The Way of the Shepard Essay Example for Free

The Way of the Shepard Essay The Way of the Shepherd, written by Dr. Kevin Leman and William Pentak, presents the reader with seven basic and ancient foundations to successful leadership. Throughout the story these essential management principles are imparted upon a young novice reporter through an interview of one of the most successful CEOs in the United States. During this interview the CEO communicates these seven ancient leadership elements that can be applied in today’s hectic business environments. The first principle, Know the Condition of Your Flock, stresses the importance of people to the successful manager. The CEO points out it is important to understand the condition of your people in addition to the status of their work. The people can become a manager’s greatest competitive advantage if they are understood and treated properly. If a manger takes a personal interest in each of the employees and treats them as individuals, then management becomes more effective. Discover the Shape of Your Sheep is all about identifying strengths and weaknesses of these individuals to ensure they are in the correct position. A person’s skill set should apply to the task they are assigned and they should be motivated to apply these skill sets. It is also important to have people with positive attitudes and have personalities that complement their assignments. These along with people’s experience can determine how effective they will be in certain positions. Discovering and understanding all this information makes the task of lesson three that much easier; Help Your Sheep Identify With You. Build trust with your followers through genuineness, integrity and compassion. Getting people to want to follow you by giving them a sense of meaning and belonging is a true sign of leadership. Clear communication of values and mission, defined roles and high standards of performance are instrumental in getting people to follow your lead. Make Your Pasture a Safe Place, is all about protecting what you have established in the previous lessons. Identifying and addressing problems in the organization quickly is essential. Keeping your people well informed of these problems and subsequent actions help quell anxiety and the spread of rumors. It is also important to make every person feel essential in the organization to avoid internal rivalries and provide job security. Possibly the most important is to rid your organization of detractors. If they refuse to be a positive influence in the group and hurt the organization then cut them loose. The Staff of Direction, is all about guiding your people along the right path without coercion. Know where you want your organization to go, plan the path and keep you people moving towards those goals. Avoid dictating and demanding and try suggestions. Set an example for them to follow, not just making pronouncements. It is important to allow your people freedom to find their way, but also to set firm boundaries for them to avoid. Most importantly help your people when they get in trouble and use these mistakes as learning opportunities. Discipline in the workplace an always be a tricky task for any manager. The Rod of Correction, sets out to establish a foundation to approach this aspect of management. First of all it is important for you to protect your people from external threats and let them know you will protect them when needed. This can go a long way to help avoid some conflicts in the workplace. Also, monitoring your people’s progress along with the work’s progress can help you identify potential problems before they grow. The final aspect of discipline in the workplace is correcting these problems arise. Remember it is better to approach these situations as learning opportunities instead strictly punishment. Hopefully the first two steps mitigate most of the issue before they require any severe corrections. The last secret, The Heart of the Shepherd, ties everything together and reveals the most essential part of management. This is the most demanding aspect for the manager and often one that is neglected. The leader has to truly care for his people and be willing to make the commitment to them. Making the necessary sacrifices and showing your people that you have a heart for your people is the mark of a great leader. Never ask more of them then you are willing to give. Don’t just be a hireling, give yourself to your people and they will reward you in return. The Way of the Shepherd is a simple no nonsense book on the basics of being an effective manager. I doubt many readers will find a grand revelations in the concisely written book. The authors help put these basic and timeless lessons into perspective for any level manager. Likely many have never seen the information presented in this manner and this is where I think the book really shines. I can easily see myself going back to this book regularly in the future. This book helps remind the reader that the basics matter and can make or break a leader. Periodic self-evaluation by a manager with the help of this book could help some mediocre managers make the transition to greatness.

Critical Reflection on current clinical knowledge and development

Critical Reflection on current clinical knowledge and development Within this assignment I will critically reflect on my clinical knowledge to date and consider my future development needs with a focus on my final management placement and future career as a registered nurse. I have chosen two areas which I feel are relevant to my future development needs namely Quality Assurance and Multidisciplinary/Agency team working and using the Gibbs model (fig. 1)as a framework will reflect upon my own learning experiences and achievements to date and write an annotated reflection highlighting my development needs from which I will formulate a Personal Development Plan. This undertaking demonstrates my commitment to the need for continuing professional development in order to enhance my knowledge, skills values and attitude needed for effective nursing practice (proficiency 4.1) and will address deficits in my knowledge and skills and identify any shortcomings within my own or others practice and help me cope with practice related issues experienced within m y previous placements. I have chosen Gibbs reflective model as a basis for reflection as I feel it is easily understood and encourages a clear description of the situation, analysis of feelings, evaluation of the experience, conclusion and reflection upon the experience to consider a solution if the situation arose again (Brooker Nicol 2003). It has been advocated that reflective practices are a method of bridging the gap between nursing theory and practice, and as a tool to develop knowledge embedded in practice (Chong 2009). Furthermore in reflecting on the way we deliver care we can identify weaknesses, build on strengths and develop best practice (Myser et al 1995, Johns 1996). However, there are those who are sceptical of the practice and the idea of reflection in nursing is ambiguous and confused and not based on discipline related evidence based research (Gustafsson et al (2007). Some studies however, have shown a positive response from practitioners who have attributed refl ective practice to changes in their practice (Paget 2000, Cooke Matarasso (2005). In consideration of these views my approach to reflection as a means of recognizing strengths and weaknesses in my learning and practice to enable me to make positive changes to my future practice will be unbiased. Therefore my reflective account will include an open and honest description of what I have gained from the experience In conclusion, my main aim is to enhance my professional development by reflecting upon past education and clinical experience using the Nursing and Midwifery proficiencies as a benchmark. Furthermore by utilizing the reflective model I will not only identify my strengths and weaknesses but also recognize potential opportunities or threats which will enable me to prepare for my future development and alert me to any threats allowing me to overcome any difficulties I may encounter. Teekman (2000), states that throughout the literature it is well emphasized that reflective practice is an effective tool to reduce or eliminate the perceived theory-practice gap. I will therefore endeavour to utilize this exercise to transform my theoretical learning into evidence based practice. By doing this I can substantiate my claim to having knowledge of evidence based care to ensure safe practice (Proficiency 2.5) Gibbs Reflective Cycle Description What happened? Action plan If it arose again what would you do? Feelings What were you thinking and feeling? Conclusion What else could you have done? Evaluation What was good and bad about the experience? Analysis What sense ca n you make of the situation? Fig. 1 REFLECTIVE SELF-ASSESSMENT 1ST DRAFT Gibbs (1988) model begins with asking the question What happened? and asks What were you feeling. This allows me to give an account of the events that occurred, and in order to add significance to the narrative I will relay my feelings about the event directly after explanation about the incident. During the course of my placement whilst working in an acute psychiatric in-patient I was delegated some responsibility for particular patients by senior members of staff. In addition I was often allowed to facilitate both group and one-to-one sessions supervised by a trained member of staff. However, due to other demands within the ward environment staff were often unable to run the groups and one-to-one sessions with the patients could often be time limited. However, on one particular day I was approached by a patient for whose care I was given responsibility He appeared very agitated and complained that over the previous few days he had become frustrated by the lack of attention he was been receiving from nursing care staff the lack of information he was being given in respect of his care. He also complained that he had been informed that he would have regular access to therapeutic groups and this was not happening. This patient had show a keenness to participate fully in his care to facilitate a quick recovery and discharge from the ward I was aware that staff had been busy but felt uneasy at his distress and afraid to tell him that staff had been too busy therefore unable to run the groups. In addition I did not feel confident enough to explain his treatment plan. I was quite annoyed though that he had not been consulted or involved in this previously, therefore I consulted with his named nurse voicing my concerns and asked if she could alleviate his concerns. (NMC Proficiency 2.6) was achieved by my articulating my own emotional and psychological responses to situations with colleagues in a professional manner. By also being aware of my own limitations at the time I achieved (NMC proficiency 1.1). The nurse took him into a quiet room and in my presence explained the situation to him apologising for the apparent lack of attention he had received. She assured him that the therapeutic group would be commencing later that day and allowed him to vent his feelings and concerns about his care and anxieties about his illne ss. She reviewed his plan of care with him taking account of his wishes and desired outcomes. On listening to how she handled the session, I felt quite inadequate afterwards thinking I should have been able to deal with the situation as I was competent at formulating care plans. Following the session I decided to approach my mentor to ask to discuss the situation and we agreed that I would take the time to read through the Integrated Care Pathway of each patient under my care and become familiar with their use by suggested I attend and participate in multi-disciplinary meetings. By recognising this I was adhering to the code of professional conduct (NMC) 2008, to consult with a colleague when appropriate and work within the limits of my competence. Moreover, I achieved (NMC Proficiency 4.1) by demonstrating a commitment to the need for continuing professional development and personal supervision activities. In addition a multi-disciplinary meeting was arranged for the patient and his father and my mentor allowed me to co-ordinate this and provide feedback on his progress in order that I gain experience in multidisciplinary working. Prior to the meeting I scrutinized his ICP to familiarise myself with his situation and plan of care to enable me to identify his needs and achieved (NMC Proficiency 2.2) by providing relevant and current health information to the patient during the meeting. Rees et al, (2004) informs us that ICPs are tools which map out the pathway of clinical events and activities for all professionals involved in a specific patient group. The ICP helped clarify my roles and responsibilities as well as improve team working and communication. This enabled me to become more informed and also provide the patient with information on his plan of care which would be carried out throughout his journey from admission to discharge In attendance at the meeting were the Consultant Psychiatrist, Named Nurse, Pharmacist, Community Psychiatric Nurse, Occupational Therapist and myself. I provided feedback on the patients progress to the Consultant Psychiatrist and other team members, and highlighted the patients concerns about his treatment demonstrating (NMC proficiency 3.2)by working collaboratively with multi-disciplinary team members to enable the delivery of effective patient care, prior to the patient and his father attending. This provided the Consultant Psychiatrist with an overview of the patients mental health and progress to date. The patient and his father were then invited to attend the meeting the patient was given the opportunity to tell the Consultant Psychiatrist how he was feeling and discuss any issues he may have. He was also given the opportunity to talk about his prescribed medication and ask questions which were answered both by the doctor and pharmacist. The pharmacist also gave some advice a bout his present dose of prescribed medication making suggestions to the doctor about possible changes due to a complaint by the patient that he was experiencing stiffness in his legs. The patient was allowed to discuss his involvement in therapeutic groups he had attended and their benefits. The patients father was also given the opportunity to ask any questions and voice any concerns he may have. Discussion between me, the consultant and patient provided clearer picture of the situation I and felt more at ease having further clarified the process of his care would be while on the ward. I felt more confident and satisfied that the patient was now more at ease and satisfied with his present care and was able to meet (NMC proficiency 2.4) by updating the patients plan of care following the meeting. The next stage Evaluation Gibbs model making sense of the situation and asks What was good or bad. I was pleased to see a positive outcome which was due to inclusion of the patient in his plan of care and collaboration within the multidisciplinary team meeting which alleviate the patients concerns. I was not happy at my own lack of confidence to initially deal with the clients concerns and the fact that the patient had to complain before being fully involved in his care. Having this awareness of my own emotions and of weaknesses in my practice and consulting with the patients named nurse assures me that I am managing myself, my practice and that recognizing my own abilities and limitations (NMC Proficiency 1.1) and resolving this by taking action to improve in this area of practice. In conclusion, stage five of the Gibbs (1988) model, I feel the more experience I gain in the ward environment and more I learn about ICPs I can improve patients quality of care and collaborating with other members of the multidisciplinary team I will gain knowledge and confidence to enable me to take that step from being a student to becoming a confident registered nurse and deal complex situations such as described above. In the final stage of Gibbs reflective model the question is asked If the situation arose what would I do? I will continue to utilize reflective practice to improve on my knowledge and skills and develop my Personal Development Plan to highlight gaps in my knowledge. I will use my personal development plan within my final placement to address my weakness and build on my strengths whilst seeking opportunities for further development taking account of any threats. EVIDENCE BASED RATIONALE I have used the two main areas within my recent practice where I have identified both strengths and weaknesses. Although multidisciplinary working and the quality assurance tool Integrated Care Pathways are interlinked they will be discussed separately to maintain coherence and facilitate separate Personal Development Plans. I will therefore begin by discussing Integrated Care Pathways as a quality assurance measure, what I have learned to date, highlighting my development need, and why this is important to my practice. Integrated Care Pathways Evidence Based Rationale My experience of Integrated Care Pathways during my training has been limited, therefore I require to improve my knowledge and participation in undertaking and documenting a comprehensive, systematic and accurate nursing assessment of physical, psychological, social and spiritual needs of patients. It is necessary therefore require to further enhance my knowledge and the requirements of (NMC proficiency 2.3) as part of my development needs. ICPs have not been implemented within any of my placements in the community or long term ward settings. However, an Integrated Pathway for admission and discharge has been implemented within an acute ward setting where I was placed. This has been implemented to standardize practice across every psychiatric admission ward within Lanarkshire (Kent Chalmers 2006), and to facilitate better co-ordination of discharge planning and facilitate continuity of treatment in the community (NHS Lanarkshire 2007). The purpose of Integrated Care Pathways has bee n defined in different ways within the literature. Quality Standards Scotland (2007) highlights the quality assurance aspect indicating that ICP standards will support service improvements in relation to the process or care and outcomes for individuals. PLANNED ACTIVITY METHODS OF EVALUATION FOR PDP

The Lightweight Cars Competitors And Their Structures Engineering Essay

The Lightweight Cars Competitors And Their Structures Engineering Essay The Atom prototype chassis was tested to determine the value of its global torsional stiffness. This value was calculated to be 1330Nm/deg. This value was to be improved upon by the following method: The creation of a Finite Element baseline validation model using MSC Patran/Nastran software compared favourably with the physical test results with a torsional stiffness value of 1352Nm/deg for a mass of 47 Kg and an efficiency of 88g/Nm/deg. The discussed modifications had been suggested to Atom upon initial appraisal of the chassis were incorporated into this baseline model and resulted in increases in both torsional stiffness and efficiency. Further, the design improvement study performed resulted in a maximum torsional stiffness of 6448Nm/deg, an increase of 377% over the baseline model. A maximum increase in efficiency of 286% to 23g/Nm/deg for a mass of 148.3Kg accompanied this increase in torsional stiffness. Following optimisation of the model to gain minimum mass for a stiffness of 6000Nm/deg a torsional stiffness of 6030Nm/deg was realised for a mass of 127Kg, giving an increase in efficiency of 322% over the baseline model to 20.99g/Nm/deg. ACKNOLEDGMENTS First, I would like to thank my parents for their support and encouragement throughout my university career. I would like to sincerely thank my supervisor Mr. Mike Dickison for his continual support and enthusiasm for this thesis. Thanks to Brunthinthorpe Car Ltd for providing a very interesting design project and great support throughout. Finally, a special thanks to all my friends at Coventry who have made this such a great year. INTRODUCTION 1.1 Bruntingthorpe Sports Cars Ltd Bruntingthorpe Sports Cars Ltd has been involved in the Lightweight car industry for a number of years. They have produced work for many other companies. 1.2 Aims of Project The purpose of the design project: To perform a torsion test on the prototype chassis to determine its torsional stiffness; To create a finite element model of the chassis; To incorporate a design improvement study and note the effects on the global torsional stiffness of the chassis; To attempt an optimisation for maximum efficiency. The following limitations are given for this project: The body shape is fixed and therefore the overall external shape of the chassis must not be altered; Overview of Chassis Types Definition of a Chassis The chassis is the framework to which everything is attached in a vehicle. In a modern vehicle, it is expected to fulfil the following functions: Provide mounting points for the suspensions, the steering mechanism, the engine and gearbox, the final drive, the fuel tank and the seating for the occupants; Provide rigidity for accurate handling; Protect the occupants against external impact. While fulfilling these functions, the chassis should be light enough to reduce inertia and offer satisfactory performance. It should also be tough enough to resist fatigue loads that are produced due to the interaction between the driver, the engine and power transmission and the road. Ladder frame The history of the ladder frame chassis dates back to the times of the horse drawn carriage. It was used for the construction of body on chassis vehicles, which meant a separately constructed body was mounted on a rolling chassis. The chassis consisted of two parallel beams mounted down each side of the car where the front and rear axles were leaf sprung beam axles. The beams were mainly channel sections with lateral cross members, hence the name. The main factor influencing the design was resistance to bending but there was no consideration of torsional stiffness. A ladder frame acts as a grillage structure with the beams resisting the shear forces and bending loads. To increase the torsional stiffness of the ladder chassis cruciform bracing was added in the 1930s. The torque in the chassis is reacted by placing the cruciform members in bending, although the connections between the beams and the cruciform must be rigid. Ladder frames were used in car construction until the 1950s but in racing only until the mid 1930s . A typical ladder frame is shown below. ladder Fig. 1 [Ref. 2] Twin tube The ladder frame chassis became obsolete in the mid 1930s with the advent of all-round independent suspension, pioneered by Mercedes Benz and Auto Union. The suspension was unable to operate effectively due to the lack of torsional stiffness. The ladder frame was modified to overcome these failings by making the side rails deeper and boxing them. A closed section has approximately one thousand times the torsional stiffness of an open section. Mercedes initially chose rectangular section, later switching to oval section, which has high torsional stiffness and high bending stiffness due to increased section depth, while Auto Union used tubular section. The original Mercedes design was further improved by mounting the cross members through the side rails and welding on both sides. The efficiency of twin tube chassis is usually low due to the weight of the large tubes. They were still in use into the 1950s, the 1958 Lister-Jaguar being an example of this type . Fig. 2 [Ref. 2] Four tube As designers sought to improve the bending stiffness of a chassis, the twin tube chassis evolved into the four tube chassis. The original twin tube design was modified by adding two more longitudinal tubes that ran from the front of the car, around the cockpit opening and on to the rear of the car. The top and bottom side rails are connected by vertical or diagonal members, essentially creating a very deep side rail and thus improving the bending characteristics. The two sides are joined by a series of bulkheads, normally located at the front, footwells, dash area, seatback, and rear of the chassis. A significant increase in bending stiffness was realised but there is little increase in the torsional stiffness due to the lack of triangulation causing lozenge of the bays. lotus21formula1_1961 Fig. 3 Lotus 21 [Ref. 4] Backbone The backbone chassis has a long history in automobile design with its origins credited to Hans Ledwinka, an engineer with Czech automaker Tatra. Ferdinand Porsche worked with Ledwinka in the 1920s and arguably learned much of his craft from him. When a chassis derives its torsional stiffness from one large central tube running the length of the car, the resistance to twist depends almost entirely on the cross-sectional area of that tube. Clearly, that cross section can be much larger than the typical drive shaft tunnel. Depending on the vehicle configuration it is possible to arrange for an approximately rectangular tube of substantial dimensions. This arrangement fits in well with conventional side-by-side seating, with the large central spine forming a centre console. Such an arrangement was utilised by Colin Chapman on the Lotus Elan . backbone_elan_1962 Fig. 4 1962 Lotus Elan backbone chassis [Ref.4] Spaceframe Although the spaceframe demonstrated a logical development of the four-tube chassis, the space frame differs in several key areas and offers enormous advantages over its predecessors. A spaceframe is one in which many straight tubes are arranged so that the loads experienced all act in either tension or compression. This is a major advantage, since none of the tubes are subject to a bending load. Since space frames are inherently stiff in torsion, very little material is needed so they can be lightweight. The growing realisation of the need for increased chassis torsional stiffness in the years following World War II led to the space frame, or a variation of it, becoming universal among European road race cars following its appearance on both the Lotus Mk IV and the Mercedes 300 SL in 1952. While these cars were not strictly the first to use space frames, they were widely successful, and the attention they received popularised the idea. lotusmarkVI_1952 Fig. 5 1952 Lotus Mk.IV spaceframe Stressed skin The next logical step for chassis development was the stressed skin design. This is more difficult to construct than a spaceframe with the accurate folding, forming, drilling and riveting of sheet steel or modern composite materials. The lessons learnt in the aircraft industry do not usually apply directly in automotive practice. The loads on aircraft are widely distributed the lift that holds a plane up, for example, is spread over the entire area of its wings. On a race/sports car, the loads are much more concentrated, being focused on the suspension mounting points. Even when a method is developed to accept forces and spread them over a load bearing skin, it becomes extremely inconvenient to make any modifications and may even require a major redesign. Analysis of the stresses in stressed skin construction is more difficult. The continuous surface considerably complicates access for repair or replacement of the cars mechanical components. This may also explain why stressed skin construction was virtually unheard of in race cars before the modern mid-engine configuration. The majority of mid-engine race cars end their stressed skin construction at the back of the cockpit, with either a space frame or the engine itself forming the remainder of the structure. For all these drawbacks, stressed skin construction can potentially outperform any other form of race car construction in terms of torsional stiffness. Load Cases A chassis is subjected to three load cases: bending, torsion and dynamic loads. The bending (vertical symmetrical) load case occurs when both wheels on one axle of the vehicle encounter a symmetrical bump simultaneously. The suspension on this axle is displaced, and the compression of the springs causes an upward force on the suspension mounting points. This applies a bending moment to the chassis about a lateral axis. bending Fig. 6 Bending Load case [Ref. 2] The torsion (vertical asymmetric) load case occurs when one wheel on an axle strikes a bump. This loads the chassis in torsion as well as bending. It has been found both in theory and in practice that torsion is a more severe load case than bending. torsion2 Fig. 7 Torsion Load case [Ref. 2] The dynamic load case comprises longitudinal and lateral loads during acceleration, braking and cornering. These loads are usually ignored when analysing structural performance. A torsionally stiff chassis offers a number of advantages: According to vehicle dynamics principles for predictable and safe handling the geometry of the suspension and steering must remain as designed. For instance the camber, castor and toe angles could change with torsional twist or the steering geometry could change causing bump steer. Once again according to vehicle dynamics principles a suspension should be stiff and well damped to obtain good handling. To this end the front suspension, chassis and the rear suspension can be seen as three springs in series as shown in Fig. 8. If the chassis is not sufficiently stiff in torsion then any advantages gained by stiff suspension will be lost. Furthermore, a chassis without adequate stiffness can make the suspension and handling unpredictable, as it acts as an undamped spring. Rear Suspension Front Suspension Chassis Fig. 8 Chassis and suspension as springs Movement of the chassis can also cause squeaks and rattles, which are unacceptable in modern vehicles. Simple Structural Surfaces: The simple structural surfaces method SSS originated from the work of Pawlowski and is described in the notes by Brown and the book by Brown, Robertson and Serpento. These references should be consulted for a thorough understanding of this approach. The SSS method provides a simple way of determining load paths through a structure. Each surface is assumed only to have in-plane stiffness and no out-of-plane stiffness. Each surface is acted on by forces, e.g. the engine mounts. For equilibrium, adjacent surfaces must provide reactions. This process is continued throughout the structure and determines the load on each SSS. It can then be realised if an SSS has insufficient supports or reactions and therefore determines the continuity of load paths and the structures overall integrity. ssssss Fig. 9 [Ref. 2] Fig. 10 [Ref. 2] As can be seen in the SSS example in Fig. 9 the box structure is loaded in torsion by the moment Ms, which causes the shear forces Q1 and Q3. All the surfaces are in complementary shear, and the structure is stiff in torsion. If one shear surface is removed, none of the complementary shear forces can exist. The torsion load is then transferred to the floor of the box via the edge forces Q, so the floor panel is loaded out of plane rather than in complementary shear The Lightweight cars competitors and their structures Atom Car Atom car is a brilliant example of the lightweight sports car philosophy. You strip out all the heavy crap that sits in the big fat sports cars, put in a small, light but powerful engine, and you have something you can have tremendous fun in. The Atom, like its fellow lightweights the Caterhams and the Elises, delivers high thrills for low costs. This is a brilliant weekend car, a trackday car, that you can go very fast in very easily. And I like doing that (on the track obviously) which is why this takes my third and final garage space. Ariel Atom 500 V8 built to celebrate 10th birthday To mark the occasion, Ariel employees assembled an example of their upcoming Ariel Atom 500 V8 high performance car in a personal record of five hours, fifteen minutes. The Ariel Atom 500 V8 is a highly-anticipated ultra light-weight sports car that has been in the making for around two years. The car, although its not your conventional car perse, is more of a superbike with four wheels. Ariel has confirmed the car will use a 500 horsepower thats 373kW V8 in the car that will weigh around 500kg. With a superbike like power-to-weight, the Ariel Atom 500 V8 is sure to be the scariest car ever to hit the market. The engine will be a 32-valve Hartley 3.0 -litre V8 which was derived from merging two Suzuki Hayabusa 1300cc superbike four-cylinder engines together. The engine is said to spin to 16,500rpm, like a superbike. And with a gearbox that allows flat-shifting, like a superbike, Ariel says the car will easily achieve 0-160km/h in under six seconds and go on to a top speed of 270km/ hà ¢Ã¢â€š ¬Ã‚ ¦ like a superbike. In a recent Autocar report, Atom designer Simon Saunders summed up the Atom 500 V8 build in a few words, The GT-R is the daily driven car that performs excellent everywhere. The Zonda F is the supercar for the long exploration trips through Europe. The Atom is the little insane car for scaring the crap out of yourself LOTUS EVORN: http://www.blogcdn.com/green.autoblog.com/media/2008/09/evora-chassis.jpg Lotus is increasingly building on its 60 year history of creating more with less with all its recent efforts on electric and hybrid drive cars. Besides the power train work, Lotus has plenty of experience with lightweight structures. The latest evolution of that is the architecture of the new Evora sports car that debuted at the London Motor Show this summer. Lotus has now won an award for the aluminium chassis of the Evora at the Aluminium 2008 trade fair at Messe Essen in Germany. The Lotus architecture is comprised mainly of aluminium extrusions combined with some casting. The components are in part riveted together but are primarily joined by adhesive bonding. Lotus developed much of the technology while creating the Elise and has created structures with greater strength and lower weight. With the combination of aluminium structures and the expertise that Lotus also has in advanced composites, car makers can tap into a lot of technology to help reduce weight and improve fuel effi ciency. Lotus provides an automotive structure with a unique approach. They combined adhesive bonding techniques with mechanical joining, resulting in innovative and creative solutions. Lotus used their expertise in lightweight materials to complete this structure, achieving a low weight and a high structural stiffness and therefore ensuring a major impact on environmental and sustainable performance. The Lotus Evora demonstrates an accumulation of our core competencies in aluminum and composite body engineering, jointing techniques and vehicle systems integration. Lotus pioneered the technology of bonded aluminum extrusions for use in road vehicles and has successfully developed high performance cars for other car companies around the world. One great advantage of our low volume vehicle architecture technology is that it can be used by one car manufacturer looking to develop a range of niche products, or by a group of car manufacturers looking to share investment, but still retain a high de gree of end product separation. The Evoras chassis is an evolution of the Lotus vehicle architecture from the Lotus aluminum crossover concept vehicle previously showcased at the Geneva Motor show, and allows for the development of a range of vehicles up to a gross vehicle weight of 1,900 kg. This architecture has been designed to be more applicable to mid-volume applications by utilizing low capital investment manufacturing processes. The Evora structure progresses the Lotus bonded and riveted technology used in the Elise family of vehicles with unique extrusions and folded panels, whilst providing contemporary ease of ingress/egress, build modularity and improved, lower cost repairs. The Lotus Evora employs a composite roof as a stressed structural member to give an exceptional vehicle stiffness of 26,000 Nm per degree, thanks in part to the seatbelt anchorage frames secondary function as a roll over structure, and partly because the high-tech composite body panels are stressed it ems. However, despite this high stiffness, the complete chassis and modules weigh just 200 kg (prototype weight), helping to keep the weight of the whole car to just 1350 kg (prototype weight). To deliver this high performance structure, bonded and riveted high grade aluminum extrusions and simple, elegant folded sheet elements are used in the lower structure, which complements the stressed composite roof upper structure. Attached to the high strength central tub are sacrificial energy absorbing sub frames of extruded aluminum at the front and lightweight welded steel at the rear. These sub frame modules also offer advantages in terms of convenience and low cost of repair, and during manufacturing can be brought to the production line fully assembled, ready to be attached to the fully assembled tub. LUSO LM23: Luso Motors is a Portuguese car design and development house which has brought us a lightweight sports car LM 23. This design inspired from the Lotus 23b. The Luso Motors 23 is powered by a 150-horsepower 1.0-litre Honda CBR1000 engine, is mated to a six-speed sequential transmission. According to LusoMotors founder Ernesto Freitas says customers can choose a number of different engines, including a Subaru turbo boxer. This sport car features a steel tube frame chassis, double skin aluminium alloy sheets, riveted and glued with inner foam reinforcements, the outer skin is made out of fibreglass and carbon fibre components. It weighs just 881 pounds, a lightweight sports car, and 150 hp! The car will start at à ¢Ã¢â‚¬Å¡Ã‚ ¬15,000(about $23,600). Deronda G400: (http://www.sportscarzone.com/deronda-g400-a-race-bred-exotic-sports-car/) Close your eyes and build the ultimate two-seat sports car. Start with a lightweight, tube-frame chassis and then add race-bred suspension and oversized brakes. Wrap the vehicle in an aero-inspired carbon fiber body shell, but keep the generous cockpit open for wind-in-your-hair enjoyment. Lastly, wedge a huge, torque-laden, tire-shredding engine into the middle of the chassis, and tune the exhaust note so it scares the gophers out of your neighbors front lawn. Now, open your eyes and take a look at the Deronda G400. We recently had an afternoon with this exceptional hand-built brute in the mountains above Malibu. With a mid-mounted V8 sourced from a Chevrolet Corvette and the curb weight of a Smart fortwo, the Deronda seems powerful enough to move the economy. Whats the story behind the car? Who makes it, and how? Most importantly, can the Deronda be tamed? Read our full adventure after the jump. The Deronda was originally developed in the United Kingdom by Andy Round, a successful aeronautical engineer. Round wanted to purchase a lightweight high-performance road car, but was frustrated and dissatisfied with what he found after looking at offerings from Caterham, Ultima and Westfield. In a bold move, Round decided to build his own sports car using the most advanced components and materials he could get his hands on. Driving dynamics and safety were key priorities, while styling was to be influenced by Formula 1 and Le Mans Series race cars. The first prototype, manufactured by Fabrication Techniques, was called the Deronda F400. Powered by a turbocharged Audi 1.8-liter four-cylinder rated at 210 hp, Rounds new open-cockpit sports car made its debut at the 2004 Auto sport International Racing Car Show in the UK. At this point, Auto sport Development, a North American manufacturer and importer of unique street and race cars, was sufficiently impressed with the engineering and design of the Deronda that it wanted to build it. Discussions ensued, and the company licensed the rights to build and sell the car on this continent. Before production started, the team of engineers at Auto sport made a few changes in order to appeal to American drivers. The small 1.8-liter Audi engine was dropped, and a Corvette-sourced 6.0-liter V-8 took its place. To accommodate the much larger power plant, the team stretched the wheelbase by five inches (increasing overall length by eight inches). The brakes were upgraded, and the suspension was modified to accept the new running gear. The finished product was called the Deronda G400. Available directly from Sirius Motorsports, it is sold turn-key and according to the company, it is 50-state street legal (when licensed as a component car). Each Deronda begins as a pile of two-inch diameter (.095 wall) 4130 chromium molybdenum tubes. Stronger and more durable than standard 1020 steel, chrome moly is steel that has been alloyed with small amounts of chromium and molybdenum to increase its strength. The tubing is precisely cut and placed on a large jig where it is TIG-welded by hand. Safety is principal, so the frame is engineered with double side-impact protection tubing, and double rollover hoops (four in total). Crash structures are built into the front and rear for additional occupant protection. Once complete, the intricate frame weighs 650 pounds bare. A custom suspension, comprised of unequal-length control arms with horizontal mounted shocks, is bolted to the rigid platform. Massive cross-drilled Baer rotors are installed with dual-piston caliper Corvette C5 brakes up front (CNC-milled with the Deronda logo) and single-piston C5 calipers on the rear. Aluminum alloy front wheels measure 18ÃÆ'-9-inches (wearing 235/30R18 rubber), while the rears measure 18ÃÆ'-10-inches (with 285/35R18 tires). Placed mid-engine in the chassis is a new 6.0-liter LS2 engine (as used in the Corvette C6), mated to a durable Porsche G50 five-speed transaxle, with power delivered to the rear wheels. With stock headers, and environmentally-friendly catalytic converters, the engine is rated at 400 hp and 400 lb-ft of torque. A 14-gallon foam-filled ATL fuel cell keeps the power plant fed, and increases safety (a tank-fed fire-suppression system is optional). The exhaust is fitted with a muffler, but it still lets plenty of the engines anger out the back end. The skin of each Deronda is comprised of a mixture of fiberglass and carbon fiber body panels. The head rest, dashboard, rear wing, and fenders are all carbon fiber. Twin minimally-padded fiberglass seats with six-point harnesses are installed, and the windshield is DOT-legal single-piece of laminated glass with a windshield wiper. The entire build process, from tubing to a finished vehicle, takes about eight weeks. The final curb weight is a mere 1,890 pounds. Simple, yet functional, is the best way to describe the cabin. The dashboard presents only the most critical information. While the vehicle obviously lacks doors and a roof, heat arrives from air spilled around the front-mounted radiator. Small vents, not unlike ports found on light private aircraft, are able to bleed fresh air into the foot wells. Modeled with dimensions similar to the Porsche 996, the cockpit is accommodating even for someone who is 62à ¢Ã¢â€š ¬Ã‚ ³ tall or taller. The seats and pedals are both adjustable for a custom fit to accommodate nearly everyone. After a perplexing process of flipping switches and pushing buttons, the brawny V8 spins to life and settles to a smooth idle. Stock Corvette headers dump hot gasses into the cats before they are expelled out twin howitzer-looking mufflers. The sound that penetrates the air is a deep irate rumble that will send chills up your spine. With the clutch fully depressed, we slip the milled aluminum shifter into first gear and slowly release the clutch. Without drama, we pull away. Lacking power steering, the small, flat-bottomed Sparco steering wheel is very heavy at low speeds. The driveway to the main road is steep, but the needle nose of the Deronda offers surprisingly generous ground clearance. As the traffic breaks, we pull into traffic pointing the car down Californias famed Mulholland Drive towards the Santa Monica Mountains. Warned about the power under our right foot, we treat the gas pedal as if it were a made from blown glass we dont need to spin this vehicle just outside the gate. With the road clear, we goose the accelerator. It is immediately apparent that this could be the quickest car weve ever driven. The engine spools to the called-for throttle input as if the transmission is in neutral, yet the car is firmly in gear. A light touch on the gas pedal is met by the white needles on the primary gauges rapidly sprinting clockwise around their dials. Behind you, the roar of the LS2 seems to scorch the pavement like the DeLorean in Back to the Future. Gearing doesnt seem to have much effect on the acceleration, either. Whether the transmission is engaged in second or fifth gear, 400 lb.-ft. of torque propels the lightweight G400 as if it were being launched from a 12-gauge shotgun. On public roads, with the wheels wrapped in street tires, the Deronda is seriously challenged for grip (the car is equipped with an adjustable electronic traction control that can be completely defeated). The wide Toyo Proxes T1R rubber on the rears immediately spins under full throttle initiating the electronic reigns, so we simply avoid the last 40% of the accelerators travel. Even driven at only 6/10ths, the car offers more power than nearly everything else on the road. The company doesnt have cited official 0-60 mph times, but under the right conditions were sure its comfortably in the low three-second range. Deronda says the G400 runs out of gears at an ample 183 mph well above the top ends of most minimalist competitors. Redline is a tick under 6,000 rpm, but you simply dont need to go there. The car pulls all the time, regardless of the engine speed or gear. Lug it around town in fourth at 1,200 rpm and it will deliver enough torque to annihilate the random Subaru WRX that begs to race. For all of its power, the engine is surprisingly tractable and easy to control. Drive it gently, and you flow with the traffic without concern. Step on the gas and the Deronda growls before it rips your head off. Rarely do you find a car with a bite that so exactly matches its bark. Blinding acceleration aside, the overall impression is that the Deronda drives much more like a race car than a street car. Without power assisted steering or brakes, the primary controls feel much heavier that those on any high performance road vehicle. Both hands, and both feet, are constantly interacting with the wheel, clutch, brake, and accelerator. Involving would be a supreme understatement. derondafd 02 opt Deronda G400 A race bred exotic sports car! After time spent following the roads curving through the mountains, we became much more comfortable in the Deronda. Excellent front visibility allows the driver to precisely place the wheels exactly where intended. While the steering was a chore at low speeds, the effort eased as our velocity increased. The lack of assist soon becomes an asset as the steering feels quick, accurate and very direct. Our insatiable appetite for the accelerator pedal kept us off the brakes, but eventually traffic forced us to call them to duty. As our speeds were relatively low (50-70 mph in the canyons), we couldnt get a lot of heat into the pad compound. The initial application of the pedal seemed futile as the drilled rotors continued to slide between the pads. Only when our foot really got on it hard did the Corvette-sourced stoppers feel strong. This car is fitted with generous rotors and track-ready pads, but it was clear we were underutilizing them. It also needed softer street pads (while there is a cockpit-adjustable brake-bias knob, we didnt touch it). Open to the world, the cabin was surprisingly comfortable at speed. The driver and passenger sit low in the chassis, and the large, canopy-like windscreen does an excellent job deflecting the slip stream around the cockpit. It was cool outside, but we could feel some warm air spilling into the foot wells. Rearward visibility was poor, even through the tunnel-vision exterior mirrors, and all you can see is the jet-black carbon fiber wing (visibility really didnt matter, as nobody passed us). However, even though the Deronda is smaller than most of the other traffic on the road, we never had an overbearing feeling of being undersized. Quite the opposite, actually, as the incredible power delivery and nimble handling made us feel as confident in traffic as a squirrel running from a small child. We never tired of darting through the canyons in the needle-nose Deronda. In fact, we felt like a fighter pilot. Our forward view was through a large glass canopy, we were strapped down with thick shoulder harnesses, and the engines loud roar filled the void left by our wake. Like a jet, the G400 is agile, powerful, and built for speed. Without a doubt, a prepared Deronda would dominate most conventional sports cars on a race track a thought that has already crossed the minds of the team at Autosport Development. With a safe, strong, and proven chassis already developed, a closed -cockpit monocoque body for the platform wouldnt be too much of a stretch. We wouldnt be surprised to see something rolling out of the factory in the near future wearing competition attire. derondafd 13 opt Deronda G400 A race bred exotic sports car! If you have to question the styling, the choice of power plant, or whether the seats have enough padding, the Deronda G400 is not for you. With a base price of $64,000 (most customers spend about $95,000 by the time they get done customizing), it may be out of reach. If it is in your budget, take note, Sirius Motorsports is on track to han

Sub-Prime Mortgages and the Death of the American Dream Essay example

Sub-Prime Mortgage: The Snowball Effect Intermediate Macroeconomics Sub-prime mortgages were a lucrative new market idea, pushed by the government, executed by the lending institutions, in order to provide everyone the American Dream. During the expanding economy, this dream became a reality—untested and unchecked—as low interest rates fueled the desire of investors to make dreams come true! Ultimately, the vicissitudes of the economy turned downward and the snowball effect began while financial sectors and investors scrambled to catch the falling knife. While history is being written this very day and hindsight is 20/20, we can reflect on the ideologies and policies that brought forth the worst economic downturn since the Great Depression. At the birth of the sub-prime mortgage market, investors and lending institutions had found a way for more families to live the American Dream while they were able to profit. The economy was booming, the unemployment rate was low, and the demand for housing was high due to low interest rates. The idea was that lenders were willing to accept more risk by financing homes with less equity to those that were not creditworthy. The incentive to the lender was a higher interest rate to the consumer, while expecting a higher foreclosure rate. Due to the high demand for housing, assets were also appreciating decreasing the implied risk. Add in the origination fees, suddenly the entire proposition became very profitable. In theory, the market assumed an annual foreclosure rate of 8% with the average loss due to foreclosure being 30%. Over a $1.2 trillion market pool, the predicted foreclosures would only cost a mere 2.4% implied loss from gross revenues. If the subprime homeowner†™s a... ...e leaders and thorough oversight, our economy should bounce back with another painful lesson learned. References Petroff, Eric. â€Å"Who is to Blame for the Subprime Crisis?† 2007. Investopedia. October 5, 2008. http://investopedia.com/printable.asp?a=/articles/07/subprime-blame.asp Amerman, Daniel. â€Å"The Subprime Crisis is Just Starting.† March 20, 2008. Financial Sense University. October 5, 2008. http://www.financialsense.com/fsu/editorials/amerman/2008/0320.html Bajaj, Vikas and Story, Louise. â€Å"Mortgage Crisis Spreads Past Subprime Loans.† February 12, 2008. The New York Times. October 5, 2008. http://www.nytimes.com/2008/02/12/business/12credit.html?_r=1&pagewanted=print Barnes, Ryan. â€Å"The Fuel that Fed the Subprime Meltdown.† 2007. Investopedia. October 5, 2008. http://investopedia.com/printable.asp?a=/articles/07/subprime-overview.asp Sub-Prime Mortgages and the Death of the American Dream Essay example Sub-Prime Mortgage: The Snowball Effect Intermediate Macroeconomics Sub-prime mortgages were a lucrative new market idea, pushed by the government, executed by the lending institutions, in order to provide everyone the American Dream. During the expanding economy, this dream became a reality—untested and unchecked—as low interest rates fueled the desire of investors to make dreams come true! Ultimately, the vicissitudes of the economy turned downward and the snowball effect began while financial sectors and investors scrambled to catch the falling knife. While history is being written this very day and hindsight is 20/20, we can reflect on the ideologies and policies that brought forth the worst economic downturn since the Great Depression. At the birth of the sub-prime mortgage market, investors and lending institutions had found a way for more families to live the American Dream while they were able to profit. The economy was booming, the unemployment rate was low, and the demand for housing was high due to low interest rates. The idea was that lenders were willing to accept more risk by financing homes with less equity to those that were not creditworthy. The incentive to the lender was a higher interest rate to the consumer, while expecting a higher foreclosure rate. Due to the high demand for housing, assets were also appreciating decreasing the implied risk. Add in the origination fees, suddenly the entire proposition became very profitable. In theory, the market assumed an annual foreclosure rate of 8% with the average loss due to foreclosure being 30%. Over a $1.2 trillion market pool, the predicted foreclosures would only cost a mere 2.4% implied loss from gross revenues. If the subprime homeowner†™s a... ...e leaders and thorough oversight, our economy should bounce back with another painful lesson learned. References Petroff, Eric. â€Å"Who is to Blame for the Subprime Crisis?† 2007. Investopedia. October 5, 2008. http://investopedia.com/printable.asp?a=/articles/07/subprime-blame.asp Amerman, Daniel. â€Å"The Subprime Crisis is Just Starting.† March 20, 2008. Financial Sense University. October 5, 2008. http://www.financialsense.com/fsu/editorials/amerman/2008/0320.html Bajaj, Vikas and Story, Louise. â€Å"Mortgage Crisis Spreads Past Subprime Loans.† February 12, 2008. The New York Times. October 5, 2008. http://www.nytimes.com/2008/02/12/business/12credit.html?_r=1&pagewanted=print Barnes, Ryan. â€Å"The Fuel that Fed the Subprime Meltdown.† 2007. Investopedia. October 5, 2008. http://investopedia.com/printable.asp?a=/articles/07/subprime-overview.asp

The Atomic Bomb :: essays research papers

The Atomic Bomb The year was 1945. The war in the Pacific had reached it's climax with the attack on Pearl Harbor, or so the world thought! In 1943 a new era was just being discovered when Albert Einstein had uncovered a new way of destroying things. One so powerful it could wipe out entire cities in seconds. When Albert told the president of the U.S.A. he had no idea of what the army was going to do with that knowlege, the knowlege of Atomic Theory! When the president of the United States of America heard of this new theory he decided to embark on a project that would change mankind forever. He decided to name this project the Manhatten Project. This project was headed by six of the worlds best scientists: Neils Bohr, Joseph Carter, Enrico Fermi, Richard Feyman, and Robert Oppenheimer, each with their own ideas of what it would take to construct such a weapon. From left to right: Neils Borh, Robert Oppenheimer, Richard Feyman, Enrico Fermi The object of the project was to produce a practical military weapon in the form of a bomb in which the energy would be released by a fast neutron chain reaction in one or more of the materials known to show nuclear fission. That goal was to be completed in 1945 after the U.S.A. spent over 6.7 Billion Dollars on the test bomb named the "Trinity". I t was dropped on Alagormado in Texas on July 16th 1945. When Albert Einstein heard about the "Trinity" he called the president directly and asked for a halt on all atomic bomb projects for he did not want to hurt anyone with his discovery. But when spies reported the Germans working on such a project the Manhatten project was continued. The long nights there after were hell for the president while deciding to launch the soon to be completed "Little Boy" bomb. Finally, the american troops were told to load "Little Boy" in the specifically designed plane Enola Gay. With Paul Tibbets and his crew of 12 strapped in the plane named after Paul's mother, the American president gave the order to fly to Hiroshima. They chose Hiroshima baecause it was a major industrial Japanese port which held many Japanese seacraft. It was July 16 1945 at about 8:14 when Paul Tibbets got the order to open the hatch and arm the bomb. After released it took a little less than 1 minute for it to detonate. Over 40,000 innocent lives were taken with the blast and over 100,000 were taken in the next ten years from exposure to extreme radiation.

Essays --

Think of place you could call home. This was impossible before the Neolithic Revolution. During the Paleolithic Era, which lasts from the beginning of human life until about 10,000 BCE, people were nomads. They lived as a group and spent most of their time on hunting and gathering food. However, approximately 10,000 BCE, people began to cultivate crops and domesticate animals. This period is known as the Neolithic Revolution. The Neolithic Revolution would not have happened with the development of farming, which was followed by job specialization and the development of more sophisticated technology. First of all, human life totally changed by land cultivation. About 10,000 BCE humans began to grow crops and tame animals. This was a massive change from the old system of hunting and gathering. As a result, permanent settlements were established. This new method of growing food was so efficient that it produced a surplus of food. One of the most famous farming methods was slash and burn. Slash and burn technique is basically people burning a forest and used ash from a tree as a fer... Essays -- Think of place you could call home. This was impossible before the Neolithic Revolution. During the Paleolithic Era, which lasts from the beginning of human life until about 10,000 BCE, people were nomads. They lived as a group and spent most of their time on hunting and gathering food. However, approximately 10,000 BCE, people began to cultivate crops and domesticate animals. This period is known as the Neolithic Revolution. The Neolithic Revolution would not have happened with the development of farming, which was followed by job specialization and the development of more sophisticated technology. First of all, human life totally changed by land cultivation. About 10,000 BCE humans began to grow crops and tame animals. This was a massive change from the old system of hunting and gathering. As a result, permanent settlements were established. This new method of growing food was so efficient that it produced a surplus of food. One of the most famous farming methods was slash and burn. Slash and burn technique is basically people burning a forest and used ash from a tree as a fer...

High School vs College Essay

Having a good education is the key to becoming successful in life. It is a proven fact. This achievement requires not only graduating from high school, but also from college. Moving from high school to college may be an exciting transition, but it is also a very difficult one. It is a challenge that the student will struggle with and eventually adjust to over time. Although there are many differences between high school and college, one should not think that they are tow completely different worlds. They have their similarities, too. Being a college student requires a lot of responsibility, lots more than is required in high school. In college you won’t have your teacher to remind you of a test coming up or to do your homework. They give you a syllabus with all the due dates on it and expect you to go by it. Also, you’re mom isn’t with you in college to make sure you are awake and ready for class in time either. All of this, my friend, is up to you. The first few weeks of college, I slept in and missed my 8 o’clock chemistry lab class. In high school my mom always made sure I was awake and ready for school. College also has fewer rules than high school does, but this freedom is not all that it’s cut out to be. If you get into a fight, don’t look to just be sent to the principal’s office for a lecture. Instead, you should be well prepared to put your hands behind your back and be escorted away in a car driven by a uniformed police officer. In high school there are rules for dress code. In college, expect to see anything, because there are no dress code rules. Most people in college are mature enough to wear what is appropriate. However, there are always those few exceptions to this generalization. The ratio of similarities between college and high school is almost equal to that of the differences. In the first few years of college, the type of classes is similar if you took the challenging ones offered in high school. You’ll always be taking math, english, science, and social studies. If you thought you were going to avoid these classes, then you thought wrong. I thought I was done with english and history. My high school guidance counselor pulled up VSU’s core curriculum and proved me wrong. Just like in high school, college students have to take a certain amount of classes from each subject in order to get a degree. In high school there are many cliques that form. The rich students bond together in the preppy clique. There are also cliques for those that are involved in sports. Cliques form in a wide variety and every student is in some way or another involved in at least one. College also has cliques that are very similar. As soon as you â€Å"warm up† to the college life, you will find yourself involved in one and there’s nothing wrong with that. It will help you meet new people and ease the transition from high school to college. These cliques help the school year pass quicker and make it more memorable when you are doing things with friends as compared to being alone the whole year. In college you will find the structure of classes to be the same as the one used in high school. Semester systems are used to divide up the year into at least two grading periods. In addition, everyone has classes to attend or else they wouldn’t be considered a student. Each student also has a certain grade requirement that they must meet in order to pass the course. In college if you don’t make a certain grade, you may lose your financial aid and end up paying for it out of your pocket and maybe even your parents. Among the many similarities and differences, the most significant is the difference between the institutional cultures, or how the school is run and the atmosphere that is created in it by the administrators. Many of you will agree that high school has the atmosphere of a prison. Everything is regimented. You have a strict schedule that fills your day from eight in the morning until three in the afternoon and there’s no way to get out of it. By the time you get home, you don’t want to study after being in school and doing school work all day. Also, even though you’re considered to be a young adult, you still get treated like a child. Teachers monitor everything the students do and act as if they need to be contained. Students are told what they can and cannot wear. Some high schools have even implemented uniforms. Basically your ways of expressing yourself is limited. Everything you do or say is restricted to the school’s Code of Conduct, which is so refined there will be no loop holes, I promise you that. Many of these rules even take away some of your Constitutional rights. You have no freedom of speech. And the only way you have a sense of freedom of opinion about something or someone you don’t like is if you keep that opinion to yourself. College is where all of that changes. You decide when your classes are and what subject they will be based upon your major. If you prefer to get your classes over with in the mornings, you can. You can even schedule classes for late in the evening. Many college students tend to space out their schedule to give them free time in between classes. You can even pick your professors. Furthermore, the atmosphere is more laid back and heterodox. There are hardly any rules and none of them violate your Constitutional rights. College consists of many different students from different cultures and ethnic backgrounds. Since college is so diverse, students are actually encouraged to express their point of views, whether it be by what they decide to wear or just by their actions and speech. If cussing is how you express yourself, then there are no rules opposing it like in high school. In addition, at the end of every semester you can even express your opinions on your professor(s), whether it’s negative or positive. No rules are in place that affects what you say about your professor. There are rules, don’t get me wrong, but the administrators or faculty members don’t stand by and watch your every move. If you violate a rule the majority of the time no one pays attention. However if a person reports it, rest assured that you will be notified of the consequences pretty soon. In a sense it is unfair to compare and contrast these two forms of education. There are so many different things that each person does to define their period in high school and college. These branches of life are what you make them. The similarities and differences that I have told you are the most basic ones. Each university and high school is different just as its students are. To find more of the similarities and differences, you must experience both yourself.