Art 2c de Young Museum Report

D. Pasturel Arts 2C Winter 2013 Midterm Review Date of Quiz: Thursday,January 24 Date of Midterm: Wednesday, February 13 The following are images which you will need to know for the exam. I will ask you to call to mind the artist, or the title, or the date, or the period. You should memorize all of the information provided. * 1. Bemini. Baldacchino. St. Peter's, Rome. 1624-1633. Italian Baroqu6. pg. 673. 2. Bemini. Ecstasy of St. Theresa. Comaro Chapel. 1645-1652. ItalianBaroque. pg. 675. 3. Caravaggio. Conversionof St. Paul. c. 1601. ItalianBaroque. pg. 683. {e 4. caravaggio. calling of St.Matthew. c. 1597-1601. Italian Baroque. pg. 681. {( + * 5. Artemesia Gentileschi. Judith Slaying Holofernes. c. 1614-1620. Italian Baroque. pg. 683. 6. Josd de Ribera. Martyrdom of st. Philip. c. 1639. spanish Baroque. pg. 688. T. Yelazquez. Las Meninas. 1656. Spanish Baroque. pg. 691. 8. Rubens. Elevation of the Cross. 1610. Flemish Baroque. pg. 698. 9. Frans Hals. Archers of Saint Hadrian. c. 16 33. Dutch Baroque. pg. 704. 10. Judith Leyster. Self-Portrait. c. 1630. Dutch Baroque. pg. 705. 11. Rembrandt Van Rijn. Anatomy Lesson of Dr. Tulp . 1632. Dutch Baroque. pg. 706. Rijn. Night Watch. 642. Dutch Baroque. pg. 707. 12. Rembrandt Van 13. Vermeer. Woman Holding a Balance. c. 1664. Dutch Baroque. pg. 7ll. 14. Georges de La Tour. Adoration of the Shepherds. 1645-50. French Baroque. pg. 723. 15. Poussin. EtinArcadiaEgo. c. 1655. FrenchBaroque. pg. 719. 16. Claude Lorrain. Landscape with Cattle and Peasants. 1629. French Baroque. pg. 72I. 17. Hyacinthe Rigaud. Louis )ilV. n}l. French Baroque. pg. 7l4. 18. Mansart and Le 19. Frangois de Brun. Hall of Mirrors. Versailles. c. 1680. French Baroque. pg. 716. 730.. Cuvillids. Hall of Minors, the Amalienburg. Early 18s c. Rococo. g. 2}. Walteau. Pilgrimage to Cythera 21. Boucher. Cupid a Captive . 1717. Rococo. pg. 732. . 1754. Rococo. pg. 733. 22. Fragonard. The Swing. 1766. Rococo. pe. 734. II. In addition to the slide identificati ons, other questions including multiple choice, and shortanswer questions will be on the midterm examination. In order to respond to these questions, you should have a strong understanding of the following: A. all of the periods we have discussed in class, including: 1. The Baroque – chapter24 a. Italy b. Spain 2. The Baroque * chapter 25 a. Flanders b. The Dutch Republic c. France 3.The Rococo – chapter 26 (to page 734) B. While you will be tested on the slides listed above h â€Å"I†, you will also be expected to have a good comprehension of images not necessarily on the list. We have seen, for example, images in class that are not in the textbook, including a number of works by Vermeer. Although you will not be expected to know the titles or the dates of the slides not on the list, you should have a general understandlng of these to be able to answer possible multiple choice or short answer questions. Reading over your class notes should help in familiarizing yourself with these works.C. The exam will also include multiple choice and short answer questions on the history and culture of the above mentioned societies. This is the type of knowledge that should be stressed when studying for the exam. The Reformation and Counter-Reformation, for example, in-fluenced so much art of this period that an understanding of these movements is critical. Culturally, the religious beliefs and expanding middle class of Holland played a large role in the art produced in that country. III. Ways to study: A. attend class regularly B. read over your class notes thoroughly C. emorize the slide list above (either from the book or from my sites. goo gle. com/site/dpasturelarthistory/) D. read the textbook website: IV. What to bring to the exarR: A. apen and or a#2pencil B. scantron form available in the bookstore C. no dictionaries will be perrnitted except in special cases that have been cleared with me in advance CIIEATING POLICY: CHEATING WILL NOT BE TOLER ATED. If you are caught cheating during the exam, you will be asked to leave. If your responses are exactly the sa$te, or suspiciously similar to thbse of another student, your work will be catled into question.

Government to Limit Use of Cars Essay

Government agencies have been told to stop using official vehicles one day a week based on their license plate numbers, according to a notification for an energy-saving and emission reduction program to be implemented across the country.†¨Ã¢â‚¬ ¨The program, part of government efforts to protect the environment and promote sustainable development during the 12th Five-Year Plan (2011-15), was published on the central government’s official website Tuesday.†¨Ã¢â‚¬ ¨According to the program, the measures were specially designed for various fields, such as enterprises and schools.†¨Ã¢â‚¬ ¨Some Web users applauded the government’s efforts, while others questioned the feasibility of limiting the use of government vehicles. Lian Peng, a freelance writer, wrote on his Sina Weibo microblog that it was difficult to distinguish private cars from official ones, and the ban would result either in drivers using two license plates, or the government buying more vehicles. †¨Ã¢â‚¬ ¨A pilot project for government agencies to use bicycles will be launched. Government workers’ autos were also encouraged to be parked one day a week based on plate numbers.†¨Ã¢â‚¬ ¨Niu Fengrui, director of the Institute for Urban and Environmental Studies at the Chinese Academy of Social Sciences, praised the positive efforts made by the government to reduce emissions. However, such efforts would not have apparent effect, Niu told the Global Times Tuesday.†¨Ã¢â‚¬ ¨Niu suggested that the root of the problem was energy supply, and the fundamental approach should be to develop technologies and adopt better equipment to improve efficiency, as well as change lifestyles and production methods.†¨Ã¢â‚¬ ¨Zhu Lijia, director of the public research department of the Chinese Academy of Governance, told the Global Times such measures will not actually promote the reform of the official vehicle system, and would not impact the core of the system. Military told to cut emissions The government’s efforts to save energy and reduce harmful emissions have spread to a new front: the country’s military.   The People’s Liberation Army (PLA) and armed police should work to build energy-efficient barracks and develop energy-saving models for logistics, consumption and training, said a nationwide emission-reduction plan. â€Å"Efforts to save resources in the military are an important part of the country’s energy-saving and emission-reduction efforts,† the plan said. It lays out that the PLA will scale down administrative expenses, make greater efforts to conserve fuel, procure environmentally friendly products and recycle military uniforms. PLA garrisons will coordinate their use of civilian vehicles with local governments to enhance transportation efficiency. Xinhua Introduction It is possible that no invention has had as profound an effect on society as the passenger automobile. It did not take long after its introduction in the early part of this century for the auto to quickly become the primary means of transportation in the United States, where there are now 752 motor vehicles for every 1,000 people (World Almanac 211). While no other country can match the excessive automobile use of the U.S, it’s not for lack of trying. Even in China, where the use of bicycles by its citizens is legendary, the number of cars has been doubling every five years for the past 30 years (World Resources Institute, hereafter â€Å"WRI† 172). But reliance on cars is not without its problems&emdash;the most obvious being air pollution and energy consumption. Pollution: General Pollution by cars causes lung cancer, respiratory problems, urban smog, and acid rain (Brown 25). By 1970, after decades without government regulation, air quality had become a serious problem. The first federal Clean Air Act was passed during the Nixon Administration to curtail the ever-increasing amount of pollution caused by automobiles and industry, and Congress passed an updated version in 1990 (WRI 182). However, the Clean Air Act didn’t prohibit pollution; it simply defined an â€Å"acceptable† amount. Further, the legislation addressed only certain airborne contaminants, while ignoring others. Perhaps most significantly, although bad air was outlawed, it still exists. More than half of the people in the U.S. live in areas that failed to meet federal air quality standards at least several days a year (30 Simple Energy Things You Can Do to Save the Earth, hereafter â€Å"30 Simple Things,† 11), and around 80 million Americans live in areas that continually fail to meet these standards (WRI 63). Despite the Clean Air Acts, the reality is that air pollution continues to be a major public health problem. As bad as the air is in the U.S., in other countries which have waited too long to address the pollution caused by cars, it’s worse. Mexico City, Sà £o Paulo, New Delhi, and Bangkok are grappling with serious air problems. And much of that pollution is caused by private automobiles (Brown 25). Pollution: Ground-Level Ozone One way cars create pollution is by contributing to the amount of ground-level ozone (not to be confused with the atmospheric ozone layer). In the atmosphere, the ozone layer shields the planet from harmful ultraviolet radiation rays. But on the ground, ozone is another matter, causing hazy smog and respiratory problems. Most ozone pollution is caused by motor vehicles, which account for 72% of nitrogen oxides and 52% of reactive hydrocarbons (principal components of smog) (30 Simple Things 11). The seriousness of ground-level ozone should not be underestimated. According to the World Resources Institute: Ozone pollution has become widespread in cities in Europe, North America, and Japan as auto and industrial emissions have increased. †¦ Breathing ozone concentrations of 0.012 ppm&emdash;levels typical in many cities&emdash;can irritate the respiratory tract and impair lung function, causing coughing, shortness of breath, and chest pain †¦ Evidence also suggests ozone expo sure lowers the body’s defenses, increasing susceptibility to respiratory infections (65). Pollution: Lead Cars also pollute by emitting lead from leaded gasoline. Although the use of lead in gasoline is banned in the United States, leaded gasoline is common in other countries. In fact, of the countries for which data is available, 43% use nothing but leaded gasoline. Many of the rest use at least some leaded gasoline in their energy mix. This is a definite cause for concern: One of the oldest metals used by humans, lead is a cumulative neurotoxin that impairs brain development among children and has been connected to elevated blood pressure and resulting hypertension, heart attacks, and premature death in adults. Emissions from vehicles is the largest source of lead exposure in many urban areas (WRI 266-267). The effects of all this pollution on human health are unsettling. A study of U.S. cities found that mortality rates were 17-26% higher in cities with the dirtiest air compared to those with the cleanest air. Not surprisingly, the study also found correlations between bad air and lung cancer and cardiopulmonary disease. The risks translate roughly to a two-year shorter life span for residents of dirty-air cities. On a global basis, estimates of mortality due to outdoor air pollution range from about 0.4-1.1% of total annual deaths (WRI 63-64). In the U.S., 30,000 people die every year from automobile emissions (â€Å"Bicycling and Our Environment† 1). [Also see our separate page on lead.] Pollution: Global Warming Perhaps even scarier than the direct damage to our bodies from auto pollution is the fact that car emissions are contributing to an overall warming of the entire planet, which could destroy the world’s food chain. Cars emit carbon dioxide (CO2), a heat-trapping gas. In fact, they emit a lot of it: 20 pounds per gallon of gas burned (NRDC 12, Zuckermann 29). Atmospheric concentrations of CO2 have increased by 30% since preindustrial times, and much of that increase is directly related to the burning of fossil fuels. According to the Worldwatch Institute: â€Å"CO2 levels are now at their highest point in 160,000 years, and global temperatures at their highest since the Middle Ages† (Brown 26). The effects of this global warming are frightening: rising sea levels, dying coral reefs, spreading of infectious diseases, and extreme weather conditions, including droughts, rare forest fires, historic floods, and severe storms. Even more frightening, these events are not just pr edictions&emdash;they’re happening right now (Brown 26). Energy Use The amount of energy used by automobiles is staggering. Transportation of all types accounts for more than 25% of the world’s commercial energy use, and motor vehicles account for nearly 80% of that (WRI 171). In numerical terms, the figures are hard to comprehend. The world used over a trillion liters of motor gas in 1995. And the U.S. accounted for 46% of that total (WRI 266-267). In fact, America’s gasoline consumption easily outstrips its production. The U.S. currently imports over half its oil (52%) even more than it did before the oil crises of 1973 and 1979. This dependence on foreign oil has significant economic consequences, and many observers feel that protecting â€Å"our† right to oil was the real reason for the U.S./Iraq war of 1991. Americans use large amounts of gasoline not just because they drive so much, but also because they’re extremely wasteful about how they drive. The NRDC notes: â€Å"Most cars on the road carry only one person. In fact, we have so much extra room in our 140 million cars that everyone in Western Europe could fit in them with us.† If every commuter car in the U.S. carried just one more person, we’d save eight billion gallons of gas a year. The one-person-per-car scenario also greatly contributes to traffic congestion, which in turn wastes even more energy&emdash;about three billion gallons of gas a year (30 Simple Things 52-53). But changing Americans’ habits doesn’t seem likely any time soon, as the failure of â€Å"High-Occupancy Vehicle† (HOV) lanes makes clear. To encourage commuters to carpool, some communities have designated one lane of traffic on certain roadways as HOV lanes. Commuters can drive in this lane only if there are at least two people in the vehicle. The reasoning is that commuters will want to carpool so they can ride in the uncongested HOV lane rather than being stuck in traffic in the normal lane when riding by themselves. But as Michael Bluejay points out, these lanes don’t always succeed in encouraging carpooling. A friend and I recently had occasion to drive through Dallas during rush hour, and I had my first opportunity to see how an HOV lane worked. Basically, it didn’t. We passed hundreds and hundreds of single-occupant cars in the regular traffic lanes as we zoomed by in the practically-empty HOV lane. It struck me as really crazy: Whenever I try to encourage people to ride bikes more and drive less, they always whine to me about how ‘convenient’ it is to drive. Well, exactly how ‘convenient’ is it to sit in your car at a complete standstill, adding 30-60 minutes to your morning commute? That’s convenience?! The experience demonstrated to me how far people were willing to go to avoid carpooling. They were willing to sit there like morons, stuck hopelessly in traffic, for the ‘luxury’ of being the only person in their vehicle. Although I was disappointed that the HOV lanes didn’t seem to work, I was at least pleased to realize that all those greedy motorists were being punished with even more traffic congestion, since the HOV lane meant that there was one fewer lane to move all those cars. Summary Automobiles are responsible for a tremendous amount of air pollution and wasted energy. These problems impact people all over the world, both motorists and non-motorists alike, by affecting their health, their economies, and their communities. Legislation to address air pollution has been only partially successful, and air quality continues to be a major concern in countries all over the world. As for energy use, one can only hope that world leaders find a better way to address this problem than fighting wars over an increasingly shrinking supply of oil. More stats are available in our Car Almanac. Works Cited â€Å"Bicycling and Our Environment.† Austin Cycling News. Aug. 1998: 1. Bluejay, Michael. â€Å"HOV Lanes.† Bicycling in Austin. Feb. 1998. 22 June 1999. http://BicycleAustin.info Brown, Lester R., et al. State of the World: A Worldwatch Institue Report on Progress Towards a Sustainable Future. New York: W. W. Norton and Co., 1999. 30 Simple Energy Things You Can Do to Save the Earth. Los Angeles: South California Edison, 1990. World Almanac and Book of Facts. 1996 Mahwah, NJ: World Almanac Books, 1995. World Resources Institute. 1998-99 World Resources: A Guide to the Global Environment. New York: Oxford University Press, 1998. Zuckermann, Wolgang. End of the Road. Cambridge: Lutterworth Press, 1991. Car Pollution Statistics Driving cars effects more than air quality. Car pollution statistics point to ground pollution, resource reduction (mining and petroleum products), and health issues as other problems derived from out motorized society. Air quality is an important reason to pay attention to car pollution, but there are other reasons too.| Car pollution is considered by most people to be a decreasing problem, but it’s actually increasing, due to the large number of cars that are driven each day. Measures are being taken to reduce air pollution, including the manufacture of hybrid cars, the creation of new environmentally friendly fuels, and more, but those measures don’t touch all of the car pollution issues. Learning about car pollution statistics can open your eyes to the myriad problems. If you realize the importance of making changes in your life and car driving habits, then you can make changes to help decrease the amount of car pollution that you release into the air. * FTIR Gas AnalyzerGas purity and emissions monitoring by MKS Instruments On-Line Analyzer†¨www.ccrprocessproducts.com/FTIR†¨ * Car pollution statistics can give you the knowledge that you need to compel you to make changes in your life to lessen your impact upon the environment. Here are a few car pollution statistics that you need to be learn about and be aware of: * SUV’s release up to forty-seven percent more car pollution than the average-sized car. * The amount of car pollution that is released from cars is much more than the amount of pollution released by a nuclear power plant. * Ozone pollution is primarily due to the pollution that is released by cars. Seventy-two percent of nitrogen oxides and fifty-two percent of hydrocarbons, which is a component of smog, are released by cars. * The Journal of Epidemiology and Public Health published a study that suggested that most childhood cancers are caused by air pollution, which can be caused by cars and more. * There are 752 cars for every 1,000 people in the United States. * In China, the number of cars that are driven has doubled every five years for the past thirty years. * Thirty-thousand people in the United States each year die from conditions that are caused or exacerbated by car pollution. * Half of the people in the United States live in areas that fail to meet federal air quality standards at least several days a year. * Eighty million people live in areas that are continually not living up to these standards. * SUV’s release 28-gallons of carbon dioxide into the air for every gallon of gasoline that is used. * Car pollution has numerous effects, both physically and environmentally, like acid rain, smog, lung cancer, and respiratory problems. As you can see from the above car pollution statistics, cars have a huge impact upon the health of the citizens, the air, and the environment. That is why it is so important that we find ways to make changes in our lives to help decrease the amount of pollution that we release by driving our car. By using alternative fuels, considering hybrid cars, driving less, and more, you can help make your impact upon the world a little less harsh. Consider these car pollution statistics the next time that you get into your car. You may find that your trip is not as important as you think. Energy Consumption and the Environment Impacts and Options for Personal Transportation (Revised 2-4-96) In 1973, petroleum shortages caused by the OPEC oil embargo launched the world’s industrialized nations on a search for more efficient homes, factories, and transportation systems. After two decades of attempts to economize, energy use in the residential sector is about the same, industrial energy use is down, and transportation energy use is up. Today, we are more concerned with the other side of the coin – the environmental problems and long-term economic perils of unbridled energy consumption.Trends in Transportation Energy Consumption:Transportation now consumes more than 20% of the world’s total primary energy and produces much of the world’s air pollution. In just 30 years, the number of cars in the world will soar from today’s 400 million or so, to more than one billion. Private transportation will then need 2-1/2 times more energy and produce 2-1/2 times more air pollution. If global trends are projected to year 2100, the world will need 10 times more total energy, and transportation will consume 40% of this much larger pool.(1)Energy Use, Global Warming, and Climatic Changes:Energy use and emissions trends point to significant economic, political, and social problems for future generations. The greenhouse effect alone could have devastating effects on economies. Without intervention, the buildup of greenhouse gases could reach twice the pre-industrial level as early as 2030. The resulting global warming effect could raise sea levels enough to threaten wetlands, increase coastal flooding, and accelerate coastal erosion. The Intergovernmental Panel on Climate Change (IPCC) estimated that sea levels will rise an average of 6 to 20 inches by 2050. In addition, many unmanaged ecosystems will probably be lost. Changes in rainfall patterns will likely result in more severe droughts, more intense tropical storms, and ultimately, dislocations and reductions in agricultural output. (Despite the increased crop yield associated with higher carbon dioxide levels, the resulting climatic changes are expected to shift agricultural production to regions having less productive topsoil, which would then result in diminished total yields.)About 75% of human emissions of carbon dioxide, the most important man-made greenhouse gas, is caused by the use of fossil fuels. Fossil fuel use has caused an imbalance in the earth’s normal carbon cycle. Normally, biologic growth absorbs carbon from the environment and then releases it back into the environment when it decays or is burned. New growth then absorbs the carbon again, and the amount of carbon in the environment remains roughly the same. Since the last ice age, the level of carbon in the atmosphere (in the form of carbon dioxide) has varied only about 5%. However, fossil fuel use has upset the balance.Over the earth’s history, large amounts of carbon had been removed from the environment and become locked away beneath the surface where it was ultimately transformed into fossil fuel deposits. Since the industrial revolution, humankind has been removing these deposits, burning the fuel, and releasing the carbon into the atmosphere. The result is a rapid buildup of atmospheric carbon dioxide that is unprecedented in the history of human life on earth. No one knows the precise effects, b ut for better or for worse, average temperatures will increase and global weather patterns will change. Limited Supplies of Traditional and Inexpensive Energy:Nearly 40% of the world’s energy now comes from petroleum, and another 21% comes from natural gas.(2) Together, these finite natural resources supply about 60% of the world’s energy. If oil and natural gas consumption continued to double every 15 to 20 years as it had for the 100 years preceding 1973, the earth’s entire original endowment of these resources would be 80% depleted in another 30 years or so. As early as 1970, new oil and gas discoveries had dramatically declined and have remained low. In the ’80s, experts estimated that U.S. reserves would last about 35 years at existing pumping rates. More recently, estimates have been revised downward. Considering known reserves and estimated undiscovered deposits, U.S. oil will be depleted in about 10-12 years at present pumping rates. And new finds will make little difference on a worldwide scale. A new Prudhoe Bay discovery would provide the world with about six months’ oil supply, and a new North Sea find would equate to about three years’ supply.(3)Each year, the demand for oil is increasing by an amount equal to Kuwait’s entire annual production, and for the first time, OPEC has no substantial excess production capacity. Because of declining and more costly-to-recover petroleum reserves, prices are expected to begin rising in the mid to late ’90s, and continue to rise thereafter.(4)Alternative Fuels:The challenge of alternative fuels is primarily an economic one. Although the volumetric cost of methanol (made from natural gas) and ethanol (made from corn) is on par with gasoline, a car running on ethanol consumes 50 percent more fuel and an ethanol car consumes about twice the fuel per mile traveled, in comparison to a car running on gasoline. Consequently, per-mile fuel costs are greater. Natural gas is less costly on a per-mile basis than toda y’s gasoline, but supplies are finite and the high cost of natural gas vehicle systems generally offset the lower cost of the fuel itself. Although environmentally friendly, hydrogen is both technically and economically challenging due to its high production costs and the difficulty of storing hydrogen on-board vehicles. Alternative fuels do not save primary energy, but they are cleaner than gasoline. Carbon dioxide levels remain essentially unchanged when alcohol fuels are made from renewable biological feedstocks.Renewable Fuels:Renewable biomass fuels, such as ethanol and methanol, may become economically competitive with petroleum motor fuels by year 2000. But much remains uncertain about the world’s capacity to produce biomass in quantities sufficient to meet future energy needs. Already, about half the world’s solar energy captured by photosynthesis is used by humans, primarily for food and forest products. Total primary energy use in the U.S. amounts to about 31 times more energy than is harvested as crops and forest products, and about 40% more energy than is captured by all forms of U.S. vegetation, combined. Considering all agricultural crops, forests, lawns, gardens and wild vegetation, the energy contained in annual U.S. vegetation growth totals about 54 quads (quadrillion BTUs), and in year 1990 total U.S. primary energy consumption amounted to approximately 81 quads.Because of limitations in water supplies, nutrients, and arable lands, the amount of energy obtainable from the world’s agricultural resources is limited. Even in the U.S., which has more arable land per capita than any other nation on earth, it may be infeasible to produce biomass fuels in quantities sufficient for the nation’s energy needs. According to Dr. David Pimentel, Cornell University, the U.S. has the agricultural capacity to support a population of about 200 million on biomass energy – only if per capita energy consumption were reduced to half its present level. Worldwide, the ability of the ecosystem to sustain a population at an equivalent of U.S. consumption in the ’90’s is probably limited to about two billion people, or one-third of the existing population.(5) Unfortunately, U.S. population is expected to reach 500 million in 60 years, and worldwide population will reach 12-15 billion near the end of the 21st century. Economic Implications:The world is entering a period of escalating consumption, declining reserves of traditional energy feedstocks, higher energy costs, and increasing environmental stress, which could have vast economic, political, and social ramifications. As environmental limitations are approached, ecosystems become more unstable. In the future, ecosystem management and environmental maintenance will become more the responsibility of humans rather than nature. The economic impact of higher energy costs will be compounded as the cost of environmental protection and repair is included in the fundamentally higher cost of energy. As a result, varying degrees of negative economic effects are likely.Ultimately, a fundamental restructuring of the way in which energy is produced and consumed, as well as its value and role in the economy, must occur, regardless of the particular energy technology. Reducing the energy intensity of industrialized societies is the most environmentally sound and least economically harmful strategy. Energy use must be constrained if the interrelated problems of energy supplies, environmental degradation, and economic well-being are to be solved.Transportation’s Role:Transportation is essential to modern economies, and that sector is almost totally dependent on oil as a source of energy. The ability to freely and inexpensively move goods and people is a fundamental link in the economic chain. Today, large changes in the price or supply of oil send shock waves rolling through the world’s financial institutions. Transportation is the most rapidly growing consumer of the world’s energy, and the largest share of transportation’s energy goes to passenger travel. In developed countries, passenger travel accounts for about 70% of the total energy consumed by transportation.The Automobile’s Impact on Transportation Energy Consumption:The automobile is responsible for nearly 90% of the energy consumed for travel in the U.S., about 80% in Western Europe, and nearly 60% in Japan.(6) Today, there are approximately 400 million cars in the world, and sometime around year 2030 the world’s automobile population will surpass one billion. If driving habits remain unchanged, cars will have to become nearly three times more energy-efficient by 2030 just to maintain that sector’s present consumption. If energy use trends are projected to year 2100, transportation would then have to be twenty times more energy-efficient, which roughly equates to 400 mpg cars (automobile fleet-average fuel economy is now about 20 mpg).Cars in the U.S. have become more energy-efficient over the past two decades, but other developed countries are losing ground and actually consuming more fuel per passenger mile traveled.(7) Europeans are turning more to private cars, and as a result transportation trends and energy use patterns are converging with those of the U.S. But the greatest increase in transportation energy consumption will occur in the developing world. By year 2010, India is expected to have 36 times more cars than in 1990. China will have 91 times more cars, Mexico will have 2-1/2 times more cars, and Eastern Europe and the countries of the former U.S.S.R. will probably double their automobile population. The rest of the developing world will experience a 300% increase over the same period. In comparison, the number of cars in the U.S., Canada, Western Europe, and Japan will have grown by only 12%-15%.(8)The Automobile’s Role in Atmospheric Pollution:In a typical U.S. city, motor vehicle emissions account for 30%-50% of hydrocarbon, 80%-90% of carbon monoxide, and 40%-60% of nitrogen oxide emissions. Cars and light trucks are responsible for about 20% of the nation’s carbon dioxide, which is a powerful greenhouse gas. Motor vehicle carbon emissions are essentially proportional to total fuel consumed.(9) Unfortunately, in the coming decades the greatest growth in the automobile population will occur in developing countries which can least afford clean technologies. The United Nations Fund for Population Activities estimates that, because of rapidly increasing automobile populations, developing countries will be emitting 16.6 billion tons of carbon dioxide annually by year 2025, or about four times as much as developed nations. Problems Are Interdependent:Transportation energy consumption and environmental health are interrelated issues. Relieving the demand side of the equation simultaneously relieves the rest. If vehicle fuel economy were doubled, for example, transportation emissions would be essentially cut in half, even if there were no improvement in emission control technologies. If petroleum consumption were cut in half, reserves would be effectively doubled, even though no new deposits had been discovered. With a doubling of vehicle fuel economy, the same number of vehicle miles could be supported on half the investment in exploratory drilling, half the recovery, refining, and delivery expenses, and half the damage to the environment. The same interrelationships would exist with alternative energy sources, regardless of the particular technology.Although each problem, from emissions and resource burdens to economic factors, may yield to their own targeted efforts, alleviating the fundamental proble m simultaneously reduces the entire spectrum of associated difficulties. The Automobile as a Transportation System:Mass transit is often mentioned as an alternative to private cars, but the most effective mass transit system in the world is the automobile. An automobile transportation system provides schedules and routes that are tailored to individual needs. In addition, users individually purchase, maintain, and fuel the transportation device, and only the relatively inexpensive roadways require public funding.The primary tradeoffs for this otherwise ideal system are high energy intensity and high emissions.(10) However, if the automobile is to survive as an economically sound and viable transportation system its energy consumption and harmful emissions must be reduced.The Potential Impact of New Technologies:Today, automobiles operate at approximately 15% efficiency, which means that about 15% of the energy contained in the fuel is delivered to the drive wheels as useful work. According to the best estimates, it may be possible to double automobile energy efficiency (using conventional powertrains) to about 30% before we run out of ideas. At 30% powertrain efficiency a 20- to 25-mpg sedan would then achieve fuel economy of 40 to 50 mpg. Advanced power systems and reduced vehicle roadloads are necessary in order to make significant gains in automobile energy intensity.Electric cars produce significantly fewer harmful emissions, and they save about 10% to 30% in primary energy (over the entire energy chain). Advanced fuel cell vehicles using methanol reformed on-board into hydrogen may be as much as 2-1/2 times more efficient than today’s cars. Practical automobile fuel cells, however, present enormous economic and technical challenges.In the final analysis, technology alone may not be able to solve the world’s energy problems: partly because of the limitations of technology, but primarily because of the economic realities of alternative energy systems. And even the most optimistic estimations of the energy savings obtainable with advanced-technology systems still fall short of accommodating the long-term forecasts of transportation’s energy needs.A reduction in personal transportation energy intensity is essential in order to reduce the economic impact and technical hurdles of new energy systems and more costly energy supplies. Energy conservation is the most economically sound and environmentally friendly option.Factors That Affect Personal-Transportation Energy Consumption:Transportation energy consumption depends on the mass being transported and the distance it is transported. The technologies employed determine the efficiency at which the mass is transported. Consequently, energy consumption can be reduced by developing more efficient transportation technologies, or by reducing the transported mass and/or the distance traveled.The factors of distance and mass are determined largely by social and economic structures, and by vehicle layout and configuration. In order to reduce the distance and mass factors, Paulo Solaria envisions self-sufficient cities like Arcosanti in Arizona in which automobiles are no longer needed. Telecommuting, or working at home and transferring information, rather than people, is another approach designed to reduce overall distance and mass.With revised architectures, and new business and social structures, it is possible to significantly reduce society’s transportation energy needs. The difficulties of such revisions arise from the economic burdens of restructuring cities, and the psychological resistance to large scale changes in social and business structures. The technologies, however, are largely available or just on the horizon.Reducing the transported mass, independently of the distance traveled, can also fundamentally reduce transportation’s energy requirements. Moreover, mass reduction need not affect travel habits, social and business structures, or the architecture of cities. The opport unity for a large reduction in mass becomes apparent when one considers that the vehicle itself is responsible for approximately 92% of the transported mass, while the occupants account for only 8%.(11) Most of the automobile’s energy is consumed to transport itself. Mass reduction alone can save more energy than the most advanced powertrain concepts.Matching Vehicle Size to Trip Requirements:From the traditional perspective, the â€Å"identified problem† contributing to the automobile’s high energy intensity is low vehicle occupancy. Transportation energy intensity is a measure of the energy consumed per passenger mile traveled. When a vehicle is lightly loaded, energy intensity goes up because the vehicle consumes about the same amount of energy (fuel), regardless of the number of occupants. Operating large, multi-passenger cars with only one or two occupants is therefore considered the most wasteful habit affecting the world’s consumption of transportation energy.Worldwide, automobiles operate, on average, with about 1.6 to 1.8 occupants. In the U.S., approximately 87% of all automobile trips occur with two or fewer occupants. The average for work related trips is 1.1 occupants per vehicle. One- and two-occupant trips acco unt for approximately 83% of all vehicle miles traveled in the U.S.(12)If the same number of travelers were condensed into half the cars (car pooling), total automobile energy consumption would be reduced by half. But condensing occupants into fewer vehicles essentially defeats the automobile’s primary benefit. Trips must then accommodate the needs of other occupants, and the automobile is no longer a private and personal means of transportation.Traditionally, occupancy-rate is considered a behavioral by-product and therefore outside the bounds of vehicle technology. However, if the â€Å"identified problem† were redefined, it can easily become a simple technical problem. If the definition were â€Å"inappropriate vehicle size† (rather than underutilization of large cars), the solution would then be to resize vehicles so they more closely match trip requirements. Since one- and two-occupant trips predominate, it naturally follows that a category of smaller vehicles designed for one- and two-occupant local and commuting trips would be beneficial.Low-Mass Vehicle Safety:Small, lightweight cars are normally associated with an increased risk of harm. Traffic accident statistics generally support the relationship between vehicle size and injury/fatality rates, with the potential fo r harm increasing in proportion to the decrease in vehicle size. (The exception is in Japan, where a special category of lightweight â€Å"kei† cars actually have a lower fatality rate than conventional large cars.) But with better vehicle designs, historical data can quickly become outmoded. Cars built today are four times safer than vehicles built in 1969, and they are approximately 10% smaller and 20% lighter. This is due primarily to improved safety engineering and modern safety systems.Although occupant protection becomes more challenging as vehicle size is reduced, it is technically feasible to produce significantly smaller and lighter vehicles that have a high degree of safety. Advanced â€Å"hard shell† concepts designed to increase low-mass vehicle safety are already under development in Switzerland. This new approach utilizes a rigid exterior that is largely identical to the rigid passenger compartment of conventional cars. During a collision, the rigid exterior of the smaller car causes the less rigid deformation zone of the larger car to yield and absorb energy. Passenger ride-down space (for deceleration) in the low-mass car is provided inside the vehicle, rather than by the traditional exterior deformation zone. Occupant deceleration is controlled by elastic restraints and air bags. (13)Vehicle use patterns and operating environment are also important. Cars that operate primarily in the urban environment do not necessarily have to match the crashworthiness of larger cars in order to provide equally safe transportation.New Products and New Market Appeals – The Giant Oil Well Under Detroit:Market positioning, the implied messages in a product’s theme and advertising appeals, can capitalize on today’s environmental and energy concerns, and ultimately have a powerful effect on energy consumption and pollution. The necessary consumer motivations and interests already exist. A shift in thinking that disengages manufacturers and consumers alike from the association of size and mass in relation to value in automobile design is an essential part of reducing transportation’s energy consumption.Significantly smaller and lighter cars, both electric and conventionally powered, are normally envisioned as cheap, underpowered, and unsafe vehicles that have little appeal. Once this premise is accepted, vehicle attributes consistent with the vision naturally emerge and an outline of market potential, profitability, and even vehicle styling and safety then follows suit according to the core idea. These details can quickly change when the vehicle and the market are seen from a different perspective.By adopting a new perspective on automobile design, new marketing opportunities and new product ideas can begin to take shape. By emphasizing innovative safety features, visually impressive driver information systems, advanced vehicle control and crash avoidance systems, and attractive vehicle layouts and styling, smaller urban cars and commuter cars can emerge as safe, marketable, and even superior, transportation products. Innovative product packaging and marketing appeals are essential for a successful transition to electric urban cars and fuel-efficient commuter cars.Despite today’s â€Å"green† orientation, sacrifice and conservation are not especially marketable attributes. New vehicle types must satisfy consumers’ complex psychological needs while appealing to their broad social concerns. Energy conservation and environmental protection must be positioned as an upscale product attribute, rather than as a necessary sacrifice in the name of economic and environmental health. Energy conservation and emissions reduction are not primary consumer benefits. When manufacturers address environmental concerns with attractive new vehicle themes that satisfy consumers’ psychological needs, a marketable new category of products will have emerged, and passenger-travel energy consumption could be reduced by nearly two-thirds.A Sustainable Paradigm for a Fully Industrialized World:Alternative cars alone will not create a system for long-term sustainability with the expected populations. Although transportation will be tomorrow’s largest single energy consumer (as much as 40% in the long term), combined industrial and residential needs will account for a larger portion of society’s total energy needs.Future generations will probably have to adapt to more expensive energy, and use the world’s resources more prudently. This does not necessarily point to a world of stifling scarcity, but more to a new sense of responsibility, and a new paradigm for product design and the lifestyles that interrelate to form the overall production/consumption/pollution matrix. Changes in attitudes and behavior patterns can have an enormous impact on the cost to the ecosystem in resources and pollution. Population control and new business and social structures are essential; and new technologies are needed as well.Today’s developed economies, which account for only one-fourth of the world’s inhabitants, have been fortunate to have abundant and cheap fossil energy supplies to fuel their transition into an industrialized world. In a sense, today’s developed societies are similar to yesterday’s pioneers, blazing the technology trail to a new frontier of sufficiency and sustainablity for the world’s future community of developed nations. Abundant and clean energy from nuclear fusion, along with fuel cell cars and rapid-recharging, extended-range, battery-electric cars, are probably the best hopes for meeting long-term transportation and energy needs. And new frontiers must be pioneered in attitudes and values, which ultimately convert to resource consumption and environmental degradation as they guide behavior. Just as alternative cars do not necessarily imply dull product design or reduced transportation quality, new values and social structures do not necessarily imply compromised lifestyles.

Code-Switching and linking the margins

Imagine for a second that all the Anglo-Saxon world’s literary characters were lined up one by one chronologically. We start off with Chaucer’s characters and move our way up to Wilde’s dandies, and then up to Marlow who is framed in the background by a few tribesmen in the Congo, and then suddenly we have Mr. Biswas.For the most part Colonialist literature has contained Caucasian characters as their center with the inclusion of some distant races as support.The subjects of colonialism were barred entry to the privileged world of Colonial literature by their inability to conform to Colonialist’s cultural practices; their expression of culture both in language and custom did not meet with the stringent and racist codes required for literature. V.S. Naipaul, who was originally consigned to the category of â€Å"commonwealth writer,† by the British press, has managed to place the subjects of Anglo-Saxon’s colonialism, into the same canon with th eir oppressors. Marlow, muddling his way up the river, now sits adjacent to Mr. Biswas who curses in his Creole English struggling to pay off debt.Unlike Mr. Biswas, Naipaul’s own writing is often steeped in the vernacular of his Oxford education, but he faithfully records the breaches with colonial grammatical rules through extensive code-switching making low-caste Indian Christian converts into literary forms as accessible as the characters found in other canonical Western literary texts.Naipaul’s use of â€Å"variable orthography to make dialect more accessible,†(Empire 41) in code-switching takes people marginalized by colonialism’s hegemonic processes and renders them in the center as literary subjects. This process frees the voices of Naipaul’s novel which have been silenced by colonial insistence on proper grammar in communication and the reality of their remoteness geographically. For instance, The novel’s protagonist, Mr. Biswas, co mmunicates in an English that often enunciates verbs as the beginnings of sentences such as when he says, â€Å"†Feel how the car sitting nice on the road?Feel it, Anand? Savi?† (Naipaul 278) or â€Å"Is the sort of place you could build up.† (Naipaul 138). Not exactly the language of Shakespeare, but Mr. Biswas is a literary character enfolded in Naipaul’s own inventive and colonialist language. By draping Biswas in grammatically perfect sentences, Naipaul has managed to break class bearers refuting the position of colonialist characters as seconds as they are in Conrad, but still maintaining a narrative voice that bridges the gap between subject and ruler.Mr. Biswas doesn’t speak in the language of fine literature, but his speaking, â€Å"refutes the privileged position of a standard code in the language.†(Empire 40). Biswas is expressing himself in a Creole that prefers the verbal placements of Bengali, he is refusing to adopt the thought processes included in proper English grammar.Naipaul’s use of code-switching allows Mr. Biswas’ expressions to be placed in canonical literature and by extensions it sheds light on cultural otherness, Mr. Biswas does not think in the proper forms of colonial English, he still spews out thoughts like a proper Brahmin only using English as his form.Biswas’ sayings reveal a cultural otherness that English can’t express, thinking in terms of verbs first or his constant negation of articles such as â€Å"a† and â€Å"the,† are all indicators of the culture that lies beneath his speech, but which English cannot bring to light.

INTERNATIONAL RELATIONS Research Paper Example | Topics and Well Written Essays - 500 words

INTERNATIONAL RELATIONS - Research Paper Example In Turkey, the dominant religion is Muslim; others are Christian and Jewish religions. Any problem in Peoplehood, in Turkey, maybe created by the fact that people believing in Christian and Jewish religions, maybe seen as inferior by people believing in the greater Muslim religion (Ibrahim & GÃ ¼rbey 78). Nation-states in their lifetime experience problems pertaining to territory and sovereignty. The conflicts usually arise because of other nation-states scrambling for resources owned by a different nation-state. Various problems regarding Turkey’s territory and sovereignty have been witnessed. In particular, there have been territorial disputes between Turkey and Iraq. To defend its territory and sovereignty, Turkey has retaliated against Kurdish insurgents from Iraq a number of times (Ibrahim & GÃ ¼rbey 98). Nationalism is a political concept that entails citizens of a defined nation or state deeply identifying themselves with their nation or state. The citizens, through self-determination usually strive to sustain and achieve some national goal. Nationalism originates from the idea of having a common origin, traditions, cultural ties and ethnicity. Through nationalism, an individual becomes a citizen of a nation or state voluntarily (Smith 37). Nationalism relates to nation building through the act of individuals in a nation or state voluntarily identifying themselves, their goals and determination with the state or nation. Individuals usually direct their self-determination towards the state, which results in nation building. An example of a demonstration of nationalism has been the act of citizens coming out to fight for the freedom of their state when insurgents or terrorists attack their state (Smith 36). Nationalism relates with international relations through the fact that it identifies simple nations or states, which

The international day in The united Arab Emirats Essay

The international day in The united Arab Emirats - Essay Example 145). There is youth day, women day and Jazz ceremony all being international events. Basing our discussion on the Jazz international day, it is worth noting that the ceremony held every year. It involves individuals from the different groups that are members of the United Arab Emirates; for example in 2013, there was a Jazz event at Dubai. This one of the largest member states of Emirates, and the ceremony theme was on uniting culture. Jazz Amalgam ceremony aimed at uniting people, discouraging members from civil war and promoting peace and harmony among the member states. During this event, People would understand one another and get to take each other as brother. The songs and dances would be educative and directed to peace making. They would help in assisting people understand the negative impacts of conflict and civil wars. The dancers would present performance of insecurity, loss of life resulting from conflict hence encouraging members to love one another and work towards protection for their own and reduction of terrorism. For example, in the 10th annual ceremony at Dubai, dignitaries from various nations such as France were invited the event, which is said to be symbolic. The federation leader was observed to sit at the central position leading the opening remarks. Scholars have observed that this was a sign of unity as the federation leader acted as a mediator who would help unite Arabs with western nations such as U.S.A. The France ambassador was present to learn more of Arab culture, and this would help reduce emerging conflict among the western and Arab states. Furthermore, in the 10th annual ceremony, UNESCO Goodwill Ambassador and Thelonious chairman were present to participate in intercultural dialogue. This was a special event as it marked the beginning of unity among the western British and the Arabs. It is said to

CIPD Course-Employee Relations - UK based system Essay

CIPD Course-Employee Relations - UK based system - Essay Example It is important that the organizational policies relating to aspects such as recruitment, selection, training, advancement, and disciplinary action, be in line with the relevant legislation such as the Equality Act 2010, the Employment Rights Act 1996, the Disability Discrimination Act 1995, and the Health and Safety at Work Act 1974. Economic factors such as inflation, unemployment, economic growth and taxation affect employment relationship (Aswathappa, 2005). When the economy experiences growth, there are better prospects for business and employment. As a result, employers are eager to attract qualified and skilled employees by offering them attractive remuneration and benefits (Aswathappa, 2005). On the other hand, during a recession, organizations consider redundancies and layoffs more frequently in order to reduce their costs and remain competitive. This may also result in downward revision of employees’ pay packages. Social factors such as unemployment, immigration and changing societal trends also affect the employment relationship (CIPD, 2013). High levels of unemployment result in low wages offered and few benefits, if any, as the unemployed have no other alternative. Rising immigration levels result in low-skilled jobs being taken by foreign workers, who can be paid lower wages than British workers. Trends such as dual-income households and even single-parent households mean that employers have to accommodate concern for the personal obligations of employees in the workplace. Worker, employee, and self-employed are three different types of employment status in the UK. According to the legal definition, an employee is an individual who has entered into or works under (or, where the employment has ceased, worked under) a contract of employment. A worker is defined as â€Å"an individual who works under (a) a contract of employment or (b) any other contract whereby the individual undertakes to do or perform

Iraq war Research Paper Example | Topics and Well Written Essays - 1750 words

Iraq war - Research Paper Example For a long time the United States and the Soviet Union were engaged in a Cold War (1946-1991) as they manifested their rivalry as superpowers economically, politically, militarily. The reasons it was termed as â€Å"Cold War† is because there was nothing like direct military engagement between the two superpowers. The Cold War included continuous bloody proxy wars that were directed to the developing countries of the Global South by the superpowers. The wildly recognized war of Cold War included - the Soviet-Afghan War 1979-1989, here the U.S. forces majorly concentrated â€Å"in the ground† while Soviet forces concentrated â€Å"on the ground.† In the American-Vietnam War 1959-1975, here while the Soviet forces were engaged â€Å"in the background,† the U.S. forces were engaged â€Å"on the ground.† However, in Afghanistan and Vietnam, both the United States and Soviet forces were defeated. Negative effects such as economic hardship, political turm oil, human devastation as well as ideological argument became the subject of discussion within the developing countries of the Global South contrary to the peaceful atmosphere that existed within the countries of the Global North. Like, the aftermath of the American-Vietnam war left 3 to 4 million Vietnamese dead and the same to 1.5 to 2 million Cambodians and Laos as well as many more million of them rendered homeless turning to be refugees, while only 58,000 U.S. soldiers were killed and 300000 were left with wounds. A number approximated to be 700,000 and 1.3 million Afghans were killed in the Soviet-Afghan War and left 4.5 million of them in refugee camps mainly in Iran and Pakistan while only 15,000 Soviet troops were left dead and 37,000 got wounds. Among the strategic goals of Israel when the Cold War was at its peak was to influence the Western powers into forcing the Soviet Union to allow Soviet

Psychological theories relating to Frankenstein (Mary Shelley's Case Study

Psychological theories relating to Frankenstein (Mary Shelley's Frankenstein) - Case Study Example Although Frankenstein has been noted for its treatment of the philosophical, mythological, scientific, and feminist questions, it is fundamental to realize that the novel also undertakes an in-depth study of the psychology of mind, human nature and, most significantly, alienation. The offers an important case of reference to an analysis into how human brain creates one’s mental world and the novelist portrays the images of her politico-cultural world and value system through the characters of the novel. Significantly, Mary Shelley has been greatly novel effective in unleashing the images of her mental world into the intellectual sphere of her novel in a subjective, complex and problematic way and establishes the relationship between the theories of the mind and the motivations of the characters. â€Å"Mary Shelley translates politics into psychology. She uses revolutionary symbolism†¦ Her characters reenact earlier political polemics on the level of personal psychology.à ¢â‚¬  (Sterrenburg, 144) Therefore, a reflective analysis of the novel Frankenstein by Mary Shelley corroborates that the motivations of the characters in the novel are directed by the mental world of the novelist. Psychological theories dealing with the working of human mind can be greatly useful in comprehending the construction of a literary work, especially the characterization of a novel. ... In order to comprehend the theories of mind in relation to the motivations of the characters in the novel, it is essential to realize the philosophical context of the work which is suggested by the theory of the ‘tabula rasa’ or ‘clean slate’. â€Å"This theory, held by the Empiricists, maintains that the mind, at the beginning of a person’s life, is empty; after birth, the senses receive impressions and are able to formulate ideas.† (Joshua, 25) The mental world of the novelist created by the socio-cultural and political images of her contemporary situation was crucial in the creation of the major characters in the novel. Significantly, the major characters of the novel, the young student of science and the monster created by him, offer a crucial example of how the mental world is linked to character-motivations. An investigation into the complex and multifaceted personalities of Frankenstein and the creature is essential in realizing the moti ves of these characters as the making of their mental world. Similarly, every significant question concerning science and society as discussed in the novel brings out this crucial link between the motivation of the character and their mental world. In a profound understanding of Mary Shelley’s creation account in the novel, it becomes lucid that the mental world of the creator has a great influence on the motivations of his creation. Thus, the mythic ambiguity of the central characters, Victor Frankenstein and the creature, points to the underlying moral ambiguity of the story. In Shelley’s creation account, neither the creator nor the creature in his rebellion has morally pure motivation. This characteristic feature of the novel corresponds to the link between the mind and the motivations

The Development and Acceptance of Labor Arbitration Essay

The Development and Acceptance of Labor Arbitration - Essay Example The regulations set in this case do not allow for concessions, therefore it sets clear guidelines to ensure that the bargain is done in good faith and to the benefit of both parties. Arbitration process involves the appointment of a third neutral party (an Arbiter) who will be charged with the duty of holding formal and informal hearings concerning the differences. The Arbiter will then from the facts drawn from the hearings make a conclusion that binds the two warring factions. His decision must be respected as it is enforceable by the law (Coleman, 1997, pp.36-38). This research paper will look into the historical context of the development and acceptance of the arbitration process in the labor field, particularly during the period and prior to WW II and through the war. The paper will also look at one significant case (Morse's Leadership) which resulted into a great impact on the management of labor relations in the past. Arbitration is as old as humanity and has been used in the world over to settle disputes between people and even among nations at war. This paper will zero in on industrial labor arbitration between employers and employees prior and during World War Two. The concept of arbitration was used to prevent the differences between the parties from escalating into chaos and turning tragic due to workers' strikes. The concept became a vital requirement in the 20th Century with the rapid industrialization and formation of labor unions (Hinchcliff, 1991, p.231). In the United States, it started in1935 with the passage of NLR (National Labor Relations) Act and proceeded into and during the WWII. President Roosevelt Franklin saw the need to help iron out the differences in industries that produced steel and other war materials so that the ensuing labor differences may not escalate and lead to shortage war paraphernalia (Hinchcliff, 1991, p.251). Far much more than the World War One, the World Wa r Two involved aggressive commitment of all nations in the globe. The whole human resources as well as the economic resources were directed to combat the vice. Both combatants and the non-combatants were affected and the expansion of the battle field to cover the enemies' boarders dealt a big blow to the world economy. The ability of a country to survive the war was therefore determined by its capacity to handle industrial and personnel requirement during the Great War. These two sectors which were already strained the war only aggravated the situation. There was a need to keep the human capital under control and at the same time produce enough to run the demands of the war. At its infancy, the law was never at all friendly with arbitration of any form. It was viewed by many as a means of overshadowing and usurpation of the judiciary. The courts were very hostile with it establishment. Their view was that the system was geared to drive them from the office and be rendered jobless through complete ousting of the jurisdiction process (McKelvey, 1957, p.14). To counter the new development, the courts declined to order specific performances of an executor for arbitration and also refused to allow for anything over the nominal damages for a breach of an

The Role of Communication Essay Example for Free

The Role of Communication Essay Effective communication is playing nowadays one of the most important roles in organizations and companies, because it is the only source of mutual understanding among employees and customers, directors and suppliers, etc. Effective communication arouses great interest compared with that of several decades ago. It means that the future success of a person mainly depends on his ability to use language and to communicate effectively not only within organization/company, but also across cultural boundaries. Nevertheless learning how to communicate effective isn’t limited only to one organization, because, for example, learning cross-cultural communication suggests how cultural traditions and patterns are understood and how cultural values may affect the process of communication. Learning effective communication is nowadays necessity, not only an option. Lots of spheres are influenced by communication involving, for example, health care providers, businesses, educational institutions, social service agencies and non-governmental organizations. Modern world recognizes and appreciates the role of language that is played in developing communication beyond cultural boundaries. Studying of effective communication will help to achieve goals within and outside the native country. (Managing Communication) Understanding how to communicate effectively will help to promote creating smoothly working project teams; responding to customers, clients, and markets; living and working in a culturally diverse world. Effective communication skills are really important as well as learning of cultural customs and traditions of the country, because they will assist in better company’s performance either in domestic or international market. In a modern swiftly changing world people and cultures are circulating and interacting as at a really dizzying speed. Those people who know how to use language and how to communicate effectively have a crucial advantage over others. As it was mentioned, â€Å"communication is the greatest luxury given to people†. (Managing Communication) References Managing Communications. (1996, August). Peace Watch, 2, 5, 1-2.

Bilateral Ankle Fusion in Leak Syndrome Induced Deformity

Bilateral Ankle Fusion in Leak Syndrome Induced Deformity ABSTRACT INTRODUCTION: Systemic capillary leak syndrome is a rare condition of unknown etiology defined by sudden episode of hypotension, high hematocrit and low serum protein concentration due to capillary hyperpermeability. Several treatments have been published for this pathology and eventual compartment syndrome but not for the disabling consequences. This clinical case highlights the negative orthopaedic consequences of a severe systemic attack and reports a subsequent deformity treatment option that resulted in patient quality of life improvement. To our knowledge, orthopaedic surgery for systemic capillary leak syndrome induced foot and ankle deformity is presented for the first time. CASE PRESENTATION: A 40-year-old caucasian female patient was referred to our institution for bilateral foot and ankle deformity after compartment syndrome during systemic capillary leak syndrome attack. She presented a bilateral rigid equino-cavo-varus-adductus deformity causing walk impairment. Bilateral ankle fusion by retrograde nailing was performed in a two-staged procedure. Rigid claw toes were also surgically addressed in an additional procedure. Radiologically, apparent ankle fusion occurred at 3 months post-op in both sides. Deformity correction allowed the patient to regain walking capacity. A right ankle tibiotalar failed arthrodesis was noticed at 24 months post-op. Prophylactic human immunoglobulin therapy was initiated after the last surgery with no recurrent attack registered during the 38 months follow-up period. CONCLUSION: Bilateral ankle fusion improved this patient quality of life by restituting walking capacity and lowering the probability of lower limb deformity related ulcers and infections. Major and minor complications are also discussed. This report contributes to the global knowledge about this syndrome and elicits the importance of the induced deformities surgical correction. Keywords: systemic capillary leak syndrome, (SCLS), compartment syndrome, equino-varus, ankle fusion, ankle retrograde nailing, human immunoglobulin. INTRODUCTION Systemic capillary leak syndrome (SCLS), describedby Clarkson et al. in 1960 [1], is a rare condition defined by sudden episodes of hypovolemic shock, elevated hematocrit and hypoalbuminemia without albuminuria [2, 3]. The etiology is still unknown, although several possible triggers have been reported as upper respiratory tract infections, sustained physical effort and menstruation [1, 4]. It results in generalized or segmental edema and, in severe cases,compartment syndrome requiring emergent fasciotomy [2-5]. The sudden intracompartimental high pressure often originates vascular and neurological damage and consequent lower limb deformity [3, 6]. Prolonged hospital stay may also aggravate this condition with osteoporosis following a long-term immobilization or limb disuse. Deformity frequently leads to walk impairment and decreased quality of life [7]. A few retrospective studies report ankle fusion for correction of compartment syndrome induced deformity. None of them included SCLS etiology for compartment syndrome [6,7]. Several treatments have been published for SCLS and compartment syndrome [1-5] but not for the disabling consequences. To our knowledge, orthopaedic surgery for SCLS induced foot and ankle deformity is presented for the first time. CASE PRESENTATION A 40-year-old caucasian female patient was referred to our institution due to bilateral foot and ankle deformity. She had been previously diagnosed with systemic capillary leak syndrome after sudden episode of hypotension, high hematocrit and low serum protein concentration. This acute phase was managed by fluid resuscitation.The consequent generalized compartment syndrome was treated with extensive fasciotomies of both arms, forearms, hands, thighs and legs. She stayed three weeks in the intensive care unit and eight months hospitalized. Although an intense physical therapy program was applied, she was unable to walk and autonomy was limited to a wheelchair. On examination she presented a bilateral severe stiff equino-cavo-varus-adductus deformity with retraction due to subcutaneous and muscle scarring and neurological deficit. Claw hallux and lesser toes were also present bilaterally. Plantigrade weight bearing was not possible (Fig. 1). American Orthopaedic Foot and Ankle Society (AOFAS) score was 20 points. Plain radiographs showed bilateral equinovarus ankle deformity with supinated feet (Fig. 2). Achilles, posterior tibial and flexor digitorum longus tendons lengthening was performed by medial approach associated to right tibio-talocalcaneal arthrodesis with a retrograde locked intramedullary nail (PANTA ® IntegraTM) by lateral approach. Distal fibula bone was used as an autograft. At 8 weeks of follow-up, plastic surgery applied a free skin graft over a persistent post-operative medial blister (Fig. 3). Apparent fusion was obtained at three months post-operatively (Fig. 4). Six months after the initial surgery, fusion of the left ankle was performed in exactly the same fashion. Surgical wound dehiscence was the short-term complication and was resolved with dressing changes. Fusion was obtained at three months post-operatively. (Fig. 4). Fourteen months after the first surgery, we documented recurrent dorsal proximal interphalangeal (PIP) joints inflammation with shoe wear. Right foot Moberg osteotomy, resection arthroplasty of PIP joints and flexor tendon tenotomy of all the lesser toes were performed. Left foot Moberg osteotomy, PIP joints fusion of the 2nd and 3rd toes with intramedullary guide implant (Ipp-On ® IntegraTM), PIP joints resection arthroplasty of the 4th toe and flexor tendon tenotomy of all the lesser toes were performed. Failure of the left hallux Moberg osteotomy staple caused hardware removal at 6 weeks post-op (Fig. 5). The rehabilitation protocol included immediate weight-bearing with walking boots and lower limb drainage. Prophylactic human immunoglobulin therapy was initiated after the last surgery. She regained walking capacity with balanced shoes and returned to work four months after left foot surgery. AOFAS score was 61 points. No toes related complaints, pressure ulcers or terminal necrosis of the toes were found. Twenty-four months after initial surgery she complained of right ankle pain de novo with weight bear and local swelling. Radiologically, failed arthrodesis with tibiotalar and subtalar bone reabsorption, peri-implant proximal radiolucency and distal calcaneus screw fracture were shown (Fig. 6). No local drainage or blood test infection parameters were found. Only symptomatic treatment and nonsteroidal anti-inflammatory drugs were prescribed. At 38 months of follow-up the patient refers no significant right ankle pain and no SCLS attacks recurrence were registered. DISCUSSION This high-risk patients and the unpredictable course of the disease required a multidisciplinary treatment options discussion. The patient never accepted irreversible autonomy loss and was aware of all the possible negative surgery consequences when she signed the surgery consent. There are few treatment options for long-term sequelae of compartment syndrome that include arthroscopic assisted arthrodesis, fusion with external fixator or internal devices such as plates or intramedullary nails. Arthroscopic arthrodesis is an excellent option when sparing the soft tissues is needed, however, this correction is limited to mild deformities. External fixation represents a serious risk of pin tract infection with no consensus about prevention treatment [8] and therefore we advocate as a potential risk for SCLS relapse. Fusion with plate and screws implies a considerable aggression to the already damaged soft tissues, although it represents a high stiffness construct. The authors managed this clinical case as an equino-varus-cavo-adductus deformity after lower extremity compartment syndrome. Retrograde nailing avoided extensive striping and Berend et al. has demonstrated better biomechanics stiffness compared to crossed screws [9]. Wang et al. [6] described excellent satisfaction rate after retrograde nailing for lower extremity compartment sequelae. No tendinous transfers were considered due to neurological deficit, scarred muscles and stiff joints. Claw toes deformity has a high risk of pressure ulcers by shoe wear conflict. Local infection in SCLS patients may represent a potential trigger for relapse and therefore must be corrected. Considering the stiff interphalangeal joints, hallux claw deformity was managed by bilateral Moberg osteotomy. Lesser toes were addressed by resection arthroplasty of PIP joints with the exception of the stiffer left second and third toes that were fixated with an intramedullary guide implant [10]. Fusion rate of only 50% (1/2 ankles) was low compared to another published study that show rates around 91% of primary bony union after bilateral ankle arthrodesis. However, none of these patients had post-compartment syndrome ankle deformity and related sequelae [11]. With no signs of infection, late failed arthrodesis may be related to compartment syndrome, local vascular and neurological damage, technical error or even SCLS per se. Three minor complications were registered. One large posteromedial blister required skin grafting six weeks after right ankle procedure. A left ankle lateral surgical wound dehiscence healed by secondary intention only with dressing changes. Failure of left hallux Moberg osteotomy staple was managed by hardware removal. These complications are relatively common and have been previously described in foot and ankle deformity correcting arthrodesis [6, 12]. They are usually due to poor skin and vascular conditions. No delayed weight bearing was noticed in rehabilitation program due to prompt and successful treatment. Concerning deformity correction, the results were very satisfactory. The AOFAS score increased from 20 to a total of 61 points even after tibio-talocalcaneal arthrodesisthat does not allow any hind foot movement. Moreover, the painless plantar support permitted walking without crutches after 24 months confined to wheelchair. Returning to work was also an important milestone for this patient. At 38 months of follow-up the patient is now asymptomatic with minor local right ankle edema and no walking limitation. Radiologically the bone reabsorption appears to have stabilized. Anecdotal evidence has shown good results in ankle arthrodesis revision after compartment syndrome [6]. However, one must consider unpredictable consequences of fusion revision in a SCLS patient, including a severe attack during the anaesthesia or post-op infection with potential lethal consequences. This patient has been diagnosed with idiopathic form of SCLS. Although no direct cause was identified she had been taking azithromycin for a respiratory tract infection which may represent a potential trigger [4,13]. Monoclonal gammopathy was also present at follow-up lab blood tests as seen in more than 90% of cases [2, 4]. There are several possible prophylactic treatments, which include B2-agonists, thalidomide, calcium channel blockers and chemotherapy with limited evidence considering the rarity of the disease. Intravenous immunoglobulin was administered in the last 12 months of follow-up with no relapses adding to the hypothesis that this may represent an effective prophylaxis [4,14]. CONCLUSION Bilateral ankle fusion improved this SCLS patient functional outcome by restituting the walking capacity. One late failed arthrodesis was the major complication and may require a secondary procedure although the patient is currently asymptomatic. Four surgeries were performed with no SCLS attacks recurrence registered at 38 months follow-up period. 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