Satire Essay free essay sample

Millions of children attend school every day, learning new information, from reading to writing to learning calculus and Latin. These subjects can help them in their future lives. Here at North Shore Hebrew Academy High School, we have a long day, which runs from 8 AM to nearly 5 PM. The students study nine or ten subjects and average approximately ten tests and quizzes each month. As does every school in the world, North Shore has the right idea, but the school needs to improve its academic calendar. There should be a longer school year, longer days, more homework and many more tests, quizzes, projects and more importantly, more essays. A regular school year is 180 days; however in Phoenix, AZ there is a proposal to increase the school year to 200 days, which adds approximately one month to the school year. The Balsz district in Phoenix is one of the few schools in the country that added extra days. We will write a custom essay sample on Satire Essay or any similar topic specifically for you Do Not WasteYour Time HIRE WRITER Only 13.90 / page This proposal is not enough. Therefore, there should be 355 days of learning each year (356 days in a leap year). Students should be given off New Year’s Day, Martin Luther King Day, Washington’s Birthday, Memorial Day, Independence Day, Labor Day, Columbus Day, Veterans Day, Thanksgiving Day, and Christmas Day. Half days would be granted on Christmas Eve, New Years Eve. It would be better to give students no days off at all, but these holidays appear to be necessary evils. In order to make up for the time lost to these wretched holidays, we must extend the length of the school day. The school should run from 7:00 in the morning to 7:30 in the evening. Lunch should be 36 minutes, during which time the students would be expected to eat their lunches while quietly reading or studying. The students will have three minutes to get to each of their 12 class periods. Class periods will run for 57 minutes. Students will follow the same schedule every day. Students will not be allowed to get up during class or leave the classroom for any reason. By spending more time in the classroom, students will be smarter and better prepared for their professional lives, which will doubtless involve being chained to their desks for weeks at a time. In order to be sure that students are absorbing the information that they learning in their classes, they will be assigned enough homework every night so that they will not have time to sleep. The students will have a quiz in each class before they start learning to check their knowledge. In addition, if they did not do their homework they will be assigned not only the homework they missed, but also an extra project. Depending on the teacher’s mood, the project would be of various difficulties. A student is allowed to miss four days in a school year. If a student misses five or more days, than that student will have to stay in school until 8 in the evening. Everybody knows that teenagers have no lives, never go to parties, go to movies, hang out with friends or go to the mall. Teenagers would rather be in a stuffy, cold space taking tests and writing essays until their eyes and fingers ache. Teenagers who want to have lives should be pitied. If they don’t have enough days of school and tests, they become ignorant, lazy, rude and fat. If the students are at school they will be learning all day and have no time to go and eat. However, if they are home during the day, all they would do is eat and watch television. The overall argument is that in current society, there is not enough pressure placed on high school students. With the SAT’s, advanced placement programs, and school athletics going on there is still the need for more class time, examinations, and homework. Students should be given little to no time to enjoy their lives. With this in mind, help fight for extended school days to benefit the children of America.

Word Choice Inalienable vs. Unalienable (An Independence Day Special)

Word Choice Inalienable vs. Unalienable (An Independence Day Special) Word Choice: Inalienable vs. Unalienable (An Independence Day Special) Happy Independence Day! To celebrate, we’re looking at a controversy related to the founding of the United States: the word â€Å"unalienable,† which appears in the Declaration of Independence. This isn’t a spelling we really use anymore, though, with â€Å"inalienable† much more common. We hold these truths to be self-evident, that all men are created equal, that they are endowed by their Creator with certain unalienable Rights, that among these are Life, Liberty and the pursuit of Happiness. So what is the difference between these terms? Why does the Declaration of Independence use â€Å"unalienable†? And when should you use each spelling? The Meaning of Inalienable and Unalienable First, let’s look at the difference in meaning between these words There isn’t one. Nada. Zilch. No difference at all. â€Å"Inalienable† and â€Å"unalienable† both mean â€Å"can’t be taken away.† So whether we speak of â€Å"inalienable rights† or â€Å"unalienable rights,† we mean rights that can’t be denied. In practice, then, the only difference is that â€Å"inalienable† is now much more common. Different Drafts, Different Spellings So, why does the Declaration of Independence use â€Å"unalienable†? Spelling variants were common at the time, and â€Å"unalienable† was the most common version of this term at the time. It also enjoyed a spike in popularity after the Declaration of Independence was signed. But since the mid-nineteenth century, â€Å"inalienable† has been the standard spelling. Unalienable vs. Inalienable Oddly, though, this controversy could have been avoided. This is because the spelling â€Å"inalienable† appears in other drafts of the Declaration of Independence, including Thomas Jefferson’s original draft. It was only when John Adams made a copy in his own handwriting that â€Å"unalienable† first appeared. And it was used in the final version, kick-starting a spelling debate that survives to the current day. A Tale of Two Prefixes: Un- vs. In- Why, then, has â€Å"inalienable† won out? In terms of meaning, the prefixes un- and in- are both negations. As such, they go before a word to cancel it out or suggest its opposite. The opposite of â€Å"happy,† for example, is â€Å"unhappy.† And the opposite of â€Å"elegant† is â€Å"inelegant.† The same is true with unalienable and inalienable. But the word â€Å"alien† comes to us from Latin. And while the prefix in- also has Latin roots, un- comes from German. Nineteenth-century linguists therefore decided than in- was the better prefix for â€Å"alienable.† And since then it has stuck. Or it has in most circumstances. Even these days, when people are writing about the Declaration of Independence, many prefer the spelling â€Å"unalienable.† So this mixture of a German prefix and a Latin word stem has a place in American English even today. Summary: Inalienable or Unalienable? As set out above, both of these words mean â€Å"can’t be taken away.† However, each spelling has its own place in modern English: Inalienable is the standard spelling of this term in most contexts. Unalienable is a rare variant of â€Å"inalienable,† but you can use it when quoting from or discussing the Declaration of Independence. Hopefully, this has settled some of your Independence Day spelling questions. But if you need any more help with your writing, feel free to send us a document for proofreading today.

Firefighter injuries and deaths Research Paper Example | Topics and Well Written Essays - 1250 words

Firefighter injuries and deaths - Research Paper Example Peterson adds that firefighters opt to protect property and save people under serious and risky circumstances. In the United States, about 100 firefighters die annually in the line of duty while about 95,000 are injured, according to the National Institute for Occupational Safety and Health report of 2006 (2). In the United States, twenty-one firefighters died in 2005, during the execution of non-emergency-related on-duty doings. Moreover, there was one fatal stroke case as well as five sudden cardiac deaths among the firefighters while undertaking the usual station or administrative activities. While engaging in activities like a funeral detail, attendance at a convention, a parade, and fire apparatus maintenance four firefighters died due to sudden cardiac death or stroke. On the other hand, three firefighters lost their lives when their helicopter crashed while they were lighting fires at a set burn. In addition, crashes claimed other five lives -- one each while en route to get a vehicle inspection sticker, after a boat parade, during a conservation project, while en route to pump out a residence, and while driving to a meeting (Fahy & LeBlanc, 3). Causes and Mitigation Strategies of Firefighter injures and deaths There are various health impairments and disorders influenced by the job attributes. These comprise traumas, injuries, cardiovascular diseases, lung cancer respiratory diseases, and cancers of other sites like large intestine, bladder or kidney. Mental disorders referred to as the post-traumatic stress disorder are of much significance among health effects because of a traumatic experience in health-hazardous or a life-threatening circumstance. Long after original trauma, there could be manifestation of serious health problems (Szubert & Sobala, 49). There are reports on an upward trend in the incidence of heat stress injuries during wild land firefighting operations. There can be dehydration by the firefighter when he or she is working under both high ambient air temperatures and high radiant heat flux conditions. This can also occur if positive preventative procedures are not implemented as a normal way of doing business on a daily basis heat stress can be experienced (Mangan, 38). It is in the operational area at the scene of a fire that about one-third of on-duty firefighter fatalities occur. The deaths occur because of asphyxiation, sudden cardiac death, electrocution, stroke, crushing injuries, internal trauma, and burns while restraining or putting out fires. In addition, another one-third of on-duty deaths happen on the way to or from an event in motor vehicle and other accidents. On the other hand, ten percent of firefighter casualties occur during training, for example physical fitness activities, apparatus and equipment drills, classes or seminars, underwater/dive training, and live fire training. It is also possible for the firefighters to die while carrying out nonemergency on-duty activities and at non-fire eme rgencies. Traumatic injuries account for more than one-half of all on-duty firefight

Business management course work Term Paper Example | Topics and Well Written Essays - 1000 words

Business management course work - Term Paper Example A lack of coordination takes place when teams working on the same project do not coordinate and this lack of coordination is represented both vertically and horizontally. Unclear accountability mechanism further adds fuel to the fire of depleting aggregate performance of the organization. Centralization cannot be termed as an effective way to manage organization like RIM. There is no clear marketing strategy. Section II: Statements of the Problem Research In Motion (RIM) has failed to develop and maintain a sustainable motivation, accountability and effective marketing strategy (Castaldo, 2012). The organization has grown unorganized and unmanageable; where a lack of clear-cut direction and conflicting opinions have compounded the aggregate management of the company (Castaldo, 2012). Section III Causes of the Problem Demotivation Motivation is the degree to which an employee wants and selects to carry out specific behavior (Mullins, 2009, p. 471). This specific behavior is nurtured t o obtain intended departmental and organizational goals and objectives. As motivation has both aspects in the form of intrinsic and extrinsic manifestations, the employees of RIM were not given sustainable workplace environment in which they could convert their potential into the desired results. For instance, according to a former employee, the new operational staff members were never fully empowered to carry out their jobs (Castaldo, 2012). This means the staff did not receive authority, sense of work ownership and a clear cut direction to attain a particular set of objectives. As a result, the sustainable motivation did not continue instead demotivation replaced motivation. Lack of Coordination â€Å"It was common for a few teams working on the same project to realize they were unlikely to make the date, but no one spoke up, under the belief that another team was even farther behind†(Castaldo, 2012). This statement mentions that there was no active and consistent coordinat ion between teams working even on the same project. They were on their own and they did not feel necessity to obtain information and see their progress on the project. Additionally, there was no strong check from the senior management whether the teams assigned to work and complete the same project were working in the suggested direction or the teams were facing issues related to the same project. There was a complete absence of vertical and horizontal coordination in the organization. In the absence of coordination, there would be no way to entertain department and organizational objectives. Unclear Accountability Mechanism Accountability can also be defined as the systematic inclusion of critical elements of program planning, implementation and evaluation with an aim of achieving desired results (Wandersman et al., 2000, p. 389). At RIM, nobody was accountable when a proposal or project failed to meet the expected level of performance. In the absence of any accountability mechanis m, it would be very difficult to learn from mistakes and derive certain result-oriented lessons from such steps. When accountability mechanism is not present and nobody is ready and willing to take and accept responsibility, strategic loss and strategic decline is unavoidable and it is what that is happening

Review and Insights Essay Example | Topics and Well Written Essays - 500 words

Review and Insights - Essay Example Additionally, both sides must be contrasted, or shown what is different about each position, in the essay. Argumentative essays are another subject altogether. When you revise your argumentative essay, Kirszner (1999) recommends that you should keep at least some of the following questions in mind: The same could be applied to persuasive essays. It is of utmost significance in a persuasive essay, above all, to make a well-formed and logical argument. The writer’s position does not necessarily matter so much, as much as does the attitude of the writer and the evidence that the writer has to support his or her assertions. A passionate persuasive argument is part of the persuasive essay, but the essay will not reach its intended purpose without the proper evidentiary support. In that regard, it is much like the argumentative essay, but slightly different in that the attitude of the writer must convince the reader based largely on an emotional appeal as well. A well-written case study is one in which the writer is in the position to analyze and manage an imaginary real-life situation. The case study’s purpose is to give the analyst experience in how he or she would approach a particular problem and solve it in a potential actual setting. The exemplar case study is one which: first, gives the details and background about the case; second, provides scenarios as to what is the desired outcome or potential outcomes of the case study; and thirdly, discusses why the solution(s) given to the problem is/are the best, and why one recommendation was chosen over the other for the problem. There are certain tips that can be followed in order to ensure success in writing quality research papers and essays. James Foley (2001) mentions a few useful things he had his students do in order to get involved in the process of researching papers; adequate preparation for completing research required a

Effect of Technology on Public Transportation

Effect of Technology on Public Transportation What evidence of the social shaping of technology, if any, is provided by the history of public transport in London Paris (1820-1990)? The following will discuss the evidence or otherwise of the social shaping of technology with regard to public transport in London and Paris between 1820 and 1990. During this period technological advances in public transport were pronounced and whether they shaped social changes will be outlined below. London and Paris are apt examples to use as they developed rapidly during the 19th Century and had continued to change until the end of the period. In 1820 both London and Paris were expanding cities yet their transport systems with the exception of canals to London had hardly changed at all in hundreds of years. However, the impact of industrialisation and urbanisation would mean that London and Paris would need the improvements in public transport to get their populations to work, school and home again. These advances in technology in turn would bolster the social and economic changes that had fostered them in the first place. The British population increased from 10 million in 1800 to 36 million in 1990 whilst that of France went from 27 million to 40 million (Roberts, 1996, p.322). In the same period the population of London went from 900,000 to 4.7 million whilst that of Paris went from 600,000 to 3.6 million. Most of the rise in the London and Paris populations resulted from the increased migration promoted by public transport (Roberts, 1996, p.322). The term ‘commuter’ came into everyday use during the 1850s to describe the people that travelled into and around London daily to work. These commuters travelled by train and in any of the 800 horse drawn bus services. After 1862 commuters could travel on the first complete section of the underground from Paddington to Farrington Street. The underground was developed and built by partners including the City of London and Great Western Railway. The construction of such systems in London and Paris showed great engineering skills not least because of the need to tunnel or bridge the Thames and the Seine respectively (Evans, 2000, p.101). The Paris metro was opened on July 19 1900 when it only went from Porte de Vincennes to Porte Mailliat. Like the London underground the metro was extended much further than the original line. Line 1 for example now runs from Chateau de Vincent to La Defense. The Paris metro gained a reputation for not only being more efficient that the London underground but also more elegant. The metro resulted from the engine ering know how of Fulgence Bienvenue and the architectural elegance of Hector Guimard. The metro has 211 kilometres or 130 miles of track that serves 380 stations that means that any within Paris is merely 500 metres away from the nearest station. The metro is slightly bigger than half of the London underground yet has a hundred stations more (Mills, 1997-2005). Improvements in technology meant that more people travelled to London and Paris to live and work, thus more of them could travel within and beyond the city limits. That was due to the increase in the provision of public transport. In the early part of the period 1820 to 1990 was the advent of the railways. The first successful rail service between Stockton and Darlington was developed by George Stephenson provided the impetus for a great expansion of railways (Hobsbawm, 1962, p.187). As respective capital cities London and Paris were logically at the centre of their national rail networks. Technically speaking, although the train services into, from and in London were providing a public service they were privately owned until after 1945. Britain had a head start over France when it came to the amount and density or rail and track not only in the capital but nationally as well, over 750 kilometres squared compared to between 250-499 kilometres squared for France (Hobsbawm, 1975, p.310 ). The advent of the railways meant that the Londoners and Parisians could have better links to the provinces, also cities such as Newcastle and Marseilles were easier to reach. The railways also meant that other parts of their cities were easier to get to (Hobsbawm, 1975, p.56). Southern Railway that ran the majority of train services in and around London was the only private rail operator (before nationalisation) that was regularly in profit (Black, 2000, p.89). Linked to the spread of the railways was the adoption of underground – systems in both London and Paris. The underground and metro systems offered the capacity and ability to carry millions of commuters daily without causing as much disruption as having all the rail tracks above ground. London expanded its operative underground -system in 1890 and Paris alongside other cities followed within a decade. The London underground is roughly double the size of the Paris metro since the completion of its last extension in 1999 with 392 kilometres or 244 miles of track with 280 stations (Crystal, 2003, p.950). In contrast to the railways the London underground continued to expand during the 1960s and beyond. The new Victoria Line of the 1960s was followed by the Jubilee Line and the extension of the system to Heathrow Airport in the 1970s (Black, 2000, p. 91). The underground systems gave the advantage of transporting more people with greater speed than other forms of both private and public transport. At that point cars and buses were barely in existence. Even as cars became more common they remained out of the price range of many Londoners and Parisians until the 1950s. Using public transport had the advantage of being cheaper without the need to worry about parking or having to stay stuck in traffic jams (Black, 2000, p.86). Another way that public transport has made on the social shaping of technology in London and Paris was the role of buses. Prior to the invention of the internal combustion engine there had been the horse driven bus. However, the buses driven by petrol or diesel engines were able to carry more passengers further than their horse driven predecessors. Buses could pick passengers up from places where the train and the underground did not go. Buses were introduced into London and other British cities from 1898 (Black, 2000, p.87). Buses tended to operate later services than the trains did in London. Within London and outside it, train companies before the Second World War often ran bus services. The Second World War led to London’s travel infrastructure been badly damaged whilst Paris had escaped heavy bombing although other parts of the French rail and roads had been destroyed (Black, 2000, p.88). In most respects the coming of railways amply demonstrated the social shaping of technology. It helped to speed the movement of people from the smaller towns and villages to major cities such as London and Paris. The railways allowed goods or people to travel much faster and also generated great wealth for their investors. Such wealth was shown in the elegant stations such as King’s Cross and Paris du Nord. The railways employed thousands directly or indirectly whilst transporting millions more (Hobsbawm, 1987, p.27). France had been slower in building railways than Britain yet managed to double the amount of track it had between 1880 and 1913 (Hobsbawm, 1987, p.52). The railway workers and other transport workers shaped society in ways linked to technology or in times of industrial disputes the refusal to use that technology. Both the British and French transport workers had a reputation for their radical trade unionism. In the British General strike of May 1926 support among st London’s transport workers was solid and not a bus, train or underground train ran for nine days (Brendon, 2000, pp 46-47). France tended to be more prone to strikes than Britain. In the summer of 1936, Paris and the rest of the country came to a halt after a series of strikes spread to the transport workers after starting at Renault (Brendon, 2000, p. 296). Even in more recent times strikes on the metro are frequent, especially if the French trade unions are unhappy with their government. Unlike their counterparts in London most Parisians can walk to work if that happens (Mills, 1997-2005). There was another development in public transport that allowed some social shaping due to technology, the aircraft. At first air travel was restricted to the rich, the military and cargo carriers. However the increasing cheapness of flights and the opening of airports such as Charles de Gaulle and Heathrow near Paris and London respectively made package holidays and internal business flights easier (Hobsbawm, 1994, p. 15). It was in the production of the supersonic airliner Concorde that both countries collaborated to show how technologically advanced they were. Concorde would allow people to travel to and from London and Paris in luxury as well as been good for national prestige (Crystal, 2003, p. 214). Whilst the French have made efforts to maintain and modernise their rail network in Paris and nationally the decline in the British railways has been marked. The total mileage of track halved between 1945 and 1992 whilst the number of car owners increased twenty fold in the same peri od. That meant that public transport was taken more seriously in Paris than London (Black, 2000, pp. 90-92). Therefore, it can be argued that social shaping technology was evidenced by public transport in London and Paris between 1820 and 1990. It was the development and expansion of the railways that greatly contributed to the expansion of London and Paris during the 19th Century. The railways generated wealth and trade as well as bringing people and jobs to both London and Paris. The development of underground-systems also contributed to social shaping and more and more people were able to commute to work and school. Public transport was further enhanced with the introduction of powered buses whilst the availability of cycles and later cars meant that not everybody had to rely on public transport. Whilst the greater availability of public transport had made social shaping changes the wider availability of cars led to more people moving out of the cities centres in to the suburbs. Public transport still remains vital for millions of Londoners and Parisians and commuters that travel from fu rther afield to go about their everyday business in London or Paris. Bibliography Black, J (2000) Modern British History since 1900, Macmillan Foundations, Macmillan, London Brendon, P (2000) The Dark Valley – A Panorama of the 1930s, Jonathan Cape, London Crystal, D (2003) The Penguin Concise Encyclopaedia, Penguin Group, London Hobsbawm, E (1962) The Age of Revolution 1789-1848, Weidenfeld Nicholson, London Hobsbawm, E (1975) The Age of Capital 1848-1875, Weidenfeld Nicholson, London Hobsbawm, E (1994) The Age of Extremes – the short Twentieth Century 1914-1991, Michael Joseph, London Mills, I C (1997-2005) The Paris metro www.discoverfrance (Barry Vale)

A Farewell To Arms By Ernest Hemingway :: Free Essay Writer

In the beginning Frederic Henry, a young American ambulance driver with the Italian army in World War I, meets a beautiful English nurse named Catherine Barkley near the front between Italy and Austria-Hungary. At first Henry wants to seduce her, but when he is wounded and sent to the American hospital where Catherine works, he actually begins to love her. After his convalescence in the hospital, Henry returns to the war front. During a retreat, the Italians start to fall apart. Henry shoots an engineer sergeant under his command for dereliction, and later in confusion is arrested by the battle police for the crime of not being Italian. Disgusted with the army and facing death at the hands of the battle police, Henry decides he has had enough of war; he dives into the river to escape. After swimming to safety, Henry boards a train and reunites with Catherine--now pregnant with Henry's child--in Stresa. With the help of an Italian bartender, they escape to Switzerland, and attempt to put the war behind them forever. They spend a happy time together in Switzerland, and plan to marry after the baby is born. When Catherine goes into labor, however, things go terribly wrong. He attempts an unsuccessful Caesarian section, and Catherine dies in childbirth. To Henry, her dead body is like a statue; he walks back to his hotel without finding a way to say good-bye. As the title suggests, A Farewell to Arms is in many ways an anti-war novel, but it is in no way like a call to end all war. Among the books’ morals, violence is not necessarily wrong: Henry does not feel bad for shooting the engineer sergeant, and he tells Catherine he will kill the police if they come to arrest him. Furthermore, the novel glorifies discipline, competence, and masculinity, and shows war as a setting in which those qualities are constantly being shown. A Farewell to Arms is against the extreme violence, the massive destruction, and the sheer senselessness of war; the mental effect it has on people and cities; and the brutal change it makes in the lives of its survivors once victory and defeat become meaningless terms. Unlike other books that glorify courage in battle and make everything come out ok for the brave individual, this book attempts a real portrayal of a different kind war, one fought with machine guns, in trenches, and with lots and lots of casualties.