Declaration of Independence day Term Paper Example | Topics and Well Written Essays - 500 words

Declaration of Independence day - Term Paper Example The independence day of the United States is celebrated on July, 4 as approved by the congress. The interpretation as well as sources of the declaration has been subject of scholarly evaluation and request even as the original version is displayed at the national archives in Washington, D.C. (Bond, September, 1). The most important and dominant theme of the document is, perhaps, the founding fathers’ vision and dream for the country as a democratic powerhouse in the global scene. True to their vision, the country has worked on many fronts to make a nation based on outlined democratic principles such as equality, right to life, liberty and a chance to exercise the pursuit of happiness (Armitage 22). The declaration highlights the American orientation to democratic foundations. It is clear that Jefferson represented the will of the American leadership. The retention of the resolve to protect â€Å"self-evident† principles of human life and social health, democracy was cultivated in the country’s long journey to success. The right to life is a fundamental truth in the American dream and as demonstrated in various national policies that ensure the protection of life, the country has made tremendous steps in establishing institutions to protect life. Provision of important li fe protection services offered by the federal government in relation to such subjects as food, shelter, income and healthcare are illustrations of how the culture of life is protected to date (Armitage 22). In view of how liberty was envisioned and implemented to date, America has a long journey. Political liberty is perhaps one of the most celebrated principles in America and as envisioned in the Declaration of Independence, the country rose to set an enormous standard for others to emulate (Bond 3). Through model governance structures and an impressive track record for accommodation of divergent views, America borrows a lot from the

WEEK5 Research Paper Example | Topics and Well Written Essays - 750 words

WEEK5 - Research Paper Example This work will be illuminating the ideal salesmanship. Salespersons make a part of daily life as they often approach us, or they appear almost everywhere around us; be it in the offices, at home, shopping malls or even at commercial eateries. This explains why I have interacted with an uncountable number of them, all portraying different, sometimes contradicting features. However, from this unlimited number, I could rank them all ranging from the most unpleasant to the most pleasant. Though my experience with most sale persons has never been entirely pleasant, I can at least pick the best performer of them. This happened to be a direct sales representative in a bank, who helped me into having my first bank account despite having been totally ignorant in this field. Calm in demeanor and direct in his words, this man was sure of everything he was telling me. He took me through each account type and advised me on the best of them to choose, later leaving me to make my personal decision. A few years after when I needed to change my account type, this same man gave me advice and I have never been regretful to date. I happened to have one most remarkably unpleasant experience with a salesperson in one of the mobile service provider companies in my country. Mobile phone accessories were on sale in this occurrence. The event having been a road show, almost every feature of it had been annoying except for how well persuasive he was that he managed to entice me into his ideas. To participate into their promotion, one had to make a deposit of some cash, and then get assigned a t-shirt to recognize them as a member there-of. One alarming action was how this man pressurized me into giving him this cash into his hand. I view this as inappropriate because a customer should do everything willingly without feeling coerced. I later picked from scattered pieces of paper, only to be told

How To Stop Violence In Schools Essay Example for Free

How To Stop Violence In Schools Essay We all know there is violence in schools. Like in the past a couple of years there has been many shootings in school and I wonder how we could stop that. We could have a police officer on campus at all times. We could also have a group of students be a crime watch team. But the most important is to have kids be in a non-violent environment at home. If schools would have a police officer there, it would stop most violence because he knows all of the laws. When anything suspicious happened, he could investigate the situation. If he found resulting in violence, he could give the person punishment, so the situation doesnt result in violence. Schools with crime watch teams would probably have a lower violence rate because there would be more people trying to stop violence. The school could have some of the students that get good grades and have them look for violence in schools. The most important way to avoid violence in schools isnt even something at school. The students need to have a non-violent environment at home. They need parents that show positive attitudes because everyone learns from their environment and if its good there more likely to do good things. If its bad theyll probably do bad and violent things. Well now you know some ways violence could be stopped in schools. So spread the information because we dont want any innocent students getting hurt or even dying.

Londons urban transport from the Victorian era

Londons urban transport from the Victorian era Over the past 200 years the geography of London has changed dramatically. No better has this change been reflected than in Londons urban transport systems. The Victorian era saw mass migration to the capital as industrial progress both at home and abroad, and by 1800 London was the grandest city in the West and probably the world, with almost a million inhabitants. By 1881 the population has soared to 4.5 million and by 1911 to over 7 million [Porter 1994, pp 220]. To deal with these patterns of population growth London has seen large changes within its urban transport systems, on both land and water, and some have even attributed the growth of London itself to increased migration promoted by changes to public transport [Roberts, 1996 pp 322]. London is a scattered city, its past not attributed to coherent Government led development (as with other global cities such as New York or Paris). Instead, the most significant technical development which affected the size and functioning of London was the development of mass public transport, which was dictated not only by technological advances, but also the ways in which firms invested in the new forms of conveyance and competed with each other and alternative forms of travel [Ball and Sunderland 2001, pp 227]. When looking at urban transport, it is important to consider that, during the 19th Century the most common form of travel remained on foot. A traffic survey of the city in 1854 showed that almost 70 per cent of people travelling in and out of the City daily were doing so on foot. Even as late as 1897, when extensive public transport systems had been developed, less than a quarter of South London trade unionists were regular users of these systems as prices remained fairly high for other forms of commuter transport [Ball and Sunderland, 2001, pp 228]. In a scattered and geographically condensed city (in 1825 the built up area of London still only stretched for four miles north to south and six miles east to west) it remained the best way to get quickly and efficiently from a to b. As today, traffic congestion was a problem for London during the Victorian era, and walking was often the most rapid form of travel. Pedestrian travel was also aided by new technologies that improved road safety for those travelling on foot. Road conditions began to show improvements (with drainage improved), street lighting was introduced through the 1830s, and the extension of the police force made travelling alone safer. The development of Londons road systems throughout the century also reduced journey times [Ball and Sunderland, 2001, pp 229]. Changes in Water Transport: At the start of the Victorian era, the River Thames provided a faster and often more desirable way to travel across the city with Watermen offering to taxi people in small rowing boats known as wherries. The development of paddle steamers would displace these wherries, and by 1850 they were carrying several million passengers a year. These steamboats began offering services down the River Thames in 1815, unburdened by mileage duty and able to carry hundreds of passengers at a time in 1830 a regular service operated between London and Gravesend, Woolwich and Richmond [Ball and Sunderland 2001, pp 234]. Despite this, they remained unable to operate in bad light or weather, difficult and dangerous to board and leave and were involved in regular collisions. Water transport thrived during this time, dependent on the influence of the powerful river-using industries, which had restricted river bridges. During the early part of the 19th Century, however, their influence began to decrease, and new bridge crossings were. Vauxhall (1816), Waterloo (1817), Southwark (1819) and London (1824-31) all reduced the need for river transport on a commuter level, and also stimulated further road constru ctions south of the river through the latter half of the century [Ball and Sunderland, 2001, pp 229]. By 1890, the development of the road and railway networks had all but decimated the steamboat trade. The Horse and Carriage The Horse and Carriage as a means of transport was indelible throughout the Victorian era, and despite growing congestion throughout the 19th Century (along with the escalating costs of keeping and feeding horses in London) there were still 23,000 private carriages travelling through the city in 1891 [Ball and Sunderland, 2001, pp 229]. Road network developments and improvements were implemented throughout the Victorian era, all of which had to take into account the very particular needs of horse and carriage transport. The avoidance of steep gradients and limitations in the manoeuvrability of the carriages may have contributed to the levels of congestion seen throughout London throughout the Victorian era, and perhaps even up to today (with the maintenance of many of the road networks from the past century). This reliance on forms of horse drawn transport, not only encouraged walking in the lower classes (who couldnt afford the maintenance of a horse and carriage), but was also perhaps responsible for maintaining the compactness of London and restraining the outward movement of industry. Though gradually replaced by other means of public transport up to the First World War, the horse and carriage has remained the dominant means of road transport for a very long time. The upper classes had their own carriages, hackney carriages The rich had their own carriages, hackneys were available, and hansom cabs were introduced in 1834. Some got to work by short-stage coaches (four or six passengers inside and a handful outside). Horse and Carriage also remained the main form of transport in the movement of good around London (on the eve of the First World War most of Londons good vechicles were still horse drawn) [Ball and Sunderland, 2001, pp 229]. The Omnibus and Commuter Transport One thing that has defined patterns of social change within a transport context in London over the past two centuries has been the establishment and growth of the commuter and associated public transport. The very term commuter came into being during the 1850s as more and more people were able to travel to work from greater distances, and the average Londoners journeys on public transport increased from 20 in the late 1860s to almost 140 in 1902 [Ball and Sunderland 2001, pp 230]. In the early 18th Century, short-distance stagecoaches, known as short-stagers appeared throughout Londons streets. These coaches carried four to six passengers inside and up to seven outside on the roof, and were used to provide regular services from the centre of London to the outskirts. This means of transport was introduced to serve the better-off when they moved out to the then desirable suburbs. By 1825, stagers had become commonplace, with probably around 600 such vehicles making around 1,800 journey s a day [Ball and Sunderland 2001, pp 233]. These most popular of these coaches was the Hackney Carriage, which had a monopoly on the central areas of London up to 1832. Another idea developing at the time was the idea of the omnibus, which many believe single handed began the commuter revolution. The service was first established in July 1829 by George Shillibeer, running from the Stingo public house, Paddington, to the Bank, along to the New Road. Shillibeers omnibuses were long three-horse vehicles with benches for twenty passengers [Porter 1994, pp 237]. The idea was to increase the numbers of passengers that were able to travel by stage-coach, thus lowering the fares for the daily commuter. Because of the Hackney carriage monopoly of the central areas of London, however, the venture failed by 1831. This stimulated the Stage Carriages Act of 1832 which allowed the omnibuses and all other types of vehicle into the central areas, freely plying the streets for trade. The Stage Carriages Act also stimulated the advent of the omnibus back into the world of commuter travel as they could now access the central areas. The cheaper fares (they were nearly half the price of the Hackney Carriages) and their increased speed made them more convenient for the middle class commuter. There were also considerable negative impacts associated with the development of Londons public transport during this period. A paradox quickly arose as thousands of extra vehicles took to the streets improving public transport, whilst simultaneously exacerbating congestion issues in the city. It should also be noted that despite this rise in use of these services, the fares of public transport remained fairly high and prohibitive for most working-class people until the introduction of subsidised services towards the end of the century [Ball and Sunderland, 2001, pp 228]. As a result of this, combined with the service hours (they generally ran from eight in the morning when the majority of the working class workers were in work), the service remained, like the stagers before them, a largely middle class service. They proved effective, however, in permitting suburban living among tradesmen and clerks, and gave the inner suburbs a crucial boost during the 1830s and 1840s [Porter 1994, pp 240]. The success of the omnibus continued and was encouraged by low taxation (taxes on public transport were cut by up to a half in 1839) and competition and 1851, the year of the great exhibition, omnibuses carried around 20,000 passengers daily [Ball and Sunderland 2001, pp 236]. The closure of this however brought rapid growth to an end and fares plummeted as many firms went bankrupt. One success story however was the London General Omnibus Company, which, by 1900 owned nearly half of the 3,000 horse-drawn buses and trams, carrying some 500 million passengers a year [Porter 1994, pp 240] stimulated by rising incomes and a suburban migration during the late 1800s. The loss of monopoly during the 1832 Act had also led to a doubling of the number of hackneys and investment in new equipment and innovations, with the hansom cab eventually becoming the norm [Ball and Sunderland 2001, pp 234]. Eventually competition from other means of transport put an end to the days of horse drawn public tr ansport with the last known service in 1914. Railways The great material transformations of the 1800s, combined with the physical and social geographies of the city led to a major transformation in the railways of London. From the 1830s the cuttings ploughed into the northern suburban areas on their routes into Euston, then Kings Cross and St Pancreas [Porter 1994, pp 230]. These developments reinforced east/west social divides, devastating some areas while bettering others, however Londons traffic problems were becoming ominous, as a result of the vast increase of traffic and the absence of any policy. For these reasons, the coming of rail transport, overground and underground was critical in keeping the metropolis moving and in permitting the city to expand. But if the railways brought benefits these were purchased at a high cost. The downwards shift of some of these neighbourhoods is mainly attributable to later railway building that destroyed many inner-urban neighbourhood environments and made it possible for their more prosperous residents to move further out [Ball and Sunderland 2001, pp 233]. Underground Road Improvements In 1800 Londons road infrastructure was generally main thoroughfares running from east to west above the River Thames. These were often narrow, poorly maintained and blocked by street markets and other local activity, and little inner city road improvement was undertaken before the Commercial Road development in 1810 which sped transport to the dockland areas [Porter, 1994, pp 235], which seemed to stimulate a spurt of road networks. Major developments in the central area included Regent Street (1817-23) and Moorgate, cutting north-south thoroughfares through the traditional east- west pattern, and the major trunk routes constructed to the north of the built-up area including New North Road (1812), Archway Road (1813), Caledonian Road (1826) and Finchley Road (1826-35) [Ball and Sunderland, 2001, pp 231]. There were also a number of new river crossings introduced during this period including Vauxhall (1816), Waterloo (1817), Southwark (1819) and London (1824-31). This period also saw road conditions beginning to be improved via increased expenditure on widening, paving and drainage, and on new routes [Ball and Sunderland, 2001, pp 240]. Cycling Cars and Buses As previously discussed, the horse and carriage remained the dominant form of road transport throughout the Victorian era. Despite the many drawbacks of motorised transport, it has been rightly quipped that the invention of the motor car saved large cities in the nick of time from being engulfed in mountains of horse dung [Ball and Sunderland, 2001 pp 229]. Hackney motor cabs were first introduced in 1903 and proved immensely popular, particularly after the 1907 introduction of the taximeter. Ball pp 233. The growth of the bus use amongst the middle classes preceded the major change in motive power, from the horse to the petrol engine and the emergence of underground and electrified tram services and it was the petrol-driven motor buses that were to revolutionise public transport from their first introduction in 1899. The first bus service was operated by Motor Traction Co, who, for a short while ran two double-deckers between Kensington and Victoria. Cumberson, uncomfortable and generally unreliable they were initially unsuccessful. However, their advantages quickly became apparent they had greater carrying capacity than their horse-driven counterparts and travelled at somewhat higher speeds (though these were restricted by legislation), enabling routes to be longer. Running costs were lower and less variable and their success encouraged further investment in 1905 with the establishment of the London Motor Omnibus Company and Vanguard [Ball and Sunderland 2001, pp 239]. In the 1900s competition grew (from 1906 to 1907 the number of buses nearly quadrupled from 242 to 808) and many services saw a period of consolidation as congestion grew. New regulations lead to the development of the B-type bus in 1910 and by 1914 the public had taken the new motorised bus to heart with 757 million passengers. Today cities are designed on the premise of the car, on an autologic which underlines policy and planning in large parts of the world [Brudett, 2008]. Overview of Victorian Era: After centuries that had brought little alteration in ways of getting about, the Victorians created a transport revolution that changed not just the face of the town but the status map of the metropolis [Porter 1994, pp 235].

Personal Narrative- Soccer Injury :: Personal Narrative Essays

Personal Narrative- Soccer Injury I went into my junior spring soccer season kind of sad, my past coach, wasn't going to be our team coach this year. I wasn't really depressed though, because I had tons of friends that were playing this year. One of the great things about soccer is that it is not a school-sanctioned sport. To me this said that I was able to play another season of soccer with my friends from Paonia and Hotchkiss without the normal High School rivalry between these schools. Year after year, the schools pulled pranks on each other, sometimes nothing big, but sometimes something big. I remember my freshman or sophomore year, when a few guys I knew went over to Paonia and painted their skylight in their commons. When the sun shined into the skylight, it reflected a big HHS onto the floor, talk about a cool prank, but hey they got a free vacation but the school had to pay a ton of money to clean it up. This season wasn't just any season though. We had a new coach, and we were also playing competitive soccer. What was competitive soccer? Well it's a lot different than our normal soccer. Instead of playing the local teams, such as Delta, Cederedge, and Grand Junction, we got to play in huge tournaments and against teams far away from here. The game was also a lot more intense; I remember the first game, against Glenwood's team. It was totally different than anything I have seen, we were getting to play at a college, and against a soon-to-be known rough team. We had started the game, and man these guys were violent. We started to retaliate big time, and my friend's dad was the center referee, John is his name. I sure would have hated to be in his shoe, that's for sure. It didn't even phase me how crazy soccer was this year until one of the Glenwood players spit at our coach's feet, and got tossed from the game. We soon learned to live with this violence, and we even participated in it more than anyone would probably admit to. But after all of the beat downs we had received from the other teams, we were finally going to go to a big tournament, the Durango Shootout.

1970’s American Culture and the Impact on Dance Essay -- Sociology Ess

1970’s American Culture and the Impact on Dance The freedom of the American life and culture of the 1970’s overflowed to make a major impact on music and dance during this period. American culture flourished. The events of the times were reflected in and became the inspiration for much of the music, literature, entertainment, and even fashion of the decade. Choreographers wanted to motivate the dancers to leap into the unknown and experience the contact of dance in their own way. Free love and the idea surrounding it helped break down barriers from traditional dance movements. Men and women began using their bodies to portray physical acts, built on to each other creating unique and interesting positions. They were working with the physical forces of gravity, momentum, and inertia. They would use the force of one body hurling into another to find out what would happen. For the first time in history, it was not unusual for a man and woman to depict the act of making love on the dance floor. The term â€Å"bump and grind† did start during this era of free love. Another ...

Hamlet by William Shakespeare Essay

You make decision everyday; whether it is choosing what you make for breakfast or choosing what you want to be when you grow up. It is natural in humans to make decisions and act on what they believe is to be true. This not only applies to humans, but authors use them in their books or plays to create different types of characters. In one of the greatest works by William Shakespeare’s Hamlet, there are characters that make many different kinds of decisions that determine their role in the book. In the play, the protagonist Hamlet, after his father’s death, is angry about his mother’s hasty marriage to Claudius. He sees a ghost of his father one night and tells him that Claudius had murdered him. Hamlet plans to kill Claudius but he has trouble making decisions and throughout the play, his poor decision making skills bring downfall to himself and many others. Every tragic hero has a tragic flaw and Hamlet’s tragic flaw is his inability to make decisions. Hamlet’s inability to kill Claudius after hearing from the ghost, that he had killed Hamlet Senior, contributes to his stubborn indecisiveness, which brings about his own downfall. His indecisiveness leads to many character’s deaths; such as Rosencrantz, Guildenstern, Laertes, Polonius and his own mother. He had many chances of killing Claudius but he constantly over thinks the situation thus delaying his major task of killing Claudius: To take him in the purging of his soul When he is fit and seasoned for his passage? No. Up, sword, and know thou a more horrid hent. When he is drunk asleep, or in his rage, Or in th’ incestuous pleasure of his bed, At game a-swearing, or about some act That has no relish of salvation in ’t—. Then trip him, that his heels may kick at heaven (III. III. 85) This is an example of Hamlet being indecisive on whether or not to kill Claudius in the Church after the Mouse Trap play. He decides not to kill him there because he is praying and therefore will be forgiven for his sin. This results in delaying of his main task and also made more room for error; such as killing Polonius and also getting sent to England, which leads to Rosencrantz and Guildenstern’s deaths. If Hamlet would have decided to kill him then, he would not have created the mess he ends up making at the end. Hamlet’s inability to talk and discuss to Ophelia about what is happening, after she starts rejecting his messages, leads to losing his love and ultimately ends up to her demise. Even though they were in love, when Ophelia begins rejecting Hamlet’s messages because Polonius told her to, Hamlet tells Ophelia that she was not worth anything to him. This leads her to believing that Hamlet does not love her anymore. As a conclusion, she goes crazy and out of control; for example: By Gis and by Saint Charity,  Alack, and fie, for shame! Young men will do ’t, if they come to ’t. By Cock, they are to blame. Quoth she, â€Å"Before you tumbled me, You promised me to wed. So would I ha’ done, by yonder sun, An thou hadst not come to my bed. (IV. V. 40) This is the scene where she has become insane. She sings about how a man promised her to marry her before they went into bed together but he left her. On top of Hamlet’s rejection, Hamlet has killed her father, Polonius, so she has completely lost control of herself. She sings a very sorrow song in front of many people and also gives out fake flowers to people. After this scene, she ends up committing suicide at the lake. If Hamlet had talked with Ophelia about what was going on and why she was ignoring her messages, she would have not become insane and Hamlet and Ophelia would still be in love. Hamlet’s final flaw is his inability to decide whether life is worth living or not, which contributes to his stubborn indecisiveness, which ultimately leads to his own downfall. Hamlet is very confused about his own life and is out of his mind. He is very depressed from his father’s death and the feeling of betrayal he has from Gertrude, his mother, who remarried right after his father’s death. He does not know if life is worth living or not and this is obvious when he says: To be, or not to be–that is the question: Whether ’tis nobler in the mind to suffer The slings and arrows of outrageous fortune Or to take arms against a sea of troubles And by opposing end them. To die, to sleep– No more–and by a sleep to say we end The heartache, and the thousand natural shocks That flesh is heir to. ‘Tis a consummation Devoutly to be wished. To die, to sleep– To sleep–perchance to dream: ay, there’s the rub, For in that sleep of death what dreams may come When we have shuffled off this mortal coil, Must give us pause. (III. I. 56) This is his famous soliloquy on the topic of life. He compares life and death and he cannot decide whether or not to stay alive or to be dead. He believes that death is the way to escape all his troubles and his depression but then on the other side, he knows he needs to complete the task of killing Claudius. His indecisiveness about his own life delays his action from doing what he really wants to accomplish. Even though Hamlet kills Claudius at the very end, as a result of his indecisive behavior, he has taken way too much time to accomplish one single task. Also, it killed many innocent people he could have prevented from killing them. If Hamlet would have not been so depressed and actually decide whether or not he should stay alive or die, he might have had a better chance accomplishing his tasks much faster and efficient. Clearly, Hamlet is very indecisive all over and his indecisiveness brought about his own downfall. His mother’s death, his love’s death and his friend’s deaths are all caused by Hamlet. If he were to be decisive and straightforward, he could have killed Claudius much faster and he also could have prevented all of the deaths that happened. Many theories attempt to explain why Hamlet takes so long to kill Claudius but out of many theories, Hamlet’s indecisiveness is the only one with full satisfactory answers. Every book or play has a tragic hero and every tragic hero has a tragic flaw and in the play Hamlet, there is no exception. These themes present in many of William Shakespeare’s plays are relevant even today. There are times when we are indecisive when it comes to difficult situations. To be able to decide and to act on what you decided to do is what we try to aim for, however, since Hamlet did not complete this, he led himself to his own downfall and also many other’s to their downfall as well.