Advantages Of Aluminium As A Shipbuilding Material Engineering Essay

Advantages Of Aluminium As A Shipbuilding Material Engineering Essay The use of aluminium in any vessel involves a radical set of production methods compared to traditional shipbuilding processes. Hence, the methods used for the construction of aluminium vessels are an important factor in the feasibility study. The welding of aluminium is susceptible to hot cracking and can only be done using certain processes. It is important to employ the correct welding methods to serve different purposes. As aluminium technology matures over the years, new production methods such as aluminium extrusions were introduced in a bid to save time and which has also proven to be economical. The use of aluminium in naval shipbuilding exists in two forms; first there is the aluminium-steel ship, where in the case, the superstructure is made from aluminium intended for topside weight saving, and the hull made from steel. Then there is the all-aluminium ship, with the purpose of achieving a considerable overall reduction in weight. It is important to understand that though both forms have their advantages, there are design issues that must be addressed related to the use of aluminium in naval vessel. Background 1.2.1 Advantages of aluminium as a shipbuilding material Aluminiums most important characteristic is its light weight. When coupled with a reasonable tensile strength, it has grown to become the choice of material for many naval ships in the world. In a research by Wade (1996), when it comes to naval shipbuilding, mission capability is the most heavily evaluated criteria of the program. Speed is an increasingly important parameter under mission capability due to the shift in the maritime strategy of the worlds navies from blue-water operations that include traditional Anti-Submarine Warfare, Anti-Air Warfare and Surface Action to littoral operations focusing on surveillance, mine-clearing, counter-terrorism and support for landing operations. Ship Structure Committee (2012) suggests that there are many design parameters that can be optimized for a better performance, where structural weight is one such parameter that gives the most out of cost efficiency. According to Lamb and Beavers (2010), a decrease in weight relates directly to the reduction in material costs and operating costs throughout the service life while reduction in the power demand gives a higher fuel efficiency, higher speed, longer range and additional tonnage capacity. Also, aluminium gives additional benefits in the form of maintenance cost savings, where less painting is required. Brown (1999) mentioned that corrosion protection offered by aluminium is around 100 times slower than structural steel. The excellent corrosion-resistance of aluminium owes its trait to the thin layer of aluminium oxide that forms immediately when the metal is exposed to air, protecting it from external elements. The use of lightweight material like aluminium can also lead to stealth improvement (International Ship Structure Committee, 2012). In a timespan of just over a decade, aluminium high speed vessels have evolved from 30m long vessels that carried passengers and operated in littoral waters, to 120m long vessels that could carry both passengers and vehicles which operated in the open waters. Ship Structure Committee (2012) gave an overview of the prospect of aluminium in naval shipbuilding. Aluminium is a growingly popular metal in the marine industry, typically the naval shipbuilding industry because of the wide range of physical and mechanical properties that can be created through the alloying process. Aluminium can be alloyed with chromium, copper, magnesium, manganese, scandium, silicon, silver, tin, titanium, zinc and zirconium. This wide range of alloying produces different grades of metal each with different properties. Promising properties includes reduction in stress corrosion susceptibility, improving of toughness, strength and hardness, improving of strength without a decrease in ductility, good weldability, increase in tensile strength, elimination of hot cracking in welds, decrease in electrical conductivity and reduction in quench-sensitivity. However, the discrepancy of the material property and behaviour of aluminium was found to vary with different sources (Sielski, 2007). The differences come as a result of different standards used for determining yield strength. Some tests were done using a 50-mm gage length that measures only weld metal and heat-affected zone, and other tests use a 250-mm gage length sample that includes the base metal. Shown in the following is one such example of aluminiums yield strength discrepancy. Table (1), extracted from (Sielski, 2007). 1.2.2 Disadvantages of aluminium as a shipbuilding material Like any other material, aluminium also has its drawbacks. The two most important properties of a material are perhaps its yield strength and modulus of elasticity, a structure will be designed with considerations around the two properties to ensure that it is able to withstand a given load without exceeding certain permissible deflections and stress level, where the stress level is equal to the yield stress divided by a factor of safety. Albeit aluminium alloy has a high strength-to-weight ratio, it is to be noted that for every strong aluminium alloy in terms of yield strength, there is a stronger structural steel available. In terms of Modulus of Elasticity, which is the measure of stiffness of a material, aluminium and steel measures at 69 GPa and 200 GPa respectively. Since aluminiums stiffness is only a third of steel, it will likely be deformed three times more easily than steel if put under high strain. Therefore the use of aluminium alloy is generally only limited to vessels of up to 130 meters in length (Ship Structure Committee, 2008); the longer the vessel the more stiffening is required, until a point of impracticability. The figure below illustrates the undefined yield strength of an aluminium alloy as compared to mild steel. It is important to note that for aluminium, normally 0.2% strain limit or proof stress is used for design purposes. Yield Strength of Steel and Aluminium Figure (1), graph taken from (http://aluminium.matter.org.uk/content/html/eng/default.asp?catid=217pageid=2144417131) Another consideration is the low melting point of aluminium. As a naval vessel will likely be subjected to on-board fire if it comes under attack, the loss of mechanical properties of aluminium when temperature exceeds 200ËÅ ¡C (Ferraris, 2005) is unfavourable. Some classification societies and navies do not permit the use of aluminium for structural applications. While DnV, ABS and RINA permit the use of light alloy and AA5xxx series, Lloyds register does not. Brown (1999) noted that the cost of aluminium is roughly five times the cost of steel. Though it may be feasible to replace structural steel with aluminium alloy in view of the latters weight-saving and corrosion resistance properties, but it might not necessarily be economical. Table (2) Current Methods To determine the applicability of aluminium in naval vessels, it is important to look at the current aluminium technology available. The manufacturing and production process for aluminium is relatively new. Aluminium welding like the FSW process was invented just two decades ago at the Welding Institute in the UK. For aluminium usages to be feasible for large scale production of naval vessels, then the overall productivity must be improved. Such can be achieved through the application of aluminium extrusion and FSW as these methods offer significant cost savings (Collette et al., 2008). The existing studies on the reliability of aluminium stiffened panels can also give a clear idea of some of the impacts of aluminium usage. 1.3.1 Aluminium extrusions Adding to the advantages of using aluminium is its ability to be extruded. Extrusion can allow complex design of stiffeners to be produced which can, if used appropriately; reduce the effect of stresses experienced in the mid-ship region due to hull girder bending. Collette et al. (2008) researched on the ultimate strength and optimization of aluminium extrusions. Extrusion allows a designer to replace conventional welded plates or stiffeners with extruded profiles of varying thicknesses and it can be used on decks and side shells, places with large amount of area for an increase in weight savings. This method effectively reduces the number of welds to be performed and also reduces the complexity of the overall design of the structure. The study examined three different types of extruded stiffeners, the conventional T type, the sandwich type and the hat type for use on board a high-speed vessel. The performance of all three types was found to be similar, and the study concluded that the panel should be selected based on considerations rather than which has the best strength to weight ratio. Such considerations may include cost, ease of construction and material fatigue. In the figure below, the joining of conventional plate to the stiffener requires welding while for the extruded panel, both the plate and stiffener is extruded as a single unit. Sectional view of Aluminium Extrusion panels Figure (2) 1.3.2 MIG and FSW welding To consider the feasibility of using aluminium in shipbuilding, it is important to look at aluminiums weldability. Metal-Inert-Gas (MIG) welding, a subtype of Gas-Metal-Arc-Welding (GMAW) is the earliest form of welding for aluminium plates. In the 1950-60s, further developments gave more versatility which resulted in a highly used industrial process nowadays. Until recently, a new and better method of aluminium welding is invented, namely the Friction-Stir-Welding (FSW). FSW is a new concept of welding where the metal is not melted for the joining process so that the mechanical properties remain unaltered as much as possible. The join between the two plates is then softened for the metal to fuse using mechanical pressure. Kulekci (2010) notes that the FSW increases tensile, impact, and fatigue strength of the welded joint as compared to MIG process. Less hardness change and a narrower heat-affected zone can be expected in the welded material as less heat is produced from the FSW process. Higher heat intensity from the MIG process can damage the mechanical properties of aluminium. By using FSW, production rate and quality will increase and production costs will decrease. Friction-Stir Welding Process Figure (3), pictures from (http://www.fpe.co.uk/processes/friction-stir-welding) 1.3.3 Heat-Affected Zone Mahoney et al. (1998) researched on the FSW process induced Heat-affected zone (HAZ) of the 7075 T-651 aluminium alloy. A series of tensile tests both longitudinal and transverse to the weld produced results that showed the weakest region is at the lower temperature location within 7 to 8mm from the edge of the weld area. While the average weldable aluminium alloy displays a 30 to 60% reduction in yield and ultimate strength, the loss in ultimate strength of FSW aluminium alloy is only around 25% and the yield strength at the HAZ is about 45% less than the base metal. 1.3.4 Strength and reliability in aluminium stiffened panels Benson, Downes and Dow (2009) note that as aluminium alloy is an established structural material in the shipbuilding industry for high speed crafts and naval vessels, the analysis for large high speed craft operating in ocean environments have since developed rigorous methodologies for the evaluation of ultimate strength in the hull girder. The fast increase in capacity and size of aluminium vessels has led to the demand in new engineering tools and solutions to effectively analyse the structural performance of these vessels. One of it could be the analysis on the ultimate and fatigue strength of aluminium stiffened panels. The ultimate and fatigue strength of the panels can be predicted by using the Reliability method, which consists of firstly using limit state equations to determine when the structural member has failed. Secondly, to determine the average value and the collection of random variables distribution in the limit state equation. Then the final step is to estimate the probability of a failure. Collette (2005) researched that in the Stress-life or S-N fatigue approach, the fatigue life of a material is determined by applying continuously a varying load of constant amplitude until a crack is observed. However the main drawback is that it is not able to give feedback on the seriousness or the size of the crack. That is where the Initial-propagation of I-P method proved to be more useful. The main difference between both is that when the crack starts to form in the material, I-P method can estimate the growth using a fracture mechanics model. 1.3.5 All-aluminium naval ship With all the existing technologies and methods available for aluminium shipbuilding, aluminium has the potential to replace steel in the future as the main ship construction material. Lamb and Beavers (2010) studied on the significance of an all-aluminium naval ship. It proposes two types of aluminium frigate, one with a reduced draft, the other an aluminium equivalent of a steel frigate, with identical draft and similar in weight. Aluminium ship with a reduced draft can allow for a reduction of block coefficient, thereby reducing resistance and increasing speed. With a finer hull, less power is required for propulsion, in turn cutting costs during operation. The authors went on to conduct an analysis of steel and aluminium equivalent naval vessel design focusing on the acquisition and ownership costs. The findings showed that an aluminium ship can be constructed with just 7.5% of the cost of an equivalent steel ship even though 50% more labour hours are required for construction of the aluminium ship. The authors highlighted that this is possible due to the overwhelming benefits of aluminiums significantly lighter weight. Aluminium ship was also found to have operational and ownership cost advantages. Furthermore, advancement of aluminium technology in manufacturing process and design methods has closed the gap between steel and aluminium acquisition costs which in some cases, shipyards are producing aluminium structures more cost effectively than equivalent steel structures. 1.3.6 Hull-superstructure interaction One of the important factors to consider when designing a naval vessel is its hull-superstructure interaction. With the aid of structural analysis software MAESTRO, Hughes and Jeom (2010) determined that Hull-Superstructure Interaction is a very complex study that can only be visualised effectively through 3D finite element model, rather than an inadequate beam theory. The vertical center of gravity for any naval vessel is critical, therefore it is important to keep the center of gravity as low as possible, either by reducing the size or using a lighter material in the superstructure. Another important thing to note of Hull-Superstructure Interaction is the superstructure continuity with the ship side. A superstructure will participate substantially in hull girder bending in vertical continuation with the ship sides if the superstructure is long and continuous. It will undergo the same bending radius as the hull. If the superstructure rises from the same plane as that of the ship sides, then the bending will be maximal. To exclude the superstructure from any hull girder bending, it is possible to do so through offsetting it from the side sides. If superstructure is not in line with the ship sides, due to the flexibility of the deck beams, the sides of the superstructure can be subjected to a much larger radius of curvature. In the case of such design, then an intermediate transverse bulkhead must be included in amid-ship for the purpose of terminating excessive cyclic deflections and stresses in the deck structure. The above are especially critical as a design consideration with regards to naval vessels. To further complicate matters; in a naval vessel, the amid-ship portion is used for RAS operation, or Replenishment At Sea. RAS operations are very difficult manoeuvres to execute; and it has to take place in amid-ship due to the heavier pitching motions of the vessel at both ends. In addition to that, RAS operations also require a large open deck area on both sides of the vessel. This means a reduction in the size, or width of the superstructure in amid-ship, precisely the area which experiences the largest hull girder bending. 1.3.7 Fatigue-induced cracking In the case of an aluminium superstructure, the fatigue experienced will be even greater than for an equivalent steel superstructure (Grabovac et al., 1999). The cases of similar Royal Australian Navy FFG-7 class frigates which experienced fatigue-induced cracking in the aluminium superstructure were caused by a combination of applied cyclic stresses and stress concentration interacting with a region of material weakness. This problem of fatigue-induced cracking has surfaced in almost all ships of this class. The vessel has a continuous aluminium superstructure welded atop a steel hull, which is prone to a substantial amount of hull-girder bending (Hughes and Jeom, 2010). This further reflects on how the Hull-Superstructure Interaction can affect a vessel. In the case of their study, composite material is then chosen for repairing of the cracked region by adhesive bonding, which proved to be working later on with subsequent series of assessments. Methodology Lamb and Beavers (2010) introduced three types of ship for their study, the baseline steel, the aluminium reduced draft and the aluminium reduced block coefficient ship for comparison. The aluminium reduced block coefficient has the same draft as the baseline steel ship but its block coefficient is much lower than the other aluminium ship. The authors designed a 10m long mid-ship section of a naval vessel and then derived the scantlings using the ABS High Speed Naval Craft Rules. The scantlings include steel, aluminium and aluminium extrusion. Subsequently, bending moment and stress calculations were performed and the results shown were much less than the design stress of 23.5 t/cm ² for steel and 12.4 t/cm ² for aluminium. Reasons for the huge differences were given that most of the plating is based on allowable minimum thickness rather than that derived from the formulas. 1.4.1 Linear Stress Analysis The structural study in the present paper will adopt the Linear Stress Analysis method. Similar to the work of Lamb and Beavers (2010), the material behaviour in this study will only be looked at in the elastic range. In the Linear Stress Analysis, the stress is assumed to be directly proportional to the strain and the structural deformations are proportional to the load. Shown below is the stress-strain graph of a material, where the limit of proportionality is the limit of the Linear Stress Analysis. Considerations will not be made for the behaviour after the limit of proportionality. Where (C) is the proof stress of the material. Stress-strain graph Figure (4), graph taken from (http://www.sr.bham.ac.uk/xmm/structures3.html) In the case of Non-linear Stress Analysis, problems are solved by applying the load slowly, and then take account of the deflection with each increment. Stresses will be updated with each increment until the full load is applied. A more complex Non-linear FEA requires iterations for equilibrium with each increment; hence it is a computationally expensive approach. 1.5 Discussion Aluminium usage in naval shipbuilding has been increasing steadily over the years as shown in the literature above. Commercial and merchant aluminium vessels were built with different purposes and intentions in mind, some built for an increase in speed, some for more capacity and some simply for costs saving. In the case of naval ships however, they share more similarities. Common objectives would be an increase in speed and payload, if not for a reduction in draft. It is therefore important to understand what different aluminium alloys can offer for different specific function of the ship. Aluminium alloy as mentioned earlier was found to have some discrepancies among various authorities; this might be due to the poor definition of aluminiums yield strength due to the nature of its properties. Nonetheless, aluminiums yield strength will be taken as 0.2% of its strain limit. Designing an all-aluminium vessel of a 130m in length is an inherently complex task, and the strongest design, most up-to-date methods of production and manufacturing must be adopted to reduce the risk of a structural failure. Due to the nature of the method employed in this paper, where a standard steel hull will be replaced by an aluminium equivalent, it is important to consider the application of aluminium extrusion as a more effective way to increase the stiffness of the hull to ensure no deformation takes place prematurely. As fatigue-induced stresses was found on almost all of the FFG-7 class frigates, there is a need to study the hull-superstructure interaction of the vessel and understand the effects if applied on an all-aluminium vessel. Among the past studies, few have made comparison between a steel ship and an aluminium ship. One notable work is from Lamb and Beavers (2010), which based their calculations on a hypothesised frigate. This present paper differentiates from that in a way that it looks at the differences between the two materials if used on an existing vessel. For a ship that already has an optimum hull form, and re-designing it would be irrelevant due to specific mission capabilities, it will be useful to adopt this approach. Another way to look at it is that certain navies might prefer to build an aluminium equivalent of a steel Off-the-Shelf (OTS) ship like the FFG-7 which has proven to be a cheap and seaworthy ship, than to completely redesign an entire vessel. The design process of a new naval vessel can take up to several years. Apart from that, the past research of the all-aluminium ship with its cost and feasibility study was found to be outdated and non-applicable to the present year. The present research will provide an up to date costs comparison between steel and aluminium, inclusive of costs incurred in the welding process, and with the additional consideration for aluminium extrusions. Also critical will be the consideration of the various methods of welding. It is important to note that there are limitations within this feasibility study. The Linear Stress Analysis method adopted is only accurate to a certain extent and Non-linear Stress Analysis method should be adopted for any future work in this topic. Also, there are considerations which will not be covered in this feasibility study. Factors such as the lack of infrastructure for aluminium naval shipbuilding in terms of aluminium workshops and supply of aluminium panels will not be considered. Limitations may also include the lack of skilled workers and expertise in aluminium manufacturing and ship production. 1.6 Aims and Objectives In short, the purpose of this paper is to study the feasibility of using aluminium as a naval shipbuilding material. To achieve that, it is necessary to include the common shipbuilding material, steel, for comparison. This paper aims to give a clearer comparison, in terms of designs, methods used, costs incurred and production time of the two ships. The US Navy FFG-7 class frigate will be used as a base ship. Designed in the mid-1970s by Bath Iron Works and partner Gibbs Cox, FFG-7 frigate is intended to serve as an inexpensive escort ship. Its area of operations includes protecting merchant convoys, replenish groups, landing forces, submarines and carrier battle groups; also performing anti-submarine warfare or surface action. The frigate has a steel hull with an aluminium superstructure intended for weight saving. The overall bending stress characteristics in the mid-ship section of the frigate will be presented through load, buoyancy, shear force and bending moment calculations; one with steel hull and the other, a hypothesised aluminium hull of the same dimensions. Essentially, constraining the dimensions of the hull for an aluminium equivalent will result in an increase in plate thickness due to the reduction in the section moduli of aluminium. An alternative could be the increase in the number of stiffeners to be used and ultimately, the final design of the aluminium equivalent mid-ship section should include both methods for a section modulus increment. The results produced should show that an aluminium hull would still be sufficient in terms of section modulus to keep the maximum bending stress values under the design stress of the frigate, at 131.75 N/mm ² (Ship Structure Committee, 2002). All calculations in the present structural analysis will be based upon the linear elastic region of the materials only. Through the study on a mid-ship section, it can provide an idea of the stress characteristics of the entire vessel as the maximum bending moment will usually takes place in that region. Finite Element Analysis software MAESTRO will be used to model a mid-ship section of the naval vessel and give a better understanding of the structural stresses acting on the aluminium hull. The paper will go on further to present the costs relating to the two ships, in terms of acquisition, productivity and ownership of the vessels with respect to the current steel and aluminium prices. The results from the study will be analysed and discussed, after that the conclusion will be drawn accordingly.

The Extraordinary Making of You

The three-part documentary series Countdown to Life: The Extraordinary Making of You, by Jonathan Renouf, Naomi Austin and Martin Johnson is depicted around the journey to discover the process of the formation of us, the human beings. Hosted by Michael Mosley; the documentary contains animations of fetal development and individual's sharing their stories about their own birth defects while relating to the fetal developmental process that happens prior to birth. Though the documentary does not explain the human development process in details, I decided that this was a good start for laymen who wants to understand the process of how us human beings are made from the point of conception to the point of birth at forty weeks. As a human being living in the social community, we need a better understanding on how an individual operates either biologically, behaviourally or emotionally. The documentary emphasized on critical stages that happened before we were born and the consequences of having a defect when the developmental process was disrupted. In which it delivers, it also brought upon the uniqueness and differences of human beings in the concept of biology, focusing especially in genetics. In the following paragraphs, while basing on the documentary I will explain more in details on the critical stages of fetal development process with in-depth explanations of the defects that could occur within these stages.The first episode of the documentary series ventures around the processes that happens to the embryo during the first eight weeks in the uterus. It shows how the human development began with the process called fertilisation where the male gamete, sperm together with the female gamete, the oocyte, fused and unite to give rise to a zygote (Sadler ; Langman, 2012). Two sets of genetic instructions, half from each parent combined to create unique genetic code for one human being. Occasionally, instead of forming only one zygote, the cell divides to become identical twins, triplets, and in rare cases, even quadruplet cases. Holly, Jessica, Ellie and Georgie, are one of the rare identical quadruplets in which it was mentioned that the odds of having four genetically identical individuals are one in 64 million. A theory was presented for how separate embryos can be formed and it was due to the breakdown of vital communication between the cells causing clumps of cells to get separated and went on to create separate individuals. This shows that just from a simple yet complicated breakdown process that occurs between the cells, it could affect the number of individuals to be formed, causing the creation of identical twins. This however, does not applies to what we called fraternal twins. In biology, identical twins are termed as monozygotic twins while fraternal twins are termed dizygotic twins. According to Lakna (2017), on her article Difference between Monozygotic and Dizygotic Twins, she explained that dizygotic twins are developed from totally two different eggs, which are fertilized by sperms separately. When a woman is pregnant with fraternal twins, it is like having two pregnancies at one simultaneous time. Unlike identical twins that are genetically similar, fraternal twins are entirely different individuals that does not share the same genetic properties. It is mesmerising to find that human could be undergoing the same process yet so different, due to simple twists just within five days of conception. I was bewildered by the next fact that I found from the documentary. It was claimed that around 200 hours after conception, changes that occurred in the embryo can determine the lifespan of an individual. Based on seventy-year research done in Keneba,Gambia that study on this matter, children conceived during dry months are at seven times higher risk of mortality compared to that of children conceived during wet months. In dry season, mothers eat more calorie-rich grains compared to mothers who conceive in the wet season, who eat more leafy greens. The moleculer chemical from the vegetables combines with the strand of DNA and changes how some our genes work permanently, affecting our lifespan. In many socio-cultural norms in the world, the expression â€Å"eating for two† is commonly heard to refer to pregnant women in regards to their dietary habits. Ellis, Giannetti, and Fagan (2011) conducted an analysis of relationship of mother's nutritional intake with the effect on her developing fetus in life. In the analysis, the authors stated that, â€Å"the most important thing a mother can do during pregnancy is take care of her own body so that the baby can flourish later in life†. Hence, it is clear that mother plays important role in determining the health of the future generation that will be born, either physically, metabolically, psychologically or genetically.Melanie Gaydos' story is one of the stories that remained intact in my mind from the moment I watched it. From the story, I knew that her birth defect has affected her deeply in psychosocial aspect and influenced the flows of her life, shaping her for who she was. Her story discussed on what happened to a fetus within the first fifteen days after conception. The cells began to transform into over four hundred different cell types to make up parts of the body. Human beings are made up of three layers of cells; ectoderm, mesoderm and endoderm. Any defect during this point of transformation could produce serious defects to the embryo, such as in Gaydos' case, ectodermal dysplasia. Ectodermal dysplasia is a group of inherited disorders characterised by defect in hair, teeth, nails, or sweat gland function, in addition to other abnormalities in the ectodermal tissues. The disease is caused by mutation or deletion of particular genes located on different chromosomes and it either can be passed down the family line, or the mutation occurred de novo (Bhaudaria, Sharma, & Prajapat, 2014). Talking about genes, the documentary also shared the story of Nell who inherited an extra growth gene from her father. Unlike her, a normal embryo inherits one only growth gene from both paternal and maternal origin and each of the gene balance one another to produce a normal-sized embryo. This defect made her a large for gestational age (LGA) fetus and the extra gene has stimulated the overproduction of growth hormone, IGF-2. She became morphologically larger than her peers and consequently, exposed her to a high risk of cancer. From their cases, it is important that we need to have a normal gene development to ensure a normal development of self.In our body, we have hair-like projections called cilia to direct the proper placement of organs in our body. The process usually occurs around nineteen days after conception. Average normal human beings have their hearts located on the left side of the body and the liver is located on the right side. In rare instances, there are cases where the organs are located in totally opposite sites like a mirror image and this happened to Randy Foye. His condition is called dextrocardia. Maldjian and Saric (2007) wrote a review on dextrocardia. According to their review, dextrocardia is a heart positional anomaly in which heart is located in the right hemithorax with its base-to-apex axis directed to the right and is caused by intrinsic factors of the heart itself. Since I was a medical student before, I could assure that his condition would definitely baffled any doctors of any level of experience during the regular medical check-up session. Fortunately, according to the documentary the condition did no harm to his body and he could live as a normal living being, outwardly. Commonly, dextrocardia is accompanied by cardiac anomalies (Maldjian & Saric, 2007). The formation of the heart itself began when the embryo was initially a flat disc. It then folded and became a neural tube and the edges came together to form a spinal cord. Eventually, primitive heart was created and within five weeks of pregnancy, it could already be detected by using ultrasound. Heart anomalies are extremely serious that some babies need an immediate surgery right after born. Examples of congenital heart defects are right ventricular hypertrophy, aortic valve stenosis, coarctation of aorta or atrial septal defect.

Modern Parenting Styles Are Essential For The Development...

Jennifer Martinez Period 1 November 20, 2015 Modern Parenting Strategies Parenting styles are essential for the development of children. Children learn what their parents teach them throughout their childhood, and carry it through their lifetime. In a parent’s perspective, they utilize the parenting strategy they believe will make their child successful. Many parents trust that their parenting styles are effective enough to prepare their children for 21st century challenges. Although some parents follow modern parenting strategies and may produce productive children, other parents do not acknowledge that their parenting strategies create negative effects in the development of their children s early ages, preventing them from developing into adults ready to take on the 21st century challenges. Throughout the world parents inculcate children with certain ideas and strategies which they feel will make their children successful. 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Review of Literature Childhood Communication is used to describe how people share information with others; their thoughts, feelings and emotions. At an early age, children learn words, facial expressions, vocal tones and gestures to communicate their needs and wants to a parent. This is the beginning and fundamental stage of building communication skills. Essential communication is first learned at home, betweenRead MoreThe Effects Of Children With Learning Disabilities On Their Families1867 Words   |  8 Pagessuch as â€Å"family stress, parenting discrepancies, negative reactions from extended family members, difficulty in interacting with the school, and mixed effects upon siblings† (Dyson, 2010). 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Beatrice and Benedick in Act 1 of Much Ado About Nothing...

Beatrice and Benedick in Act 1 of Much Ado About Nothing by William Shakespeare In Much Ado About Nothing we learn about Beatrice and Benedick. Benedick is a very confident, witty man who appears to have a love hate relationship with Beatrice. He is very self sure with women and makes it known to others that he would prefer to remain a bachelor for the rest of his life rather than marry a woman. Beatrice in a way is very similar to Benedick, she also is very intelligent and witty but she seems to have more of a fiery nature which seems to hide most of her true feelings. She challenges men, which would seem quite insulting to a Shakespearean audience as it would not be expected of an Elizabethan†¦show more content†¦Beatrice often makes out to the audience about Benedicks poor qualities, he wears his faith but as the fashion of his hat which implies that he changes his mind too often and cannot settle. Beatrice is extremely critical of Benedick and when talking to the messenger, No; and he were, I would burn my study she indicates that she has a hatre d for him which is ironic as later it becomes apparent that she is still in love with him. In the beginning of Scene 1 when in conversation with Benedick she uses the phrase nobody marks you this is ironic to the audience as Beatrice marks or notices him the most, perhaps due to her hidden feelings towards him. Beatrice appears much more spiteful and insulting towards Benedick than he is to her, a bird of my tongue is better than a beast of yours. So exclaims that a creature such as a parrot that can speak is better than a dumb one such as a horse. Benedick has the reputation of a womaniser and a princes jester, as well as being fickle and superficial in his friendships. His first line in the scene to Leonato implies that he is the princes fool and is a humorous character, where you in doubt, sir, that you asked her? commenting that the Prince might not of been sure is Hero was his daughter. Beatrice uses Benedicks characteristics against him on many occasions.Show MoreRelated Classical Imagery in Shakespeares Much Ado About Nothing Essay3559 Words   |  15 PagesClassical Imagery in Shakespeares Much Ado About Nothing The romance of history has lured many of the worlds greatest authors to search for their subject matter in the pages of time. William Shakespeare serves as a unfailing embodiment of the emotion of days past; yet he also turned to those before him. The comedy Much Ado About Nothing is a poignant love story, riddled with stunning imagery and allusion. An examination of the development of certain characters, the imagery and allusion, dictionRead MoreEssay on The Themes of Noting and Deception in Much Ado About Nothing1251 Words   |  6 PagesNoting and Deception in Much Ado About Nothing Discuss the themes of noting and deception in Much Ado About Nothing The play Much Ado About Nothing was written by Williams Shakespeare in the late 1600s and over four centuries later it is still a significantly popular play and has widespread appeal. The play explores many themes including love, treachery, friendship, society and traditions. These five themes mentioned are still very much relevant in a lot ofRead MoreWilliam Shakespeare s Much Ado About Nothing1317 Words   |  6 PagesMuch to Do About Noting Deceit is the act of concealing or misrepresenting the truth. Deceit plays an important role in the plot of Shakespeare’s play Much Ado about Nothing. It also has a large influence on the relationships of the play. Much Ado about Nothing is a play written by William Shakespeare who is widely considered the greatest dramatist of all time. William Shakespeare was baptized on April 26, 1564, in Stratford-upon-Avon, England. From roughly 1594 onward he was an important memberRead More The Development of Benedicks Character in Shakespeares Much Ado About Nothing1669 Words   |  7 Pagesof Benedicks Character in Shakespeares Much Ado About Nothing At the beginning of the play, Benedick appears as almost a comic character, acting as if the most important part of his character is his wit. However, by the end of the play it becomes obvious that he is a clear-thinking character who is able to take action and keep his head in a crisis. The change in Benedicks character is accompanied by the change in his relationship with Beatrice, as they move from merry war and skirmishRead MoreWilliam Shakespeares Much Ado About Nothing Essay1441 Words   |  6 PagesWilliam Shakespeares Much Ado About Nothing Much Ado About Nothing was written in the years 1598-9 and was know for its genre, which is a classic comedy. The comedy of ‘Much Ado About Nothing’ derives from the characters themselves and the manners of the society in which they live. Language is a significant part of the play and the plot ‘Much Ado About Nothing’ has a large use of prose. Benedick and Beatrice are the main examples of male and female rivalry. Read MoreMuch to Do with Deception2356 Words   |  10 Pagesâ€Å"Much To Do With Deception† A Critical Research Paper about William Shakespeare’s Much Ado About Nothing Much Ado About Nothing, written by William Shakespeare, is a dramatic production that uses the tools of deception and humor under the category of comedy. As defined by Paul N. Siegel, â€Å"A comic play is usually accepted to be a light-hearted play with a happy conclusion.† Yet, Shakespearian tragic plays often use deception as a method to damage the role of the hero. In other Shakespearian tragediesRead MoreEssay on Benedick and Beatrices Love in Much Ado About Nothing1356 Words   |  6 PagesEntry 1: Act I: Don Pedro and his men return from the war and visit the house of Leonato and his brother, Antonio. This sudden meeting reunites Beatrice with her archrival, Benedick, and it is here that Claudio and Hero fall in love. React: In Shakespeare’s Much Ado about Nothing, there are the usual characters that show up in most of Shakespeare’s pieces. For instance the characters Hero and Claudio could easily be compared to Romeo and Juliet. Both Hero and Juliet are innocent, quite, andRead MoreWilliam Shakespeare s Romeo And Juliet1591 Words   |  7 PagesShakespeare is a prominent figure present throughout history. His writing is credited as some of the most influential pieces written in English literature. Shakespeare was born in 1564 in England. He attended school, but did not further his formal education after dropping out of grammar school. In 1590, he left his wife and three children in order to become a playwright and actor. He was successful with this, and, because of his reputation, became a popular playwright in England. After his deathRead MoreCharacter Analysis Of Much Ado About Nothing, By William Shakespeare1247 Words   |  5 PagesTragedies and Romances. â€Å"Much Ado About Nothi ng†, by William Shakespeare, demonstrates the characteristics recurrent in elizabethan tragedies, despite being considered a comedy. These significant elements include: a villain, death, and a tragic love story. To begin, a Shakespearean villain is stereotyped as: an outsider, someone who feels the need for revenge, and someone who spends time plotting his evil actions. All of these elements can be found within Much Ado About Nothing’s Don John. IllegitimateRead MoreShakespeares Greatness: Much Ado About Nothing, and King Lear1425 Words   |  6 Pagescuriosity will develop which will lead to the wonder of what the conclusion my bring about. Not only is it important to snatch the audience’s attention in the beginning, it is necessary to hold it prisoner throughout the tale. Authors do this by having an interesting plot development in which many unexpected details come into play and the course of the story is thrown from the norm and into the conflict. Shakespeare was a master of this art in the work he produced throughout his life and was able to