Engineering of Ancient Greece

STEP Category: Education AbroadMy STEP project will be a two-week education abroad trip to Greece with a one-week class on campus in May 2019. The education abroad program, “Engineering of Ancient Greece” is through the Office of International Affairs at OSU. From May 6-10, I will be participating in the on-campus course, ENGR 5797.18, which explores the engineering wonders of Ancient Greece and the construction methods that were used. May 12-23 will be spent in-country, traveling to various islands and cities throughout Greece, exploring the temples and ruins while experiencing the modern Greek culture. The goal of the program is for students to learn the importance of iconic engineering sites and their construction methods. In addition to this, students get to explore a combination of ancient and modern Greek cultures and how the nation has been impacted by history. I have always wanted to travel to Greece, to visit Athens and the Parthenon, and to study the ancient Greek civilizations. My goal for this trip is to increase my global awareness by learning about and engaging with a new culture. I also want to increase my understanding of engineering by studying its beginnings in Greece and learning the tools and methods they used. To prepare for the trip and experience, I am learning some of the history of Greece and basic Greek phrases. Besides being an engineering student, I am also a Classical Humanities minor, studying Greek civilization. I think that this program will be a great way to merge my two courses of study and enrich my academic experience at OSU.The Ohio State University Second-year Transformational Experience Program (STEP)Academic Major: Aeronautical and Astronautical Engineerin

No. 20: The Brain Gain: Skilled Migrants and Immigration Policy in Post-Apartheid South Africa

South African immigration policy has become extremely restrictive since 1994. Immigration numbers are at an all-time low, even as emigration accelerates. The number of temporary work permits issued has also declined at a time when South Africa has reconnected to the global economy and many companies and investors wish to import high-level skills. Immigration is not viewed as a public policy tool that could benefit South Africa. Immigrants and migrants (even the most highly skilled) are more often stereotyped as a threat to the economic and social interests of South Africans. Why has South Africa’s first democratic government taken such a dim view of immigration to date? Why is immigration invariably seen as a problem to control rather than an opportunity to exploit? Why has South Africa shifted from being a net immigrant-receiving to an immigrant- exporting nation? These are the first questions addressed in this paper. We address the Draft White Paper’s rationale for a restrictionist policy and review various other explanations that have been advanced to explain post-apartheid policy. International experience suggests that skilled immigrants and migrants make important contributions to any country’s economic growth and development. Immigrants can fill the gaps created by emigrating skills or the inadequacies of a country’s education and training system. Even more important, skilled immigrants bring innovation to the economy through new ideas and skills. In this regard, there needs to be greater awareness of the profile and contribution of South Africa’s current stock of skilled immigrants. Studies of skilled immigrants in other countries have shown that they rarely fit the popular negative stereotypes. There is no reason why this should not be true for South Africa as well. One way to assess the potential value to South Africa of a more open attitude towards skilled migration and immigration, is to examine the existing immigration population. If these immigrants conform to the negative stereotypes, there is reason for caution. If, on the other hand, they are making a valuable contribution then the case is strengthened for further immigration. This paper therefore profiles South Africa’s skilled immigrant population: who are these immigrants? When did they come to South Africa? Are there significant differences between pre-1990 and post-1990 immigrants? And how do they perceive and experience living in South Africa? The paper is based on a detailed survey of 400 skilled foreign nationals in South Africa using face-to-face interviews. The survey provided the following profile of South Africa’s skilled immigrant population: Reflecting South Africa’s pre-1994 immigration policies, the major source region is clearly Europe (47%) and the most important source country, the United Kingdom (31%). But as many as 41% of the sample were from elsewhere in Africa (with 18% from the SADC region and 23% from other countries). This points to a newer, post-1990 trend in South Africa’s immigration experience; the movement of skilled Africans (as immigrants and asylum seekers) to the country following the demise of apartheid. Nearly 73% of South Africa’s skilled immigrants from Europe entered before 1991. In contrast, some 87% of non-SADC African respondents entered after 1991, highlighting the recency of South Africa’s reconnection to the rest of the continent. SADC-country citizens are about evenly split between the two, indicating that the brain drain from neighbouring states began before the formal end of apartheid. Three quarters of skilled non-citizens (mainly whites) who have been in the country since before mid-1991 are permanent residents. On the other hand, the overwhelming majority of skilled non-citizens (mainly blacks) who entered after 1991 (91%) are temporary residents on work permits. Nearly 80% of white skilled residents have permanent residence status compared to only 44% of African non-citizens. A restrictionist immigration policy has done little to correct historical inequalities. White non-citizens enjoy rights and privileges that black non-citizens have difficulty accessing. The vast majority of skilled immigrants in South Africa were in full-time employment at home before they left. While we cannot discount improved job opportunities and prospects as a motive for migration, it is clear that unemployment per se is not the reason why skilled immigrants leave their home country and come to South Africa. Most of South Africa’s skilled immigrant population can therefore be put into one of two groups: (a) white immigrants who entered before 1994 with the security and other rights conferred by permanent residence and (b) black immigrants (more exactly migrants) who have temporary residence status only. The question therefore arises as to what linkages skilled migrants and immigrants maintain with home and their degree of commitment to South Africa: Many non-citizens maintain tangible links with home. One half of the respondents still have a bank account in their home country, 35% still own a house and 34% have investments there. Very few appear to have cut all ties, with only 12% saying they “never” return home. On the other hand, only 16% return home often. Most do so on an irregular basis. Africans are far less likely to do so even though their destinations are closer. These patterns are not unusual. In a transnational world many contemporary immigrants maintain strong and active backward linkages. This does not mean that they are uncommitted to their country of new residence. Only 7% of those with temporary residence and work permits have applied for permanent residence. Is this because they are uninterested or because they see no point in applying since the likelihood of being granted permanent residence is slight? Almost half (45%) said that they would want to become permanent residents if they could, indicating that there is a significant interest in a more lasting commitment to South Africa. South Africa’s skilled non-citizens, both black and white, are highly qualified with 93% holding a post-secondary qualification (and 15% a post-graduate degree. There is a very strong trend for post-1991 arrivals to be better educated. Almost 70% of skilled non-citizens with university degrees and 60% with postgraduate training arrived after 1991. This finding clearly contradicts the idea that the “quality” of immigrants to South Africa has been in decline. Under apartheid, a white skin was the usual passport to entry. Under the new dispensation, skills and value have become much more important determinants. Skilled non-citizens are high wage earners with 25% earning more than R20,000 per month, and 59% earning more than R10,000 per month. White immigrants tend to earn more, on average, that black. The survey showed that skilled non-citizens are very satisfied with their personal economic conditions in South Africa, access to health care and quality schooling, and the cost of living. This extends across respondents from differing areas of origin. They are much less satisfied with the standard of services available in South Africa. Finally, there is an overwhelming concern about the lack of personal and family safety. Black non-citizens are far more positive about the future than white, reflecting the same division between white and black South Africans. Several policy-related conclusions and recommendations can be drawn from this research. “Brain drain” pessimism has focused mainly on the exit of skills from South Africa with little focus on what South Africa can do to attract more skilled workers from abroad or to keep those who are already here. Lurking behind much of this one-sided focus is the misguided assumption that national development and skills in-migration are incompatible. In fact, the opposite is the case. There are clearly very important changes afoot in the composition of the skilled foreign workforce in South Africa. Compared to the situation just a decade ago when a similar survey would have been hard pressed to find significant numbers of black skilled workers from the rest of Africa, 41% of this sample were from Africa. This seems to suggest that South Africa is in a position to capitalize on its comparative developmental advantages over the rest of the continent as an attractive destination for skilled workers. At the moment, skilled Africans are widely satisfied with South Africa, and fairly optimistic about its future. What is required to keep them is, first and foremost, a change in their treatment at the hands of ordinary South Africans and their government. In this regard, the problem of keeping skilled Africans appears to be the same problem confronting the formulation of a more rational immigration policy in general: xenophobia, intolerance and discrimination against foreigners, particularly those from the rest of Africa. South Africa has an important opportunity to enter the global market for skilled migrants and immigrants. Further prevarication and suspicion is counter-productive. In the last year, the Minister of Home Affairs has responded to criticism of government policy by proposing a relaxation of rules of entry for skilled immigrants. This has not yet translated into practical policy measures. The new Immigration Bill will produce a new regulatory framework but does not, of itself, guarantee any change unless there is the political will and a changed mindset. We recommend that the ANC government articulate a position on skilled immigration as a matter of priority. Implementation of immigration policy is rightly a line function of the Home Affairs Minister. But it cannot simply be assumed that his views are necessarily those of the ANC. Is the ANC, for example, prepared to endorse and work to implement the Minister’s new stance on skilled migration, as articulated in the Immigration Bill and various public speeches? If so, a major change in South Africa’s restrictionist immigration policy is inevitable

The Impossible Balance in Sydney

The idea of “balance” is being promoted for transport development in Sydney, but the concept is mythical because land-use – transport systems are dynamic and subject to feedback. A brief historical overview of the arrival and displacement of transport systems is given to illustrate “feedback” effects. Public sector responses to transport problems in the United States are then described, using metaphorical analysis to highlight their faulty assumptions and to demonstrate the danger of ignoring evolving patterns of landuse, consumer preferences, and the feedback effects on land-use of transport innovations. Sydney’s approach is compared to that of Los Angeles, and similarities are found in the development of inappropriate concepts of “balance.” Finally, suggestions are made for reaching a path to solutions. Planners are asked to inquire what kind of a city Sydney residents wish to inhabit before formulating concrete plans for transport

Transport of Delight – The Mythical Conception of Rail Transit in Los Angeles

The imposition of organising and simplifying structures is basic to understanding. Myths tacitly provide an alluring simplification. Telling simple but powerful stories, they point to specific cures. Those cures depend for success on the often invisible assumptions inherent in the myth. But those assumptions can steer the way to bad planning decisions which fail to provide the hope-fro benefits. Myths are constructed by symbolic processes: the images, symbols, and metaphors that are part of our everyday lives, and which provide compelling messages on what is good and bad in our world. Following a brief assessment of the rail passenger system planned and under construction for Los Angeles and an outline of the research approach employed here, this paper examines the myth-building symbolic processes at work in transport planning in Los Angeles, summarising part of a recently completed doctoral dissertation. Thus it will be explained why a new rail passenger system – which makes poor use of scarce resources – has almost unanimous support in Los Angeles. The implications for planning will be considered: we need a type of psychotherapy to make us aware and critical of both our myths and our approaches to evaluation and problem solving

Self-employment in Scotland : trends and its implications for productivity

Self-employment in Scotland has grown significantly in recent years, faster than in many other countries. It has accounted for almost half of overall employment growth over the past decade and over 80% of the growth in the number of businesses in Scotland. Self-employment in Scotland, however, accounts for just over 1 in 10 jobs, lower than in many other countries. This paper outlines recent trends in the growth in self-employment in Scotland, summarises the likely reasons, highlights the characteristics of the self-employed and considers the implications for productivity and economic growth. It notes that productivity levels of self-employed businesses are significantly lower than larger businesses, as are earnings of the self-employed vis-à-vis employees. The fast growth in the number of low productivity, self-employed businesses in Scotland may, in part, explain Scotland’s overall mediocre productivity performance

Scotland’s international export performance : some recent evidence

This paper outlines the latest data and evidence on Scotland’s export performance and highlights key changes over the past decade. Exporting, for the purposes of this paper, is defined as sales to overseas markets. Scotland’s international exports have changed significantly over the past 10 years. The overall nominal value of international sales has grown since 2005 but the number of exporting businesses has declined, with the result that Scotland’s exports are increasingly reliant on the performance of fewer firms. The sectoral composition of Scottish exports has also changed significantly: in manufacturing, the main change has been from electronics to food & drink and chemicals. Additionally, the overall contribution of Services exports, such as financial and business services, has been important. Developed economies, particularly the EU and US, are Scotland’s largest export markets with emerging economies beginning to comprise a larger proportion of Scottish exports, albeit from a low base. A key factor in raising Scottish exports from current levels will be to increase the number of exporting businesses. Evidence suggests only a very small number of non-exporting businesses (3%) plan to start exporting. However, for example, if Scotland had an export rate similar to that of the UK there would be an additional 2,500 exporting businesses

A Parametric Study of Hypersonic Waverider Flight Mechanics in Optimized Trajectories during Atmospheric Entry

Over the years, many aerospace corporations and agencies have attempted to develop hypersonic vehicles. However, until recently, they have only achieved very limited success due to a lack of air-breathing hypersonic propulsion technology. Now, as technology is advancing and funds are becoming more available, aviation is once again shifting its focus towards hypersonic flight. One of many hypersonic applications is atmospheric reentry, whether reentry into Earth's atmosphere or entry into another planetary body's atmosphere. While basic theories on hypersonic reentry flight mechanics are already in use, these analyses have yet to be applied to optimizing trajectories for hypersonic waveriders in skip-glide atmospheric entry trajectories. The purpose of this research project was to provide a brief analysis of unpowered skip and glide entry trajectories and to present an optimized hypersonic waverider trajectory for a simple atmospheric reentry scenario. Five main types of unpowered glide trajectories—constant flight path angle, constant sinking speed, constant flight speed, constant dynamic pressure, and constant heating rate—were analyzed using MATLAB to model the altitude, velocity, flight path angle, and lift modulation profiles. Additionally, constant aerodynamic efficiency skip trajectories were analyzed for their ability to extend reentry ranges. The results of these analyses were then used to optimize a combined skip-glide atmospheric reentry trajectory for hypersonic waveriders about the Earth's equator. This research utilized a classical optimization approach, using MATLAB to graph the applicable design spaces for the analysis. The resulting trajectory maximizes the range of the reentry trajectory while conforming to applied maximum aerodynamic heating and maximum dynamic pressure constraints. The findings of this research will benefit the aerospace community by providing insight into hypersonic waverider performance during Earth reentry after completed space missions. This information can be used to inform flight vehicle design decisions for optimizing hypersonic waverider performance. Moreover, beyond just Earth atmospheric reentry, the analyses used in this research can also be applied to atmospheric entry into other planetary atmospheres, aiding in vehicle design and planning for interplanetary missions.The Ohio State University College of EngineeringNo embargoAcademic Major: Aerospace Engineerin

Mental Barriers to Learning and Creativity in Transportation Planning

Planners and politicians tend to render the complex in black-and-white. Technological metaphors play an important role in this process of self-delusion which results in impoverished planning. Analysts rely too much on quantitative techniques because they provide an illusion of science and certainty. Politicians are too easily swayed by the vivid imagery of technological solutions, ignoring the difficult, abstract questions of social values and goals which should be addressed before any technology is chosen. These themes are explored with the aid of a case study of transportation planning in Southern California

Moving Beyond Imagery (Commentary)

As motorists sit stuck in traffic, they dream of speeding into the horizon on bold new freeways or of being whisked to work in luxurious comfort on board futuristic-looking rail rapid transit. Experience elsewhere provides the imagery for what should exist here and now. Trips down uncongested rural interstates suggest an ideal for the city. Rides on the rapid transit systems of San Francisco, London or Paris provide the vision for cities not currently served by rail

Designing Transport & Urban Forms for the Australia of the 21st Century

Papers presented at workshop on “Designing Transport & Urban Forms for the Australia of the 21st Century” on Tuesday 30 April 1996 at the Institute of Transport Studies (Sydney), University of Sydney. Four papers critically review the direction of current Australian policies for transport and urban form and make recommendations for the development of affective policies for the Australia of the 21st Century