (2005) introduced the measurement of the Network Robustness Index by considering the ratio between the link capacity and link volume and assigning topology index for each link then test whether the particular links can cope with the changes of the traffic demand when one or more links were closed or degraded (Scott et al., 2005). Jenelius (2007b) introduced the new method in order to incorporate dynamic road condition and information by assessing the increase travel time using the extended of the user equilibrium model. This study assumed that there was no congestion and there was at least one alternative route between the origin and destination. Further, this study also assumed that the road users have perfect road information about the length of road closure so that they can decide whether they need either to take a detour or to go back to their origin and wait until the road reopened. This method calculated the additional travel time which is calculated since the road users were informed about the road closure, the waiting time until the road reopened. The difference between the normal travel time and t he additional travel time due to road closure was assigned as the increase travel time. However, this study did not take into consideration the change of the travel flow at the alternative routes. This assumed that the mix of the current and diverted traffic can flow at the free flow. In order to assess the increase of the flow when the diverted traffic mix at the current traffic which already meet the capacity or are already congested, the study which conducted by Lam et al (2007) can be considered. This method introduced the path preference index which is the sum of the path travel time reliability index and the path travel time index. To examine road network vulnerability in an urban area, Berdica et al. (2007) studied the vulnerability of the Stockholm road network by examining 12 scenarios involving partial and total closure of selected links, including bridge failure. Also, it assessed the road network degradation in three different times of day, morning peak hour, middle of d ay and afternoon peak hour. This study concluded that by closing one link or all links as well as bridge failure would increase the total travel time and total trip length (on the assumption that travelers chose their minimum time route based on user equilibrium method). The model of different scenarios at different times gave different results but the most vulnerable links were the Essinge route and the failure of Western bridge scenario. To conclude this study calculated the increase of total travel time a day and then multiply that by 250 days to obtain the total increase travel time for yearly basis. Though the highest total travel time increase in only 8% per day, however if it is calculated by 35 SEK (travel cost per hour) it gave significant impact of total travel cost increase. However, it did not take into account the duration of the closure and left some discussion of link disruption impacted such as the effect of noise and pollution during the road closure. Moreover, Knoo p and Hoogendoon (2007) assess the spillback simulation in dynamic route choice in order to examine the spillback effects then evaluated the road network robustness and the vulnerability of links. This study concluded that it is necessary to assess the spillback effect in order to identify the most vulnerable link within the wide road network. Tampere (2007) investigated the vulnerability of highway sections in Brussels and Ghent. This work was quite challenging, it tried to consider the different aspect of the road network vulnerability criteria related to the amount of vehicle hours lost due to major incidents. This work compromised of two steps; the first one is the quick scanning of the most vulnerable link from the long list into short list by considering the several aspects and then by obtaining the short list links then the vulnerability measure was conducted. Since this method used the dynamic traffic assignment, there are some drawbacks during the model run such as the lack of traffic distribution after the occurrence of the incident which resulted an illogical of travelers route choice. In general this method has successfully measured the vulnerability by not only considering the traffic condition but also taking into account the different road networks. Though this method has not considered traffic assignment criteria, it is still considered as a refinement over similar studies Measures of Congestion used in Transportation Planning Measures of congestion are intended to evaluate the performance of the transportation network and to diagnose problem areas. They provide information on how well the system has met certain stated goals and targets, and can also help to explain variations in user experiences of the system. There are four general categories of congestion measures. The first category contains measures that explain the duration of congestion experienced by users in some way; these include delay, risk of delay, average speed, and travel time. The next category includes measures that analyze how well the system is functioning at a given location. This category primarily consists of the volume to capacity (V/C) ratio, which is usually expressed as a level-of-service (LOS) category. LOS is a performance rating that is often used as a technical way to express how well a facility is functioning. For example, a facility functioning poorly is likely to be rated as LOS F, but could just as easily be described as poor. The third category is that of spatial measures, including queue length, queue density, and vehicle miles traveled. It is important to note that some of the duration and spatial measures are actually measured as point measures. The final category of measures is the other category, consisting primarily of travel time reliability and the number of times a vehicle stops because of congested conditions. Easily the most common measure of traffic congestion is the volume-to-capacity ratio. The V/C ratio measures the number of vehicles using a facility against the number of vehicles that the facility was designed to accommodate. This ratio is an important measure for planners to use, and represents an easily understandable measure of whether or not a roadway is congested. However, it can lead to some philosophical problems, such as whether transportation systems should be built to handle the highest demand or the average demand, and what level of service is acceptable. In addition, it is difficult to accurately measure the capacity of a roadway. The volume-to-capacity ratio is an important tool for comparing a roadways performance to other roadways and over time, but does not necessarily reflect the overall user experience and values in the system. Despite the prevailing usage of the volume-to-capacity ratio, and perhaps because of its inherent philosophical difficulties, the (FHWA) ha s strongly encouraged agencies to consider travel time experienced by users as the primary source for congestion measurement. They also state that currently used measures of congestion are inadequate for determining the true impact of the congestion that clogs up the transportation system from a users perspective, and that they are not able to adequately measure the impacts of congestion mitigation strategies. What is travel time reliability? As mentioned in section 1.1.1, the OECD (2010) provides a general definition for Travel Time Reliability: The ability of the transport system to provide the expected level of service quality, upon which users have organized their activities. The key of this definition is that a route is reliable if the expectations of the user are in accordance with the experienced travel time. But this does not directly lead to a TTR measure. Nonetheless, this definition shows that user expectations should be taken into account when selecting a proper TTR measure. Congestion is common in many cities and few people will dispute this fact. Drivers become used to this congestion, always expecting and plan for some delay, especially in peak driving times. Most drivers budget for extra time to accommodate traffic delays or adjust their schedules. Traffic delays are mostly much worse than expected when it happens. All travelers are less tolerant of unpredicted delays, the effect is that it makes then to be late for work or vital meetings, miss appointment, or suffer additional childcare fees. Shippers and freight forwarders who experience unpredicted delay may lose money and interrupt just-in-time delivery and manufacturing processes. Traffic congestion used to be communicated only in terms of simple average in time past. Nevertheless most travelers experience and remember a different thing than the simple average as they commute within a year. Travelers travel time differ from day to day, and remember the few bad days they suffered through unexpect ed delays. Commuter build time cushion or buffer in planning their trip to account for the variability. The buffer helps them to arrive early on some days, though not a bad thing, but the additional time is carved out of their day time which could have been used to pursuit other activities than to commute. Travel time reliability time frames Travel Time Reliability can be categorized by its time frame. Bates et al. (2001) discusses three levels of variability: inter-day, inter-period and inter-vehicle. Martchouk et al. (2009) explains these as follows: Inter-day: Variations in the travel time pattern between days. Some days of the week might have substantially different traffic volumes than others. For example, a Sunday will generally have less traffic than a Monday. Same weekdays should have about the same travel time pattern, but there can still be variations. Also, events such as road works or inclement weather cause inter-day variations. Inter-period: Variations in travel times during a day. Many road sections have a morning and evening peak, during which travel times are larger. These variations are caused by variations in traffic volume. Inter-vehicle: Relatively small differences in travel times between vehicles in a traffic stream. These are caused by interactions between vehicles and variations in driver behavior, including lane changes and speed differences. Although Martchouk et al. (2009) shows that individual travel times on a motorway section can vary strongly in similar conditions, due to driver behavior, this study focuses on inter-day variations. It is assumed that inter-vehicle variations have no significant influence on Travel Time Reliability. In urban areas, the speed difference between vehicles will generally be smaller than on highways. The reasons for this are: the average speed on highways is higher, there is more overtaking, trucks cannot drive at the maximum allowed speed, and routes are longer. Inter-period variations are also not considered, because it is presumed that road users know that travel times within a day vary according to a more or less fixed pattern. It is the deviations from this daily pattern which are interesting in the light of TTR, since these cannot be predicted by road users. Therefore, the focus of this investigation is on inter-day variation. Why travel time reliability is important? Travel time reliability is vital to every user within the transportation system, whether they are freight shippers, transit riders, vehicle drivers and even air travelers. Reliability allows business travelers and personal to make better use of the own time. Because reliability is so significant for transportation planners, transportation system users, and decision makers should consider travel time reliability as a key measure of performance Traffic management and operation activities is better quantified and beneficial to traffic professionals by the use of travel time reliability than simple average. For instants take into consideration a typical before and after study that attempts to quantify the benefits of an accident management or ramp material program. The development in average time may seem to be modest. However reliability measure will show a much greater development because they show the effect of improving the worst few days of unexpected delay. The Beginning of Travel Time Reliability as a Performance Measure Hellinga (2011) states that in the past, analysis of transportation networks focused primarily on the estimation and evaluation of average conditions for a given time period. These average conditions might be expressed in terms of average traffic stream speed; average travel time between a given origin and destination pair; or some average generalized cost to travel from an origin to a destination. This generalized cost typically includes terms reflecting time as well as monetary costs. These terms are summed by multiplying the time based measures by a value of time coefficient. A common characteristic of all of these approaches is that they reflect average or expected conditions and do not reflect the impact of the variability of these conditions. One reason for this is that models become much more complicated when this variability would be included. Also, a vast amount of data from a long period of time is needed. Unfortunately, collecting data is often costly and time-consuming. H ellinga (2011) also observes that more recently, there has been an increasing interest in the reliability of transportation networks. It is hypothesized that reliability has value to transportation network users and may also impact user behavior. Influence on traveler behavior may include: destination choice, route choice, time of departure choice, and mode choice. It is useful for road managers and planners to have knowledge about the relations between TTR and road user behavior, because this can be used to predict or even deliberately influence this behavior by applying traffic management measures. Consequently, there has been an effort to better understand the issues surrounding reliability, and to answer a number of important questions such as: 1. How is transportation network reliability defined? 2. How can/should network reliability be measured in the field? 3. What factors influence reliability and how? 4. What instruments are available to network managers, policy makers, and network users that impact reliability and what are the characteristics of these causal relationships? 5. What is the value of reliability to various transportation network users (e.g. travelers, freight carriers, etc.) and how is this value affected by trip purpose? 6. How do transportation network users respond to reliability in terms of their travel behavior? (E.g. departure time choice, mode choice, route choice etc.) 7. How can reliability (and its effects) be represented within micro and macro level models? (Microscopic models focus on individual vehicles, while macroscopic models pertain to the properties of the traffic flow as a whole.) 8. How important is it to consider the impact of reliability in transportation project benefit/cost evaluations? 9. Does the consideration of the impact of reliability within the project evaluation process alter the order of preference of projects within the list of candidate projects? Hellinga (2011) states that the above list of questions, which is likely not exhaustive, indicates that there currently exists a very large knowledge gap with respect to reliability. Various research efforts around the world are beginning to fill in these gaps, but the body of knowledge is still relatively sparse and there is not yet even general agreement on terminology. Note that the first, second, and (partially) fifth question are part of this investigation What measures are used to quantify travel time reliability? The four recommended measures includes 90th or 95th percentile travel time, buffer index, planning time index, and frequency that congestion exceeds some expected threshold. These measurements are emerging practices, some of

Shedding a Different Spotlight on the Argument from Design :: Essays Papers

Shedding a Different Spotlight on the Argument from Design "Author is to book, as painter is to __________." Anyone who has taken the SAT is familiar with analogies similar to this one. The significance of analogies relies on the fact that analogies not only tell us about the meaning of words, but they tell us about the relationships of the world. In discussing our world, a well-known, much-debated topic has been the existence of God. Many arguments have been presented on both sides of this issue, the teleological argument (the argument from design) is one of the most discussed. This argument is better understood and supported using analogies. The key is to find an analogy that is grounded and plausible enough to stand up to sharp critiques. The teleological argument is a valid and plausible argument, because it allows enough evidence for the relationship of the Creator and the world to be analogous to that of a director and a musical. The basics of the teleological argument include the statement that the apparent design of the world suggests a Designer. William Paley, the populizer of this argument, uses an analogy that states the relationship of the Creator to creation is like that of a watch-maker to a watch (Rowe & Wainwright 155). The core of this argument is the claim that the design of the world suggests an intelligent designer. It further states that "something suggests intelligence if (1) it serves the sorts of ends that human minds typically propose to themselves†¦ and (2) the results are achieved in a reasonably effective manner" (Wainwright 52). This is the ground where this paper will begin to formulate an analogy that increases the plausibility of the design argument. The analogy I prefer is theatrical. The participants in a musical play include the musicians, actors, singers, dancers, stage and crew members. Each of these members is an integral piece in the body of the production. The director is the heart-beat of the production. Without the director, there would not be a musical. The director begins the formation of the musical with an end in mind-- a vision. The director uses a variety of methods to convey this vision to the players involved while guiding them in making that vision a reality. The players must cooperate with each other throughout the process and follow the director's instructions in order for the production to even resemble the director's vision.

Nickel and Dimed Analysis

Looking at whether or not individuals living in poverty are considered to be a minority group by our contemporary culture is an interesting scenario. I’m a social work major so of course I want to think, yes, individuals living poverty are most definitely an oppressed group in society. Minimum wage is nowhere near to what could be classified as a living wage, and these positions often have little room for career advancement within the company. But I assume that what the question was getting at was whether or not those living in poverty are viewed as a minority group by America’s contemporary culture. The answer to that I believe is a â€Å"no.†People who belong to the upper and middle classes often don’t consider the fact that you can have a job yet still be living in poverty. A single parent may hold down two minimum-wage paying jobs, but still need a little help to make ends meet. And because they receive government assistance their hard work is ignored and they are simply viewed as lazy nuisances who are mooching off the middle classes’ tax dollars, not an oppressed minority group. The American government has taken steps to show that it is more aware about the minority status of those living in poverty, and has taken some steps help people in that group.Beginning with the civil right’s act in 1964, discrimination based on race, religion, or sex was 2 made illegal on a federal level and thereby beginning the first steps meeting the needs of poor individuals by combatting poverty through getting rid of housing codes, and racial redlining laws throughout the U. S. After the civil rights act a plethora of social justice programs were put into action. The Economic Opportunity act and The Economic Development act began to earnestly work a provided more jobs to both rural and urban communities.Medicare and Medicaid were developed to provide aid to the aging and poverty stricken communities, and multiple food programs were p ut into place for different types of people needing assistance. Special attention was paid to developing programs for America’s children and youth. The Special Milk and the National School Lunch Programs were developed feed children through their early childhoods as well as their school years. Grants and services were given to low-income and inner city schools and research was being put into how to deal with the social causes of delinquency and stop the emerging problems of youth gangs.Many of these programs started in the 1960’s have evolved into services we hear a lot about in social work today, such as AmeriCorps, TANF, and WIC. Although many of the programs above have helped to alleviate some of the pressures faced by those living in poverty, in our ever changing country new problems are always coming up. In modern day America, Homelessness, and the stereotypes associated with being homeless, is one of the larger problems social workers are working to help with. On e of the bigger issues with being homeless is finding a stable job and source of income.I remember in class when Dave talked about giving out cell phones to the people at his shelter so that if they had a job interview, they wouldn’t have to put down the shelter’s telephone number. The stereotypes that 3 come with being homeless often discourage employers to consider hiring someone who is living in that condition. When I had my field placement my sophomore year at Refuge of Hope, I remember one of the first things the director of the shelter would do during an intake, was to give the new client a bus pass, so that when the client was job hunting he could say that he had a reliable source of transportation.I think that a lot of these government programs are helpful in meeting some of the daily needs of those living in poverty, but I also think that one of the biggest needs that needs to be met is to stop the negative stereotypes and prejudices we have about those who ar e living in poverty, and I’m not sure I believe that’s something a government run program can do In our American Minorities course this semester we have defined prejudice and discrimination in the following ways; Prejudice is a negative attitude that rejects and entire group and discriminations is a behavior that deprives a  group of certain rights or opportunities.In other words, prejudice is how you feel towards a certain people group, and discrimination is the way you act towards that certain people group. One example of prejudice and discrimination that especially stood out to me in Nickel and Dimed was the way the hotel management in Key West would automatically have their Black and Hispanic job applicants sent to work as housekeeping staff or busboys in the hotel restaurant. Similarly the white applicants were pressed to work as front desk staff or as waitresses in the hotel restaurant.Obviously the Hotel management had conceived the idea that their Caucasian w orkers needed to be the ones interacting with the customers and guests, meanwhile the Black and Hispanic workers where supposed to have jobs that were more â€Å"behind the scenes. Why was this happening? Well perhaps it is because the hotel 4 managers held the stereotype that people of color are lazy, and wanted them out of sight from their customers and guests and in positions where management could easily keep an eye on them and hold them accountable for any â€Å"time theft.†Perhaps the reason is management viewed there Black and Hispanic workers as less educated and sophisticated, and therefore didn’t want them directly interacting with the hotel’s middle and upper class clientele. Either way it’s obvious that in this book the management held negative views of their Black and Hispanic workers, and acted upon them by denying people of color certain jobs. Another example of prejudice in noted while I was reading Nickel and Dimed was how the owners of the houses Barb cleaned while working as a maid in Portland seemed to always be on their guard from the maids.As evidenced by Eh Erenreich later in her book, you can see through the way hidden cameras are being sold to owners so they can spy on their maids or babysitters at home, there is a genuine distrust experienced by these home owners. It seemed like these homeowners are just waiting for one of their priceless heirlooms to disappear. I think that the main belief that Barbara Ehrenreich tried to explore in Nickel and Dimed is that, if anyone is living in poverty, than they can work their way out if they would only get a job.Basically, it’s the concept of the â€Å"American Dream,† where you can be a homeless orphan, but if you work hard enough you can make your way up the ladder until you become the president, or anything else you desire to be. Throughout Ehrenreich’s book, she proves this belief to essentially be a myth. If you are a healthy individual how can find at least two entry-level job positions run by companies who are willing to work around your schedule, and you’re also able to find affordable housing and transportation close to these job sites, then maybe it’s possible to make a better life for yourself.But finding and maintaining everything on this checklist is an 5 extreme rarity in life. If even one of the things on this list doesn’t come through for you, then you’re probably using any extra money you’re making to cover up the gap that this missing thing costs. Ehrenreich combatted many myths about poverty in her book, and I think the first and biggest myth she debunked is the common belief that poor people are lazy. After reading her description about what it was like when she worked as a maid, cleaning houses top to bottom every day, I know I couldn’t do the same.I used to throw a fit when my mom made me dust and vacuum my room once every Saturday. Housekeeping, retail work, e ven waitressing are some of the most tiresome jobs In America, and the fact that you’re paid minimum wage for these things is astounding. A myth I hear most commonly from my own friend’s and family, is that they are pouring so much of their tax dollars into people in poverty, that their basically getting a free ride through life.In the book however, we saw Barb practically chasing her tail to try and get some food assistance, and after hours of phone calls she eventually ended up with a basket of what sounded like expired leftovers from Sam’s Club, not anything the government actually paid for, or anything of real nutritional value. Finally, and perhaps most importantly, she showed her readers that â€Å"minimum wage,† is not equal to a â€Å"living wage. † Even when Ehrenreich was successfully holding down two jobs in Maine, the money she was making wasn’t enough to account for the small unexpected expenses she ran up against, let alone som ething like health insurance.In Nickel and Dimed, the concept of meritocracy is challenged in several ways by Ehrenreich. First we see that gaining employment at many of these entry-level jobs is in no way 6 associated with intelligence. We see Barb take several â€Å"personality† tests that are in reality actually designed to see how well you’ll be able to comply with the company’s standards and employee ethics. It’s also required several times for Barb to let the company test her for illegal drug use. These are the only two things every required before Barb is accepted into a job.I think this sadly only goes to show that companies are not at all interested in having employees that will rise through the store ranks to eventually become managers, in fact, Barb’s employers were often surprised to find that she hadn’t quit after the first week. In sort of an odd way, I actually thoroughly enjoyed this book from start to finish. Barb met some i ndividuals who had gone through or were going through truly horrible things, and while I didn’t enjoy reading about those situations, I did enjoy the breath of honesty that was brought into this book through those people.I think that perhaps the most stunning revelation I received while reading this book, was when Barb acknowledges that while she was struggling with the physical part of being a maid, she was a healthy person who had grown up exercising and getting three square meals a day. What could it possibly be like then, for someone who can only afford a bag of Doritos for lunch, and doesn’t have the vitamins provided by fresh fruits and vegetables to help get them through the day?It’s unbelievable how much the system works against you when you’re trying to make a living for yourself. If the government could start a program that could force everyone in America to read this book, that would be great, but I don’t see that happening. I suppose th at’s why Advocacy is such an important part of social work. We’re the ones who have the opportunity to help others see that a person living in poverty is oppressed by society, and we need to change the way we think about him or her.

Amelia Earhart essays

Amelia Earhart essays The person I chose to do my paper on was Amelia Earhart. I wanted to research this persons life because I had studied a little bit about Amelia in my previous history classes and I always wondered about what happened to Amelia on her last flight. I thought Amelia was a very brave woman. She never backed down from breaking history and she did break history a few times. I think she was an independent woman who wanted to make a name for herself. After I did my research on her I found out that she was the first woman to fly solo across the Atlantic Ocean. She also was note scared to attempt the flight around the world. Unfortunately she disappeared on this flight and no one ones what happened to her. Amelia Mary Earhart was born on July 24, 1897. She was born in her grandparents' home in Atchison, Kansas. Amelias grandfather, Alfred Otis, was a much respected citizen of Atchison. Her mom, Amy Earhart, had a miscarriage in her first attempt at a child so she wanted to go back and give birth to Amelia at her parents house so if she got another miscarriage her parents could help console her. Amelias father, Edwin Earhart, who owned a law practice in Kansas City, decided to stay in Kansas City during the birth. I found this weird because why would the dad not go with the mom when they were about to have a child. He needed to run the business though so he stayed behind. Two and a half years later Amelia had a sister. Her name was Muriel. (Earhart 1) Both Amelia and her sister Muriel developed nicknames when they were young. Amelia was called Mille and her sister was called Pidge. They were also lucky girls for the time period they grew up in. Amelias grandparents were rich. Amelia was able to attend private schools and was able to live a nice life. Her grandfather never liked her dad because he thought Edwin didnt provide for the family. Edwins practice did fail, but h...

Duel Between Alexander Hamilton and Aaron Burr

Duel Between Alexander Hamilton and Aaron Burr The duel between Alexander Hamilton and Aaron Burr is not only a fascinating part of early United States history but also one whose impact cannot be overstated as it resulted in the death of Hamilton who was serving as Washingtons Secretary of the Treasury. The foundation of their rivalry was set many years before they actually met on a fateful day in July of 1804. Causes of the Rivalry Between Alexander Hamilton and Aaron Burr The rivalry between Alexander Hamilton and Aaron Burr had its roots in a 1791 Senate race. Aaron Burr defeated Philip Schuyler who was Hamiltons father-in-law. Schuyler as a Federalist would have supported George Washingtons and Hamiltons policies while Burr as a Democratic-Republican opposed those policies. The relationship only became more fractured during the election of 1800. The electoral college was at an impasse as to the selection of the president between Thomas Jefferson, who was supposed to be running for president, and Aaron Burr, who was running for the Vice President position. Once the votes were counted, it was found that Jefferson and Burr were tied. This meant that the House of Representatives had to decide which person would become the new president. While Alexander Hamilton didnt support either candidate, he hated Burr more than Jefferson. As a result of Hamiltons political maneuverings in the House of Representatives, Jefferson became president and Burr was named his Vice President. In 1804, Alexander Hamilton again entered the fray in a campaign against Aaron Burr. Burr was running for New York Governor, and Hamilton vigorously campaigned against him. This helped Morgan Lewis win the election and led to further animosity between the two men. The situation worsened when Hamilton criticized Burr at a dinner party. Angry letters were exchanged between the two men with Burr asking for Hamilton to apologize. When Hamilton would not do so, Burr challenged him to a duel. Duel Between Alexander Hamilton and Aaron Burr On July 11, 1804, in the early morning hours, Hamilton met Burr at the agreed upon site at the Heights of Weehawken in New Jersey. Aaron Burr and his second, William P. Van Ness, cleared the dueling grounds of trash, and Alexander Hamilton and his second, Nathaniel Pendelton, arrived shortly before 7 AM. It is believed that Hamilton fired first and probably honored his pre-duel pledge to throw away his shot. However, his unorthodox manner of firing up instead of into the ground gave Burr the justification to take aim and shoot Hamilton. The bullet from Burr struck Hamilton in the abdomen and probably did significant damage to his internal organs. He died from his wounds a day later. Aftermath of Alexander Hamiltons Death The duel ended the life of one of the greatest minds of Federalist Party and the early U.S. Government. Alexander Hamilton as Secretary of the Treasury had a significant impact on the commercial underpinning of the new federal government. The duel also made Burr a pariah in the political landscape of the U.S. Although his duel was considered to be within the bounds of the moral ethics of the time, his political aspirations were ruined.

Stock Market Recap Assignment Example | Topics and Well Written Essays - 500 words

Stock Market Recap - Assignment Example Analysts’ opinion predict significant and consistent rise in price that could reach a high of $ 114 per share in the next one year but $ 95 is most probable. Risk of loss is minimal as a low of $ 80 is forecasted in a year. The forecast further suggest long-term price increase (CNN 1). Forecasted earnings per share that show steady increment (Nasdaq 1) also supports possibility of sustainable price increment to inform the decision to purchase more shares for long-term investment. Telsa Motors promised continuous rise in stock prices and this informed its selection. A one-week consideration, before purchase, informed this and saw an increase by $ 13. Information on possible launch of a new product by Telsa influenced the positive price change, positive experience with the proposed product is likely to sustain stock price increase, and the speculated rise in prices informed the selection. I would hold the current shares. Telsa Motors stock prices have gained, steadily, over the past eight weeks but a review of its trend before the eight weeks and investor analysts’ opinions suggest high risks. Divine (1) reports that previous discount initiatives could have influenced the current trend and that the trend may not be sustainable. A one-year forecast on the stock price also identifies greater risk of loss and analysis recommend hold of the stock (Markets 1). Two factors that suggest sustained price increase of The Walt Disney Company informed its selection. Announcement of a movie influence positive price changes and while rise is likely to last for a while, opening of Disneyland Park in Shanghai is likely to influence further price increase. The two events informed a short-term investment prospects in the company’s shares. I would purchase more of the company’s shares because of the company’s internal factors that suggest

Philosophy quizes Assignment Example | Topics and Well Written Essays - 5000 words

Philosophy quizes - Assignment Example The need for self-realization is the reason behind birth, thus the need for a chariot, which is the earthly body. Once one's desires are fulfilled and begins to love nothing else but the â€Å"Self†, one reaches the state of Nirvana, making rebirth unnecessary. 3. In â€Å"Questions of King Milinda,† monk Nagasena discusses the state of non-self --- that there is no inherent and permanent essence to the self --- which is in contrast with the Katha Upanishad belief that there is a â€Å"self.† Thus, there is no essence of a chariot. Nagasena compares the chariot to humans, and follows it with a discussion on how the chariot consists of several parts, each one important on the supposed essence of the chariot. However, since each part is without permanence, each ever-changing, the essence therefore does not exist. 4. Void must be added to the concept of movement. According to Lucretius, the composition of things are not kept close together. There is some void within things that allows movement. He argues that without empty space or vacuum, movement would not be possible. If there is no empty space, every movement would disturb the other things occupying the universe. 5. Descartes argues that there is a mind-body dualism, making it possible for the mind to exist without the body, and the body to exist without the mind. ... And since substance, as Hylas presents it, depends on sensible qualities of things as well, it would have the same absurd layers of substratum underneath it up to infinity. Hylas concludes that he is already confused too as to what conceiving material substance means. 7. The problem Philonous presents about things existing without anyone perceiving them is that if things are to be perceived for them to exist, then the trees in the Quad would not exist at hours when no one perceives them. 8. Ideas are there due to impressions, and Hume states that there is no â€Å"self† because one cannot find a solid impression of the â€Å"self.† He answers to objections thrown at him by stating the limits of human knowledge. He states that his philosophy is intended to discover things that are presented to the senses. Furthermore, he states that no good would come out from excessive skepticism. SS.R 13-15 9. Ryle states that Descartes face some motives that do not go along well toget her. First, Descartes, along with other philosophers, states that mental words are different from physical ones, and that they do not refer to physical processes, but rather of non-physical ones. However, Ryle argues that in describing the mental, Descartes still uses words that talk about the physical, which Ryle states is an incorrect usage of grammar mechanics. Ryle maintains that in talking about the mental, words such as â€Å"effect,† â€Å"process,† â€Å"thing,† â€Å"change,† â€Å"stuff,† etc. should not be utilized since they pertain to physical things. In reading Descartes, one could see that he arrives at the mind by presenting how it is not like the