Essay about Alexander the Great - 1815 Words

Humanity has known a few distinguished consolidators of civilizations. Alexander the Great is one of them, and the first to accumulate power in his hand beyond any conqueror’s dream. His feats served as guidelines for other rulers like Cesar Augustus and Napoleon, who, by means of outstanding military prowess, conquered and ruled most of the civilized world of their times. Alexander was born in 356 B.C., as the son of King Philip II and Olympias. He was taught by the great philosopher, Aristotle, inspiring him in the fields of, philosophy and medicine. Although he had a broader view of humanity than that of Aristotle’s perception, that all non-Greeks, should be treated as slaves. Alexander, after the death of his father, King†¦show more content†¦This grand army consisted of 32,000 foot soldiers, and 5,000 calvary. His first confrontation with the Persian army, was at the Granicus River. The Persians were planning to lure Alexander across the river, but their line broke. The victory at Granicus allowed Alexander to take on western Asia Minor, while most civilizations waited for Alexander with open arms. Alexander went on to move south through Ionia and liberate the Greek cities from Persian rule. He then confirmed his position as the great liberator of civilized men. Alexander had convinced himself of being divine and godlike, not to mention invincible. Alexander often compared himself to his hero and idol, Achilles. Throughout his life, he was faced events that proved to him that he was indeed favored by the gods. One example was his expedition to the city of Gordian. The city was named after a Macedonian named Gordius, whom supposedly had arrived in a wooden cart. In the wooden cart, was a knot the was extremely difficult to untie. The person who were to untie the knot was said to eventually become the ruler of all Asia. Results of studies done by Michael Wood indicated that Alexander drew his sword, and hacked the knot open to reveal the ends inside undone and the legend fulfilled (Wood 49). A thunder storm at Alexanders encampment that night confirmed that Zeus had approved. In November of 333Show MoreRelatedAlexander The Great Of Alexander Essay988 Words   |  4 PagesAlexander became king of Macedonia after his the passing of his father, King Philip II. Within this essay, the information of Alexander will come from three different sources,and be compared to find the similarities in the history of Alexander amongst them. Alexand lived from 356 B.C.E. to 323 B.C.E., dying at the age of thirty-two. The three sources used have many similarities and broaden the history of Alexander, as they include more into the timeline of his life. Referring to the textbook, theRead MoreAlexander The Great : The Characters Of Alexander The Great1222 Words   |  5 PagesFrom the beginning of his short-lived life in Pella, the capital of Macedonia, Alexander the Great was immensely affected by the traits of his mother, father, and tutor. Philip II, king of Macedonia and Alexander’s father, was a man of great strategic ability, and gave Alexander practice in military leadership. This experience and knowledge passed down from his father became useful during his conquest across Europe. Olympias, one of Philip II’s wives and Alexander’s mother, had incredibly strongRead MoreAlexander the Great 1370 Words   |  6 PagesAlexander was born around 356 B.C. His mother was of royal lineage, as was his father, Philip II. When Alexander was fourteen, he studied under the Athenian philosopher, Aristo tle. Perhaps no culture has ever produced a greater mind than Aristotle’s. So searching and profound was Aristotle’s work that in the twelfth and thirteenth centuries A.D. much of the Christian church regarded his teachings as being divinely inspired. No subject was untouched by his contemplation. Philosophy, botany, geographyRead MoreAlexander the Great 1054 Words   |  4 PagesAlexander the Great once said, â€Å"There is nothing impossible to he who tries†. Alexander’s whole life seems to be based off this one quote. From the day he was only a young child till he transitioned into one of the greatest of men, which conquered and ruled the largest empire that ever existed in the world. He accomplished and influenced so much in the world that he is still not forgotten. From his achievements and his positive contributions to the world he is still remembered as a hero. AlexanderRead MoreAlexander The Great Essay846 Words   |  4 PagesKonark Raithatha Alexander the Great Acted as ruler of Macedonia from 336 to 323 B.C. Alexander the Great unified Greece, regenerated the Corinthian League and occupied the Persian Territory. Alexander the Great was born in the Pella region of Macedonia on July 20, 356 B.C., to parents King Philip II of Macedon and Queen Olympia, daughter of King Neoptolemus. The youthful leader and his sibling were upraised in Pella s royal court. While growing up, alexander the dark-eyed and curly-headed hardlyRead MoreAlexander II And Alexander The Great1642 Words   |  7 Pagessomeone who is good at planning tactics; Philip II and Alexander the Great would not fall under this name because they were not good at planning tactics, they were disputed to be the best at planning them. Alexander III the Great was born in 356 BC in the capital of Macedonia; Pella. Growing up Alexander watched his father turn Macedonia into a great military power . Philip II was the first to create an unstoppable Macedonian army and his son Alexander woul d further expand the efficiency and power ofRead MoreAlexander The Great : Why Is Alexander Considered Great?1669 Words   |  7 PagesALEXANDER THE GREAT Why is alexander considered great? Alexander III of Macedon or commonly known as Alexander the Great was the conqueror and king of the Persian Empire which is the Ancient Greek kingdom of Macedon. He was born on the 20/21st July 356 BC in Pella, the ancient capital of Macedonia. While in reign from 336 to 323 B.C, he united the Greek city-states and led the Corinthian League. He also became the king of Persia, Babylon and Asia as well as created Macedonian colonies in the regionRead MoreAlexander The Great : Alexander The Great And The Persian Empire930 Words   |  4 PagesAlexander the Great was skilled and respected military leader. After inheriting the throne from his father, King Philip II, Alexander would go on to conquer the Persian Empire, unite Greece and spread Hellenistic views across Greece. Alexander being the son of a king was born into royalty. In fact, he had the pleasure of having the great Aristotle as his teacher. It was Aristotle’s job to teach Alexander what he need to know in order to lat er conquer the Persian Empire and to teach him the importanceRead MoreAlexander The Great651 Words   |  3 PagesAlexander The Great is one of the most famous icons of ancient history. He had conquered more territory than anyone else. Alexander was born in Pella the capital of Macedon in July of 356 BC. His mother was Olympias and his father was Philip II ruler of Macedon. From the age of 13-16 Alexander was tutored by the famous Aristotle. Aristotle had taught him about geography, medicine, zoology and lots of other things. Although Alexander still want to learn about military tactics which was his mainRead MoreAlexander The Great Of Alexander IIi Of Macedon1119 Words   |  5 PagesAlexander The Great Alexander III of Macedon Riding Bucephalus Into Battle Alexander III of Macedon or Alexander The Great was born on 20/21 July 356 BC in Pella, Macedon. He was the son of the king of Macedon. Alexander was many things, he was a prince, a king, a general, and much more. Alexander’s father was the King of Macedon, Philip II and his mother was his father’s fourth wife, Olympias, she was the daughter of Neoptolemus I, the king of Epirus. When Alexander was very young he was raised

Geometric Design Of Rural Roads Engineering Essay Free Essays

It is a good known fact that route accidents in South Africa are serious causes of concern. Harmonizing to the latest accident statistics at that place has been an addition in the figure of human deaths. Harmonizing to the article on the Arrive Alive web site ( Road decease toll ‘unacceptable ‘ ) [ 1 ] dated 3 January 2010, Transport Minister Sibusiso Ndebele is disappointed with the route decease toll, stating that one human death on the state ‘s roads is one excessively many. We will write a custom essay sample on Geometric Design Of Rural Roads Engineering Essay or any similar topic only for you Order Now Preliminary statistics released by the section on 2 January 2010 revealed that 1050 people had died in route related incidents during December 2009. N3 Road safety is non merely a major concern for South Africa but so a concern that requires the immediate attending of other states worldwide. The Commission for Global Road Safety has during June 2006 presented a study titled â€Å" Make Roads Safe † [ 2 ] that could hold an consequence on the manner we approach route safety. The study aims to concentrate on political and public attending and relates to the planetary route traffic hurt epidemic that claims the lives of 1.2 million people and hurts around 50 million yearly. Table: Gay period figures – December 2008 State Clang Fatalities Drivers Passengers Pedestrians Sum General practitioner 206 69 58 105 232 KZN 194 44 95 109 248 WCP 104 35 38 51 124 ECP 117 36 56 53 145 FST 83 30 42 35 107 MPU 131 65 52 44 161 NWP 81 28 38 40 106 LIM 132 59 80 35 174 NCP 24 9 19 5 33 1073 371 478 471 1331 Beginning: Traffic Focus March 2008, p38, â€Å" Fatal Road Accident Statistics † by Cielie Karow ( RTMC ) The study besides indicates that unsafe roads have a important impact on developmental aims, particularly because of the huge economic and societal cost of route clangs to low and in-between income states. South Africa is in this class. It is of import that the cognition gained by high income states be transferred and implemented in South Africa. The N3 path is a popular path during vacations and with high volumes of rider and cargo traffic on the roads, there is prone to be serious and fatal accidents. Road fury, velocity and driver behaviors are non the lone cause of these accidents. Holiday periods are by and large during the rainy season and route elements, particularly drainage, contribute to accidents. Superelevation There are changing point of views and sentiments among civil technology professionals on the use of superelevation values given in the TRH 17 [ 3 ] and SANRAL ‘s Geometric Design Guidelines [ 4 ] . The geometric design considerations need to be reviewed particularly when it relates to route surface drainage at points where the route has no crossfall during development of superelevation. Presently the SANRAL Drainage Manual, 5th Edition Final Revision, p5-2 [ 5 ] recommends that the flow deepness during a 1:5 twelvemonth storm should non transcend 6mm. This is in contrast to the Highway Drainage Manual ( FHWA-TS-79-225 ) [ 6 ] recommendation of 4mm. Harmonizing to Highway Surface Design ( Transit New Zealand ) Manual [ 7 ] , the critical deepness for aquaplaning scopes from 4mm to 10mm depending on Sur and paving surfacing. The surface H2O deepness hence, should be restricted to 4mm for all but particular state of affairss where superelevation produces long, curved flow waies. There are three common particular state of affairss where surface H2O deepness may go critical, viz. , horizontal alliance curvature, intersections and inclines and superelevation development. 2.2 Why is the research being undertaken? Standards for superelevation where steep perpendicular classs have a direct consequence on drainage on horizontal curves have non been developed harmonizing to the TRB [ 8 ] . Drain jobs associated with superelevation has resulted in an addition ( particularly at route broadenings ) in vehicular accidents and a thorough survey of the surface H2O flow waies on route surfaces due to superelevation demands need to be farther investigated, researched and analysed. The proposed analysis and context of the research proposal will place the factors such as velocity impacting the vehicle kineticss at crisp or decreased horizontal curves where flow waies of surface H2O are debatable and can take to aquaplaning. Driver behavior during aquaplaning in concurrence with the geometric design of the roadway are factors considered in the research. This survey will be done under heavy vehicular traffic conditions during inauspicious conditions conditions. ‘Context Sensitive Design ‘ ( CSD* ) [ 9 ] for the geometric design of safer roads will be addressed in the research survey. 2.3 How will the consequences add to the organic structure of cognition? The TRH 17 papers was compiled to be a design guideline for the geometric design of rural roads in penchant to criterions. An aim of the TRH 17 was to continuously amend the bill of exchange papers, through audience between the governments, treatment with practicians and ongoing research. This has non happened. It is common pattern by geometric interior decorators to utilize the TRH 17 papers for the design of rural roads without oppugning the values obtained in the tabular arraies and graphs. The cogency of the guidelines should be judged by the geometric interior decorator in each specific state of affairs every bit good as the effects of going from the values suggested. Similarly SANRAL ‘s Geometric Design Guidelines have been developed to help design advisers. The inceptions of the guidelines stem from AASHTO [ 10 ] . Currently there is no criterions developed for SA and these guidelines are authority specific. Literature reappraisal The literature reappraisal will depict the current province of cognition on the component and will be researched. Applicable literature listed hereunder have been identified. * † Context sensitive design ( CSD ) asks inquiries foremost about the demand and intent of the transit undertaking, and so every bit addresses safety, mobility, and the saving of scenic, aesthetic, historic, environmental, and other community values. CSD involves a collaborative, interdisciplinary attack in which citizens are portion of the design squad. † 3.1 Reference certification Refer to list of mentions ( 11.3 List of Mentions ) . How will the literature reappraisal nexus with the job statement and research aims? The literature reappraisal gives a background and base cognition to develop in this research survey. Case survey As portion of the on-going committedness towards route safety, convenience and mobility, N3TC conducted a comprehensive route safety audit in 2006 [ 11 ] which highlighted velocity as the chief cause of accidents at assorted locations along the N3 between Cedara and Heidelberg. Sections where velocity bounds are posted necessitates forbearance, appropriate decreases in velocity and full concentration on the portion of drivers. Accidents in these countries frequently occur because drivers lose control due to rushing, every bit good as the high velocity derived functions between heavy and light vehicles. Mist and inauspicious conditions conditions have a important impact of driver conditions. Van Reenen ‘s Pass is one of the most beautiful subdivisions of the N3 exceeding the escarpment between the Free State and Kwazulu-Natal renowned for its slippery and unstable roads ( peculiarly as a consequence of the frequent brumous conditions ) .The route is steep, really steep in topographic points, and turns and turns as it follows the cragged terrain. The conditions is risky at times with high air currents capable of blowing trains, light vehicles and light trucks onto their sides. Snow has on a figure of occasions wholly closed the Van Reenen ‘s Pass, whilst mist and rain on a regular basis cut down visibleness and render the route faithlessly unsafe. It is of peculiar involvement the visibleness of a figure of skid Markss on the route surfacing and guardrail replacing. Traffic, in peculiar heavy traffic, increases yearly as the economic system grows. Trucks unrelentingly ‘grind ‘ up and down Van Reenen ‘s Pass twenty-four hours and dark, while during extremum traffic periods every bit many as 3000 vehicles per hr use the base on balls. Using September 2004 to August 2006 statistics [ 12 ] , the day-to-day norm traffic was 9100 vehicles, of which 2600 were big trucks ( 5 axles or more ) , about a 3rd of all vehicles. During the month of December 2007 recorded at the Van Reenen ‘s Pass, the mean day-to-day traffic reached 11000. The velocity derived functions between trucks in low cogwheel and the powerful new coevals of light vehicles is highly awful, both up and down the base on balls. High velocity derived functions ( 76 % of drivers exceed the velocity bound on the base on balls ) and failure to accommodate velocity in relation to fortunes, have contributed to 70 % of all accidents on the base on balls over this period. Th e consequences do non portray a pretty image and from a route safety point of position, Van Reenen ‘s Pass is the individual most unsafe subdivision of the N3. N3TC has identified and addressed route safety on Van Reenen ‘s Base on balls from three points of position, viz. technology, instruction and enforcement [ 13 ] . N3TC has implemented intercessions to cut down the figure of accidents on the base on balls but presently the greatest causes of accidents is by vehicle softness ( inoperative brakes in peculiar ) , rear-end hits due to high velocity derived functions, unsafe inter-lane tactics and driver freak out in utmost conditions conditions. Elementss impacting safety at superelevation The drainage conditions of the roadway in relation to the vehicle kineticss need to be farther investigated as superelevation along crisp horizontal curves with decreased sight distances presents a important degree of driver concentration. The driver tends to rectify the vehicular way. The surface stormwater run-off flow way along the horizontal curve effects natural braking forces which in bend can take to seaplaning ( or aquaplaning ) . Aquaplaning occurs when H2O force per unit areas build up in forepart of a traveling Sur ensuing in an uplift force sufficient to divide the Sur from the paving. During high strength rainfall events, a H2O movie builds up on the surface on the route. The hazard of vehicle aquaplaning additions as the deepness of this movie increases. The loss of maneuvering and drag force produced during aquaplaning may so do the vehicle to lose control, particularly when a guidance Sur is involved. Rainfall strength is the most of import environmental factor in hydroplaning. The hazard of dynamic aquaplaning is straight relative to the deepness of H2O in the route surface. This deepness is affected by a broad scope of factors that are contributed to by the environment such as the geometric design, paving design, drainage design and care and by the status of the vehicle. The geometry of the route has a big consequence on the H2O deepness and is the factor over which the geometric interior decorator has the most control. The length of clip H2O is able to remain on the route will act upon the deepness it achieves. Longer flow waies intend more clip to roll up rainfall and consequence in higher movie deepnesss. Changes in superelevation, reduced horizontal alliance and droop curves are some of the job countries where the incline is low or where H2O has to flux a long manner over the paving before being intercepted by a drainage system or dispersing into the next terrain. Superelevation alterations can ensue in long curving flow waies which may be debatable. Steeper longitudinal inclines can besides increase the flow way length and ensuing deepness. The paving texture deepness effects the H2O deepness by leting some of this H2O to flux between the sum or in channels supplying flow waies to let H2O in forepart of the Sur to be forced out under force per unit area. Porosity can besides be considered as some pavings such as open-graded porous asphalt allow H2O to run out through them, taking it off from the surface. Wheel path depressions have a important consequence on the drainage patterns increasing H2O deepness and concentrating flow. The N3 has changing pavement surfacing of which an analysis will be done sing the flow way on these surfaces. Pavement drainage solutions is indispensable to guarantee that no H2O is able to pond on the trafficable route surface, peculiarly in sag countries. This is critical in order to cut down the aquaplaning hazard. Vehicle features and behaviors are besides of import factors in aquaplaning. The velocity at which a vehicle needs to go to get down aquaplaning is determined by H2O deepness but besides by the vehicle ‘s weight and Sur features. The vehicle weight determines how much uplift force is needed to bring on separation and it follows that a lighter vehicle will aquaplane at a lower velocity. Higher Sur force per unit areas increase the aquaplaning velocity by cut downing the contact country between Sur and route, increasing the vehicle ‘s weight to country ratio. Tyre pace deepness besides affects aquaplaning the same manner as pavement texture, with deeper pace traveling the H2O off from the country of contact more efficaciously. While minimal tyre pace deepness and maximal velocity are both specified by jurisprudence, minimal weight and Sur force per unit areas are non. These are vehicle maker recommendations specific. In drumhead, drainage demands versus vehicle kineticss are the cardinal factors to be considered in the development of superelevation standards at decreased horizontal curves to minimise aquaplaning on the N3. Practical considerations such as Sur deepness, paving features and drainage solutions will be evaluated along the path. The assorted literature reviewed amplifies the demand for safer roads and the N3 is considered to be the most traveled path in South Africa. Research background Significant roadway debasement such as shining of sums, hemorrhage of bitumen and rutting depletes the clash supply available for cornering. This depletion consequences from the usage of a part of the clash supply to supply the necessary braking force required to keep velocity on the downgrade. The velocity of the vehicles on the roadway and the vehicle kineticss will necessitate to be analysed as differing vehicles have different clash forces exerted on the roadway. It can non be assumed that the relevant design standards for a auto is similar to that of a truck or frailty versa. As the Independent Engineer, my old audit studies [ 14 ] on the N3 has indicated the assorted surfacing failures. Skid Markss are significantly prevailing and N3TC/SANRAL/DOT accident studies will necessitate to be investigated as portion of the research survey. It is noted from the TRH 17 that the design vehicle is a individual unit truck. This unwanted combination consequences in a important lessening in the border of safety ensuing from roadway class, particularly for heavy vehicles. On long or reasonably steep classs, drivers tend to go faster in the downgrade than in the upgrade way. Additionally, research has shown that the side clash demand is greater on both downgrades ( due to braking forces ) and steep ascents ( due to the grip forces ) . Downgrades on horizontal curves may be debatable, and that accommodation for it may be desirable in some instances. There are no guidelines as to how this accommodation should be made for two-lane or multilane divided or undivided roadways. Some accommodation in superelevation rates should be considered for classs steeper than 5 % . This accommodation is peculiarly of import on roadways with high truck volumes and on low-speed roadways with intermediate curves utilizing high degrees of side clash demand. The superelevation alteration proposition high spots that this accommodation be made by utilizing higher design velocities standards for the geometric design of the roadway. More unequivocal counsel on this accommodation, every bit good as accommodation for other elements of the horizontal curve, is needed. The design velocity versus minimal curve radii of horizontal curvature needs farther probe to guarantee safety on crisp horizontal curves taking the other related factors like superelevation, etc into consideration. The article published in the Pretoria News, â€Å" Wet conditions causes a spike in route accidents † [ 15 ] refers to the important addition in roadway accidents during showery conditions. The drainage demands and vehicle kineticss in relation to superelevation design of the roadway will be investigated and researched. I have consulted assorted professional applied scientists, engineers [ 16 ] and independent advisers [ 17 ] in the transit industry. The response received was favourable in footings of the demand for farther probes of superelevation in relation to drainage demands and vehicle kineticss for roadway geometric design. Research jobs and purposes I am presently the IE ( independent applied scientist ) and have audited the everyday route care points of the N3 for the past 3 old ages. As such, I have entree to some informations to analyze as portion of the survey. Assorted subdivisions of the N3 are presently being upgraded or rehabilitated to better the quality and lifetime of the route due to vehicular traffic additions. There is important freight motion. This has resulted in an addition in vehicular accidents. My point of view on the design considerations adopted on the N3 is subjective as driver safety factors and other extenuating hazards of vehicular accidents need to be farther investigated. From a geometric design analysis point of view, road-widening and general roadway rehabilitation are designed harmonizing to the bing roadway conditions and drainage jobs associated with superelevation is prevailing. Ponding has been recorded and ocular grounds is prevailing in certain countries. The general stormwater design standards should be viewed and analysed otherwise from the Kwazulu-Natal conditions as opposed to the Free-State and Gauteng conditions as the overflow rainfall strength and clip of concentration varies significantly. This survey will sketch and place the undermentioned conditions with specific superelevation standards development on the N3 path: Superelevation standards at steep gradients ( turn overing to cragged terrain ) with reduced/sharp horizontal curves ; Drain jobs associated with superelevation ; Flow waies on route surfaces due to superelevation ; and Speed and Vehicle kineticss at crisp horizontal curves. Steep classs at crisp horizontal curves presents a unsafe state of affairs for traffic. The two scenarios where this status is prevailing is at broken-back curves on cragged terrain ( Van Reenen ‘s Pass specifically and other identified countries ) with multi-lane, 2-way roads ( whether it is divided or undivided ) and/or high velocity downgrade at/before perpendicular droop curves. At these locations, the perplexing factors of vehicle â€Å" off-tracking † , pavement incline ( crossfall ) , and pavement clash tests the drivers ability to supply right vehicle positioning without compromising control of the vehicle. It has besides been recorded that air current has been a cause of accidents as the vehicles can non ‘grip ‘ onto the roadway ( particularly at ‘Windy Corner ‘ on the Van Reenen ‘s Pass. From old design considerations, accident-related jobs have arisen where, as a consequence of Reconstruction, bing main roads have been rebuilt utilizing the 8 % -10 % superelevation rates in conformity with current guidelines. The rate of superelevation development is nevertheless non reviewed or adjusted. Research methodological analysis The research attack has a both qualitative and quantitative attack. The theoretical research will consist of mathematical analysis with mold and simulation. The current geometric design guidelines for rural roads ( TRH 17 and SANRAL ‘s Geometric Guidelines ) will be used as base certification for values in the research input. Case survey subdivisions of the N3 will be decided upon and N3TC, SANRAL and the DoT ( both national and provincial ) will be informed of the research survey. Data aggregation and statistical information will be sourced from the relevant governments with anterior consent. This research would necessitate: the reappraisal of current design guidelines ; the development of an action program to accomplish the research objectives ; the aggregation of statistical informations ( from SANRAL, N3TC, etc ) and other relevant information ; elaborate ocular appraisal and rating of the roadway subdivision ; Falling Weight Deflection ( FWD ) measurings will be performed at 50m intervals instead on the left and right exterior wheel paths along the subdivision identified ; rut and siting quality measurings will be measured in both wheel waies every bit good as texture deepness along the outside wheel way as portion of the FWD measurings ; Measurements of the stormwater sheet flow overflow deepnesss will be measured utilizing conventional agencies ; vehicle kineticss will be physically and theoretically analysed ; the rating of the effects of assorted options contextualized in geometric design guidelines and campaigner standards taking into consideration the CSD attack ; and the readying of extenuating hazards, route safety steps and concluding geometric design standards for superelevation, drainage demands taking into consideration the velocity and vehicle kineticss at sharp/reduced horizontal curves. The accident studies sourced by SANRAL/N3TC/DoT ‘s archives will be of import for the research survey. The possible restrictions could be the hold in recovering these accident studies and ocular appraisals will be carried out as an option . Research aims The aim of this research is to: analyse the velocity and vehicle kineticss at crisp horizontal curves ; develop drainage criterias for flow waies or deepnesss on route surfaces due to superelevation ; develop superelevation standards for steep classs on crisp horizontal curves by placing and analysing drainage jobs associated ; design safe roads from a geometric design point of view by taking factors such as clip, cost, quality, CSD into consideration ; and develop an independent package tool to help geometric interior decorators and governments in the civil technology industry. It is noted that other standards associated with the design of horizontal curves such as tangent-to-curve passages, the demand for paving broadening, and minimal curve radii would besides be considered in the development of the standards. The standards will be based on quantitative informations obtained from theoretic considerations and simulations and verified by existent field observation. The identified countries for the existent field observations will be done by going the path and monitoring of the N3. Accident statistics will be indispensable as fact-finding mention for the background of the research survey. Plan of research activities Activity The activities to set about the research proposal will be to: expand literature survey ; collate statistical informations ; get permission for design informations from confer withing technology houses and SANRAL/N3TC/DoT archives ; coordinate with SANRAL/N3TC with regard to experimental countries identified ; analyse the design guidelines ( geometric and drainage ) for rural roads ; fix the roadway mold and simulation for the assorted superelevation standards taking into consideration the drainage demands and vehicle kineticss ; Analyse the sheet flow way ( hydraulic analysis ) for the drainage demands ( perpendicular class versus route width – at sharp/reduced horizontal curves ) – the Rational Method will be used ; Investigate the CSD of route rehabilitation undertakings in relation to geometric design considerations for future route rehabilitation and major building undertakings ( It is noted that the De Beer ‘s Pass will be constructed as an option to the Van Reenen ‘s Pass ) ; Analyse research findings and observations utilizing relevant package ; Synthesize the research findings, observations and consequences ; and Write the study. Timeframe This research would take 18 months to finish. Potential end products The possible end products for the research survey will be to: Reduce or increase the superelevation values or rates, dependent on research end products, with regard to vehicle kineticss and roadway breadths ; Analyse the drainage flow waies as superelevation rates or values in relation to the drainage demands and vehicle kineticss will find the standards to be adopted for safe driver conditions ; The velocity versus vehicle kineticss analysis at crisp or decreased horizontal curves will supply suited guidelines for future rehabilitation and road-widening undertakings ; CSD findings and observations to be adopted in future route rehabilitation and major Reconstruction undertakings ; and Produce an independent package plan which will be exhaustively researched, tested and developed as a tool for geometric interior decorators and governments in the civil technology industry. This package can be integrated utilizing current technology package utilised by confer withing technology service suppliers, authorities establishments and assorted organisations will be investigated. Research results The result of this research will help design advisers in finding a much easier and safer design attack to plan rehabilitation, road-widening and major building undertakings, by placing job countries and supplying appropriate design values. The recommended standards would be documented in the concluding study and besides presented in a signifier that could be used by assorted governments. Presentations will be made at national and international conferences, seminars or symposiums associating to geometric design of roads. Workshops and talks will be conducted or presented through educational institutes, CESA and other governments in the civil technology industry. The research survey will be published as an article in transit diaries and the research sum-up will be published in several magazines. I am of the sentiment that I envisage national acclamation for the research and part of the research outputs to constructing the cognition base in South Africa. Key mentions and certification 11.1 Governments, Institutes and other beginning of mention Department of Transport ( National and Provincial ) ( DoT ) Road Traffic Management Corporation ( Pty ) Ltd ( RTMC ) South African National Roads Agency Limited ( SANRAL ) N3 Toll Concession ( Pty ) Ltd ( N3TC ) Council for Scientific and Industrial Research ( CSIR ) Transport Research Board ( TRB ) American Society for Civil Engineers ( ASCE ) Consulting Engineers South Africa ( CESA ) Durban University of Technology ( DUT ) University of Stellenbosch ( SUN ) Aurecon SA ( Pty Ltd ( AURECON ) WSP SA Civil and Structural Engineers ( WSP ) 3D Compu-Systems ( 3DCS ) 11.2 Design Guidelines and Standards Technical Recommendations for Highways ( TRH 17 – Geometric Design of Rural Roads – Draft 1988 ) SANRAL Geometric Design Guidelines SANRAL Drainage Manual ( 5th Edition – to the full revised ) Design of Highway Drainage Manual ( FHWA-TS-79-225 ) AASHTO – A Policy on the Geometric Design of Highways and Streets 5th Edition ( 2004 ) How to cite Geometric Design Of Rural Roads Engineering Essay, Essay examples

Reducing Exposure To Hazardous Substances â€Myassignmenthelp.Com

Question: Discuss About The Reducing Exposure To Hazardous Substances? Answer: Introduction The current assignment focuses on the concept of occupational health and safety. The safety concerns of the employees working within an organization are pivotal to maintaining the organizational culture. In this context, the risks could be divided into a number of types such as chemical, biological, psychological and environmental hazards. The current study focuses on assessment and risk management through implementation of effective regulations and codes or practise. The assignment takes into consideration two different scenarios such as hazard due to exposure to different chemical substances and impact of noise pollution on the health of the workforce. Surfboard manufacture: A number of preventive measures need to be employed for ensuring the health and safety concerns of the employees working within an organization. As commented by Rothmore and Boucaut (2015), healthy employees help in enhancing the productivity of the organization. For the present assignment, the hazards associated with employee health management within a surfboard factory had been taken into consideration. The manufacturing of the surfboard exposes the workers to a wide range of hazardous chemicals such as fibreglass, resins, solvents and paints. Though, the manufacturing unit had provided the workers with additional preventive measures such as plastic goggles and face masks the staff was still sceptical. The same could be attributed to the absence of sufficient number of trained staffs within the factory outlet. There are two main types of polyurethane foam used for the manufacturing of the surfboards such as Toluene Diisocyanate (TDI) and Diphenylmethane Diisocyanate (MDI). In this context, TDI is used more frequently compared to MDI due to its flexibility options. The use of TDI can result in a number of health risks to an individual such as asthma and other respiratory distresses owing to hypersensitivity (Gibson and Warren, 2017). As commented by Carvalho and Melo (2015), exposure to the strong smell of TDI beyond the threshold level can result in the irritation of the e yes and the nose. Reports and evidences have also pointed out at the direct link of TDI with inducing malignancy within an individual. Control hierarchy In order to prevent or reduce the health risks due to exposure to a number of hazardous chemicals in a surfboard manufacturing factory a number of steps could be taken which could be enumerated with the help of a control hierarchy. Some of the basic steps of the hierarchy are-implementation of suitable measures, introduction of technical measures to reduce the exposure to harmful chemicals, implementation of effective organizational policies and framework and use of protective equipments. The suitable measures include substitution of the hazardous materials with a less harmful one. In this context, the TDI could be could be substituted with MDI which have been found to possess comparatively lesser health risks. As commented by MacIntyre et al. (2014), empanelment of technical measures including regular checking and monitoring of machineries to be physically handled can reduce the rate of accidents. In this respect, some of the organizational policies and frameworks which could be implemented over here are Workplace Health and Safety Regulations, 2011. The implementation of such guidelines helps in maintaining the organizational culture by promulgating training process of the employees along with provision of protective equipments. Regulations and codes of practise managing work environment and facilities The rules and regulations implemented in the context of a workplace play a crucial role in ensuring the optimum management of the work environment. Most of the policy and frameworks are covered under the act of Workplace Health and Safety, 2011. The implementation of the Construction Work Codes of practise provides a number of safety guidelines for ensuring health and safety of the workers engaged in the manufacturing process of the surfboards (safeworkaustralia, 2017). As commented by Cooklin et al. (2015), conducting performance checks and maintenance of hand equipments can reduce the risk of untoward incidents within a manufacturing setup. Aircraft noise: Assessment of risk from aircraft noise The second section of the assignment focuses on the control measures of noise pollution and its adverse effects on the health of an individual. In this context, the problems faced by the workforce and apprentices of the aircraft maintenance have been highlighted over here. The noise inside the workshop regularly exceeds 85 decibels, whereas on the runway the noise level can exceed 140 decibels and above. The exposure to high levels of aircraft noises can generate a huge number of responses within an individual. Some of the adverse effects are sleep disturbance, annoyance, learning impairments in children as short term outcomes(Basner et al. 2014). On the contrary, some of the long term effects include high blood pressure, heart attack, stroke, which might have much serious consequences. As mentioned by Warner and Hadley (2015), the Occupational Health and Safety Administration (OSHA) limit for industrial noise is set at 90 decibel. Therefore, crossing limits equivalent to 140 decibel can cause severe pain within the individual often causing Tinnitus. The tinnituses are high frequency whistling sounds or buzzing sounds in the ear or the hippocampus of the brain (Orford et al. 2014). Thus, such uncomfortable conditions might further develop into hearing losses within individuals. Determination of risk rating with and without control measures (refer to attached risk assessment template) Without ear muffs: likelihood severity Rare (1) Remote (2) Occasional (3) Frequent (4) Almost certain (5) Catastrophic (5) 6 8 10 10 23 Major (4) 8 12 14 16 24 Moderate (3) 7 11 13 15 20 Minor (2) 3 6 7 15 18 Negligible (1) 1 1 2 4 5 Table 1: Risk assessment matrix (Source: researcher) RPN Risk level 1-3 Low 4-12 Medium 15-25 High Table 2: analysing the risk level With ear muffs: likelihood severity Rare (1) Remote (2) Occasional (3) Frequent (4) Almost certain (5) Catastrophic (5) 1 1 6 8 12 Major (4) 4 3 7 9 14 Moderate (3) 2 4 9 10 15 Minor (2) 2 5 12 12 17 Negligible (1) 3 7 13 14 19 Table 2: Risk assessment matrix (Source: researcher) Analysis: Thus, on comparison of the data with and without the use of eat cuffs considerable reduction in the amount of damage caused has been noted. In this respect, the severity of the incidents have been divided into five major parameters such as negligible, minor, moderate, major and catastrophic. The severity has been cross checked against the likelihood of the events which ranges from rare, remote, occasional, frequent, and almost certain. The occurrences of fatal or catastrophic incidents along with moderate to major hearing impairments have been considerably controlled with the use of the ear cuffs. There has been considerable reduction in the rate of almost certain losses with the use of ear cuffs. Therefore, the aircraft workshop needs to implement a number of effective codes of practise and regulations in order to control the rate of hearing loss from the production of such huge level of noises. Additionally, the implementation of noise controlling technologies within the aircrafts can also help in controlling the hearing damages caused to the workforce from such exposures. Conclusion Thus, a number of effective strategies and practices need to be implemented within the workplace in order to control the adverse effects of the same over the health of an individual. For the current assignment two different scenarios had been taken into consideration i.e. the surfboard manufacturing factory along with the aircraft maintenance workshop. The surfboard manufacturing unit exposes the employees to a number of harmful chemicals from the direct handling of the machineries. Therefore, some of the effective methods which could be employed over here include implementation of alternate or substitutes. This can help in reducing the damage caused to individual healthcare. Additionally, providing the employees with sufficient training and guidance can also help in reducing the chances of accidents. The performances of risk ass essments have also highlighted that use of ear muffs can help in reducing the damage caused by exposure to high levels of noise. 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