A Day in the Life of Alex Sander Essays

A Day in the Life of Alex Sander Essays A Day in the Life of Alex Sander Paper A Day in the Life of Alex Sander Paper Greiner and Collins article A Day in the Life of Alex Sander: Driving in the Fast Lane at Landon Care Products discusses the personality traits and behavior of Alex Sander and how it not only limits his career growth but also affects others within the organization.  Alex Sander, a MBA graduate of MIT, is a product manager in the Toiletries division at Landon Care Products, Inc. Alex is a highly talented individual, a fast learner, has entrepreneurial skills with extensive market and product knowledge, is self confident, and self driven. He successfully rebranded two skin care products in over a years time. However, Alex is emotionally immature and aloof from his colleagues at work. He has a commanding personality as he not only micromanages people but also derides them if he is not satisfied with their work output and this behavior alienates him from other people in the organization. Alex admits that he gets ticked off pretty easily, is very inflexible at work relationships, and expects everyone to put in extra hours even if they have prior commitments. He thinks that his temper is actually an effective management tool that makes people finish tasks on time but does not realize that he is losing credibility among his peers and subordinates. Despite his work effectiveness and efficiency, Alexs difficult behavior and disregard for co-workers feelings is limiting his desire to move further up in the organization. Based on the feedback from other people at his work place, Alex works tirelessly. However, the flip side is that Alex expects others to work the same way, and if they do not meet his expectations, then he feels that they lack commitment and dedication. Alex contributes to a negative work environment through humiliation and yelling causing nervous and frustrated co-workers. While Alexs subordinates and coworkers respect him, they dont see him as a leader due to his lack of ability to motivate people and get work done through other people. This was revealed during Alexs 360 review with his manager Sam Glass. Sam wants to keep Alex as he is a valuable asset to the company; however, Sam wants to find ways to help Alex take charge on changing his behavior.  In conclusion of the article, Alexs manager Sam discusses this issue with another colleague at his hierarchy level to identify the best possible option to rectify Alexs attitude and behavior. Comments and Recommendations Alex needs to show more concern to the feelings and insights of his peers, as well as take the 360 review more seriously as a tool to improve his weaknesses. Alex should take emotional intelligence (EI) training that can help him read emotional and social cues from others. He should also focus on developing his interpersonal skills and leadership qualities including leading through motivation and leading by example. Further, his manager, Sam should enforce Alex to implement a reward system to praise co-worker contribution.

Understanding Point of View in Literature

Understanding Point of View in Literature When you read a story, have you ever thought about who is telling it? That component of story-telling is called the point of view (often abbreviated as POV) of a book is the method and perspective an author uses for conveying the story. Writers use point of view as a way to connect with the reader, and there are various ways in which a point of view can impact the experience of the reader. Read on to learn more about this aspect of storytelling and how it can enhance the emotional impact of the narrative.   First-Person POV A first-person point of view comes from the narrator of the story, which may be the  writer or the main character. The storyline will use  personal pronouns, like I and me,   and can sometimes sound a little bit like reading a personal journal or listening to someone talk. The narrator witnesses events first hand and expresses how it looks and feels from his or her experience. The first-person point of view can also be more than one person and will use we when referencing the group.   Check out this example from Huckleberry Finn - Toms most well now, and got his bullet around his neck on a watch-guard for a watch, and is always seeing what time it is, and so there aint nothing more to write about, and I am rotten glad of it, because if Id a knowed what a trouble it was to make a book I wouldnt a tackled it, and aint a-going to no more. Second Person POV A second person point of view is seldom used when it comes to novels, which makes sense if you think about it. In second person, the writer speaks directly to the reader. This would be awkward and confusing in that format! But, its popular in business writing, self-help articles and books, speeches, advertising and even song lyrics. If you are talking to someone about changing careers and giving advice for writing a resume, you might address the reader directly. In fact, this article is written in second person point of view.  Check out the introductory sentence of this article, which addresses the reader: When you read a story, have you ever thought about who is telling it?   Third Person POV The third person is the most common type of narration when it comes to novels. In this point of view, there is an external narrator who is telling the story. The narrator  will use pronouns like he or she or even they if they are talking about a group. The omniscient narrator provides an insight to the thoughts, feelings, and impressions of all the characters and events, not just one. We receive information from an all-knowing vantage point- and we even know what’s going on when nobody is around to experience it. But the narrator can also provide a more objective or dramatic point of view, in which we are told events and allowed to react and have feelings as an observer. In this format, we are not provided the emotions, we experience emotions, based on the events we read about. While this may sound impersonal, it is just the opposite. This is much like observing a film or a play- and we know how powerful that can be! Which point of view is best? When determining which of the three points of view to use, its important to consider what type of story youre writing. If youre telling a story from a personal perspective, such as that of your main character or of your own perspective, youll want to use the first person. This is the most intimate type of writing, as it is quite personal. If what youre writing about is more informational and is providing the reader with information or instructions, then second-person is best. This is great for cookbooks, self-help books, and educational articles, like this one! If you want to tell a story from a broader point of view, knowing everything about everyone, then the third person is the way to go.  Ã‚   The importance of point of view A well-executed point of view is a crucial foundation for any piece of writing. Naturally, the point of view provides the context and backstory you need for the audience to understand the scene, and helps your audience best see your characters and interpret the material in the way you intend. But what some writers dont always realize, is that a solid point of view can actually help drive the crafting of the story. When you take narration and point of view into account, you can decide what details need to be included (an omniscient narrator knows everything, but a first-person narrator is limited to just those experiences) and can bring inspiration for creating drama and emotion. All of which are crucial to creating a quality creative work.   Article edited  by  Stacy Jagodowski

Article Example | Topics and Well Written Essays - 750 words - 1

Article Example Analysis Different people have different preferences when they choose a hotel to spend a night or eat a meal. Some of these qualities are influenced by price, location, service and suitability. Moreover, apart from choice of hotel, people travel to different destinations based on different reasons. As a result, the hotel industry has been affected greatly by different factors such as tourism or events like sports. We will look at business travel and sports tourism as analysed by two different academic journals. Business Travel: Business travellers are one the largest segments of people who drive the hotel industry. Most of these travellers prefer stating at mid-level hotels and some select prefer luxury hotels for their superior service. As a result, hotels located in the mid-level segment are known to offer services to customer based on certain qualities. Some to the qualities include fair prices, rewards scheme and good service (Swarbrooke,  2012). During the recent economic down turn that affected a lot of industries and sectors, the hotel industry was also greatly affected (Bowen, 2009, pp. 32-37). As a result, many hotel chains such as the Marriot International hotels strategically made it possible for their mid level hotels to position themselves in attracting business travellers. Mid-level hotels have segmented their business in such a way that it allows for people to enjoy long stay at the hotel with different services being offered (Kandampully, 2007, pp. 63). As a result, a lot of people enjoy amenities such as fast internet, conference rooms and breakfast offerings that would endear business travellers to such hotels (Knutson, 2009, pp. 38). Hotels like the Cairo Marriot hotel and the Marriot Mumbai International Airport hotels are examples of hotels which are built purposely for catering to the needs of business travellers. The Marriot hotel chain is an example of a hotel chain that has perfected the art of attracting business travellers. The hotel chain has done this through offering a loyalty program that targets constant and loyal customers. The loyalty program allows loyal customers to earn points which give them an opportunity of getting discounts and hotel packages unlike other customers (Davidson,  2008). Sports Tourism: this is the newest phenomena in the world of travel and in the hotel industry due to the number of people who travel. As a result, there are a lot of people who travel to different sporting events with the hope and aim of attending to these events. Events such as the World Cup, Summer Games, UEFA Champions League and other sporting events attract a lot of fans and sportsmen or women who visit these events create a new kind of tourism that boosts the hotel industry (Knutson, 2009, pp. 36). As a result, a lot of hotels offer services such as quality service such as good food and ambience that allows a fan or sports person to make use of hotel amenities in the event of attending the sporting event (Prit chard, 2003, pp 64-65). Some hotels offer services such as guided tours to stadiums, good gyms and training facilities for sport travellers. Some hotels also offer secrecy and exclusivity that is needed by sport people who need a lot exclusion to train and concentrate on their games. Another offering that is used by hotels is location in terms of closeness to sports venues and

Tesla and Alternating Current Term Paper Example | Topics and Well Written Essays - 750 words

Tesla and Alternating Current - Term Paper Example Nikola Tesla arrived in the United States in 1884 as a great admirer of Thomas Edison and eventually found employment to redesign dynamos intended to generate direct current electricity for Edison's company. Very early on, however, Tesla became convinced that alternating current was superior to the means that Edison was spending his time trying to perfect. Edison's response was that Tesla was wasting his time and talent because he considered alternating current to be far too dangerous for public consumption, especially in comparison to direct current. Edison tried to convince Tesla that the danger inherent in alternating current had to do with the potential for high voltage wires to come loose and act almost as a lightning strike, killing a person on impact. After spending several months working long hours for Edison, Tesla eventually made the decision to strike out on his own in search of financial backing to continue developing alternating current. ... The primary backer of Tesla was George Westinghouse. Westinghouse was fascinating with Tesla's ideas and even more fascinated with the idea of actually buying exclusive rights to Tesla's patents. With one million of Westinghouse's dollars pumped into his research, Tesla was ready to reveal the potential of alternating current. The Chicago World's Fair of 1893 gave Tesla his opportunity to prove to the world the superiority of his theories. Every single exhibit using electricity on display at the World's Fair was generated with alternating current. The path to Tesla's revelation of how much better alternating current was than direct current was not easy since Thomas Edison put was willing to put 98% of his perspiration not into any aspiration to improve direct current but rather into inhumane experiments designed to frighten the public away from Tesla's work. Edison's attempts to discredit the validity of alternating current included the public execution of a variety of elephants (Silverberg 239). Despite repeated attempts by Edison to convince the public that alternating current was dangerous, it was the fact that Tesla was right and Edison was wrong about the superiority of alternating current over direct current that allowed Tesla to pull off that rarest of accomplishments: besting Thomas Edison. The real turning point in the war of the currents took place at the honeymoon capital of America, Niagara Falls. Using Tesla's alternating current system, Westinghouse was awarded the contrast to generate power at Niagara Falls. Tesla faced considered opposition and doubt as to his system's ability to generate the amount of

Compare and contrast (Twins) Essay Example | Topics and Well Written Essays - 500 words

Compare and contrast (Twins) - Essay Example Aside from being born approximately at the same time, with me being born only three minutes after my sister, we both think alike and often say the same things at the exact same time. We both have the same career ambition involving the medical field, more specifically nursing and dental assisting. Both of us are neat and organized, as well as always punctual. The similarities end there. As far as physical appearance goes, I am approximately half an inch shorter than my sister, putting me at 5’2 ? and my sister at 5’3. I have a smaller body frame compared to my sister’s bigger body frame. I prefer to keep my hair longer and Grace finds it more bearable to work with shorter hair. While my sister does not follow fashion or have an independent style and prefers more conservative clothing, I am very style-savvy. Though these differences might not seem that noticeable at first, when my sister and I stand next to each other, they can be quite staggering. Even identical t wins are capable of finding ways to maintain unique appearances. In regard to personalities, my sister Grace is a very shy person, though I love going out and meeting new people. I like learning and exploring new things, though Grace likes to stay at home most of the time, finding comfort in calming activities like reading. I am more adventurous and Grace is more reserved.

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

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

Sin City Essay -- Personal Narrative Las Vegas Gambling Essays

Sin City Two years ago my husband, myself and another couple visited Las Vegas, which is better known as sin city. Las Vegas is the biggest city in Nevada. Neon glittered hotels make up the general landscaping, which is otherwise a flat valley with a mountaintop background. The city is quite compact for tourism purposes, even though according to Frommer’s, Vegas is considered one of the fastest growing cities in America. Gambling is the central focus of Vegas, and casinos are abundant, but if gambling is not your thing there are plenty of other attractions to do and see. Vegas is made up of two distinct areas the â€Å"Strip,† and â€Å"Downtown.† The â€Å"Strip,† is considered the most famous four-mile stretch of highway in the nation. It contains most of the big name hotels and entertainment. Most of our time was spent on the Strip. Downtown is located on Fremont Street and was the first area to develop hotels and casinos. It has an old time Vegas feel to it. The streets are narrow and a balcony over head displays a must see light show. The light show is free so it can be enjoyed if you lose all of your money gambling. Flying into Vegas the first things visible are the giant hotels and casinos. We arrived during the day so unfortunately did not see the majestic effect of the lights. However, this did not downplay the grandness of the hotels. A short bus ride took us to our home for the week, the Imperial Palace. It was very budget friendly, with an ideal location, smack dab in the middle of the strip. The Imperial Palace pales in comparison to its glamorous neighbors. At first glance the casino is very dark and reminiscent of old Vegas, but for the price and location it is a steal. The rooms are clean, and it is one of the few h... ...strip so it is away from the hustle and bustle of everything. The drinks are small, but for only a buck well worth it. Not only did the price of the drinks rank high on our list, I also won sixty dollars there. They had an excellent band playing which was free and if you look closely you may even spot a few prostitutes hanging around. This may sound a little scary, but it really wasn’t. Vegas is a great place to visit if you want to see and do a lot of different things. It is a gamblers haven, yet it also offers many other things to do. It is fairly inexpensive depending where you stay and travel agencies always have different packages available to fit your needs. Whether you are a gambler or a sightseer, have a lot of money or a tight budget, Vegas is the place for you. Remember it is nicknamed â€Å"sin city† for a reason so be prepared to see and do the unexpected.