Network Security Research Paper Example | Topics and Well Written Essays - 2500 words - 3

Network Security - Research Paper Example As the paper highlights network security guarantees authentication, availability, integrity and confidentiality is important to note that â€Å"network security is not absolute†. Network security should be perceived as a continuum that moves from very unsecure to very secure which makes it possible for organizations to rank their network security based on comparison with other security systems to determine whether is secure or less secure. The security level of any network also depends on the organizational needs where some might deem information highly valuable therefore requiring that only authorized users gain access while others would allow outsiders to access information but ensure protection against attempts to modify the available information. At the same time there are organizations that demand all the organizational information on computers and networks remain private by instituting authentication for both the sender and receiver of such information. The extent to whi ch organizational network security ensures protection will therefore depend on the security policy adopted as it is what will determine the type of access required.As the discussion stresses  technology used in development of a secure network depends on three models that include obscurity, perimeter defence, and defence in depth approach. For security by obscurity, network security depends on the ability of the system in place to keep the network undetected by unauthorized persons.

Stress Management in Law Enforcement Research Paper

Stress Management in Law Enforcement - Research Paper Example Objective The Objective of this paper is to look into the importance of stress management in the law enforcement organizations and focus on the implementation techniques by the law enforcement agencies in contrast to the private organizations for managing this menace for their employees’ performance. Methodology Stress Management is quite generic topic which is wide spread over various professions. There is no profession or social activity in which stress is not produced. However there is an interaction among the people and there is a thinking capability of each person that distinguishes one from another, stress is there. Thus in order to approach the purpose of this paper, secondary research data is prominently used. There is a good material available online which needed to be carefully read and understood to extract the findings behind the main topic. Stress Management in law enforcement is interesting in the terms it has grown more important as the criminal activities around the globe are increasing nod thus more accountability surrounds the law enforcement personnel and police officers causing a state of mental stress. In order to find out the implementation activities by law enforcement agencies in order to train their staff to effectively cope up with the stress produced in their daily routine or in the cases of unpredictable incidents is studied through the journals and articles on this topic. As per Law Enforcement Stress Program, topics like anger management, self confidence, self esteem, performance stress; accountability handling and relationship building envelope the overall topic of stress management in law enforcement for which perception based strategies as well as action based strategies are employed. What is Stress? In any field, wherever there is a person to person contact, conflicts are the natural things to happen. People are reluctant to accept other’s opinions and the fact that every person is independent and different in terms of the perspective, he looks towards an issue creates conflicts. These conflicts are the primary reason of mental distress that we refer as stress. Stress keeps the person buy in unwanted distress of mental state and therefore it affects the capability of a person to focus or even think about a particular task. This advisedly affects the performance of a person in any activity he performs. This is also important to note that stress is not just an instantaneous state of the mind. Rather a mind can undergo stress that can affect the mental power and capability to focus for the lifetime. The state of stress keeps a person thinking about some particular issue with no direction and sometime even nothing is under focus but even then the mind is under stress. Mental stress does affect and propagates itself into physical stress too. Hence, a person under stress condition is unable to perform his or her tasks with a value addition input. There are various indications of persons who are under stress. However, these indications may differ from one person to another and also depend upon factors such as internal or external conditions. Some of these internal conditions are psychological pressure, cut-throat competition and incompetency issues. External conditions may be in the form of stressful conversation s with colleagues, bosses,

Londons urban transport from the Victorian era

Londons urban transport from the Victorian era Over the past 200 years the geography of London has changed dramatically. No better has this change been reflected than in Londons urban transport systems. The Victorian era saw mass migration to the capital as industrial progress both at home and abroad, and by 1800 London was the grandest city in the West and probably the world, with almost a million inhabitants. By 1881 the population has soared to 4.5 million and by 1911 to over 7 million [Porter 1994, pp 220]. To deal with these patterns of population growth London has seen large changes within its urban transport systems, on both land and water, and some have even attributed the growth of London itself to increased migration promoted by changes to public transport [Roberts, 1996 pp 322]. London is a scattered city, its past not attributed to coherent Government led development (as with other global cities such as New York or Paris). Instead, the most significant technical development which affected the size and functioning of London was the development of mass public transport, which was dictated not only by technological advances, but also the ways in which firms invested in the new forms of conveyance and competed with each other and alternative forms of travel [Ball and Sunderland 2001, pp 227]. When looking at urban transport, it is important to consider that, during the 19th Century the most common form of travel remained on foot. A traffic survey of the city in 1854 showed that almost 70 per cent of people travelling in and out of the City daily were doing so on foot. Even as late as 1897, when extensive public transport systems had been developed, less than a quarter of South London trade unionists were regular users of these systems as prices remained fairly high for other forms of commuter transport [Ball and Sunderland, 2001, pp 228]. In a scattered and geographically condensed city (in 1825 the built up area of London still only stretched for four miles north to south and six miles east to west) it remained the best way to get quickly and efficiently from a to b. As today, traffic congestion was a problem for London during the Victorian era, and walking was often the most rapid form of travel. Pedestrian travel was also aided by new technologies that improved road safety for those travelling on foot. Road conditions began to show improvements (with drainage improved), street lighting was introduced through the 1830s, and the extension of the police force made travelling alone safer. The development of Londons road systems throughout the century also reduced journey times [Ball and Sunderland, 2001, pp 229]. Changes in Water Transport: At the start of the Victorian era, the River Thames provided a faster and often more desirable way to travel across the city with Watermen offering to taxi people in small rowing boats known as wherries. The development of paddle steamers would displace these wherries, and by 1850 they were carrying several million passengers a year. These steamboats began offering services down the River Thames in 1815, unburdened by mileage duty and able to carry hundreds of passengers at a time in 1830 a regular service operated between London and Gravesend, Woolwich and Richmond [Ball and Sunderland 2001, pp 234]. Despite this, they remained unable to operate in bad light or weather, difficult and dangerous to board and leave and were involved in regular collisions. Water transport thrived during this time, dependent on the influence of the powerful river-using industries, which had restricted river bridges. During the early part of the 19th Century, however, their influence began to decrease, and new bridge crossings were. Vauxhall (1816), Waterloo (1817), Southwark (1819) and London (1824-31) all reduced the need for river transport on a commuter level, and also stimulated further road constru ctions south of the river through the latter half of the century [Ball and Sunderland, 2001, pp 229]. By 1890, the development of the road and railway networks had all but decimated the steamboat trade. The Horse and Carriage The Horse and Carriage as a means of transport was indelible throughout the Victorian era, and despite growing congestion throughout the 19th Century (along with the escalating costs of keeping and feeding horses in London) there were still 23,000 private carriages travelling through the city in 1891 [Ball and Sunderland, 2001, pp 229]. Road network developments and improvements were implemented throughout the Victorian era, all of which had to take into account the very particular needs of horse and carriage transport. The avoidance of steep gradients and limitations in the manoeuvrability of the carriages may have contributed to the levels of congestion seen throughout London throughout the Victorian era, and perhaps even up to today (with the maintenance of many of the road networks from the past century). This reliance on forms of horse drawn transport, not only encouraged walking in the lower classes (who couldnt afford the maintenance of a horse and carriage), but was also perhaps responsible for maintaining the compactness of London and restraining the outward movement of industry. Though gradually replaced by other means of public transport up to the First World War, the horse and carriage has remained the dominant means of road transport for a very long time. The upper classes had their own carriages, hackney carriages The rich had their own carriages, hackneys were available, and hansom cabs were introduced in 1834. Some got to work by short-stage coaches (four or six passengers inside and a handful outside). Horse and Carriage also remained the main form of transport in the movement of good around London (on the eve of the First World War most of Londons good vechicles were still horse drawn) [Ball and Sunderland, 2001, pp 229]. The Omnibus and Commuter Transport One thing that has defined patterns of social change within a transport context in London over the past two centuries has been the establishment and growth of the commuter and associated public transport. The very term commuter came into being during the 1850s as more and more people were able to travel to work from greater distances, and the average Londoners journeys on public transport increased from 20 in the late 1860s to almost 140 in 1902 [Ball and Sunderland 2001, pp 230]. In the early 18th Century, short-distance stagecoaches, known as short-stagers appeared throughout Londons streets. These coaches carried four to six passengers inside and up to seven outside on the roof, and were used to provide regular services from the centre of London to the outskirts. This means of transport was introduced to serve the better-off when they moved out to the then desirable suburbs. By 1825, stagers had become commonplace, with probably around 600 such vehicles making around 1,800 journey s a day [Ball and Sunderland 2001, pp 233]. These most popular of these coaches was the Hackney Carriage, which had a monopoly on the central areas of London up to 1832. Another idea developing at the time was the idea of the omnibus, which many believe single handed began the commuter revolution. The service was first established in July 1829 by George Shillibeer, running from the Stingo public house, Paddington, to the Bank, along to the New Road. Shillibeers omnibuses were long three-horse vehicles with benches for twenty passengers [Porter 1994, pp 237]. The idea was to increase the numbers of passengers that were able to travel by stage-coach, thus lowering the fares for the daily commuter. Because of the Hackney carriage monopoly of the central areas of London, however, the venture failed by 1831. This stimulated the Stage Carriages Act of 1832 which allowed the omnibuses and all other types of vehicle into the central areas, freely plying the streets for trade. The Stage Carriages Act also stimulated the advent of the omnibus back into the world of commuter travel as they could now access the central areas. The cheaper fares (they were nearly half the price of the Hackney Carriages) and their increased speed made them more convenient for the middle class commuter. There were also considerable negative impacts associated with the development of Londons public transport during this period. A paradox quickly arose as thousands of extra vehicles took to the streets improving public transport, whilst simultaneously exacerbating congestion issues in the city. It should also be noted that despite this rise in use of these services, the fares of public transport remained fairly high and prohibitive for most working-class people until the introduction of subsidised services towards the end of the century [Ball and Sunderland, 2001, pp 228]. As a result of this, combined with the service hours (they generally ran from eight in the morning when the majority of the working class workers were in work), the service remained, like the stagers before them, a largely middle class service. They proved effective, however, in permitting suburban living among tradesmen and clerks, and gave the inner suburbs a crucial boost during the 1830s and 1840s [Porter 1994, pp 240]. The success of the omnibus continued and was encouraged by low taxation (taxes on public transport were cut by up to a half in 1839) and competition and 1851, the year of the great exhibition, omnibuses carried around 20,000 passengers daily [Ball and Sunderland 2001, pp 236]. The closure of this however brought rapid growth to an end and fares plummeted as many firms went bankrupt. One success story however was the London General Omnibus Company, which, by 1900 owned nearly half of the 3,000 horse-drawn buses and trams, carrying some 500 million passengers a year [Porter 1994, pp 240] stimulated by rising incomes and a suburban migration during the late 1800s. The loss of monopoly during the 1832 Act had also led to a doubling of the number of hackneys and investment in new equipment and innovations, with the hansom cab eventually becoming the norm [Ball and Sunderland 2001, pp 234]. Eventually competition from other means of transport put an end to the days of horse drawn public tr ansport with the last known service in 1914. Railways The great material transformations of the 1800s, combined with the physical and social geographies of the city led to a major transformation in the railways of London. From the 1830s the cuttings ploughed into the northern suburban areas on their routes into Euston, then Kings Cross and St Pancreas [Porter 1994, pp 230]. These developments reinforced east/west social divides, devastating some areas while bettering others, however Londons traffic problems were becoming ominous, as a result of the vast increase of traffic and the absence of any policy. For these reasons, the coming of rail transport, overground and underground was critical in keeping the metropolis moving and in permitting the city to expand. But if the railways brought benefits these were purchased at a high cost. The downwards shift of some of these neighbourhoods is mainly attributable to later railway building that destroyed many inner-urban neighbourhood environments and made it possible for their more prosperous residents to move further out [Ball and Sunderland 2001, pp 233]. Underground Road Improvements In 1800 Londons road infrastructure was generally main thoroughfares running from east to west above the River Thames. These were often narrow, poorly maintained and blocked by street markets and other local activity, and little inner city road improvement was undertaken before the Commercial Road development in 1810 which sped transport to the dockland areas [Porter, 1994, pp 235], which seemed to stimulate a spurt of road networks. Major developments in the central area included Regent Street (1817-23) and Moorgate, cutting north-south thoroughfares through the traditional east- west pattern, and the major trunk routes constructed to the north of the built-up area including New North Road (1812), Archway Road (1813), Caledonian Road (1826) and Finchley Road (1826-35) [Ball and Sunderland, 2001, pp 231]. There were also a number of new river crossings introduced during this period including Vauxhall (1816), Waterloo (1817), Southwark (1819) and London (1824-31). This period also saw road conditions beginning to be improved via increased expenditure on widening, paving and drainage, and on new routes [Ball and Sunderland, 2001, pp 240]. Cycling Cars and Buses As previously discussed, the horse and carriage remained the dominant form of road transport throughout the Victorian era. Despite the many drawbacks of motorised transport, it has been rightly quipped that the invention of the motor car saved large cities in the nick of time from being engulfed in mountains of horse dung [Ball and Sunderland, 2001 pp 229]. Hackney motor cabs were first introduced in 1903 and proved immensely popular, particularly after the 1907 introduction of the taximeter. Ball pp 233. The growth of the bus use amongst the middle classes preceded the major change in motive power, from the horse to the petrol engine and the emergence of underground and electrified tram services and it was the petrol-driven motor buses that were to revolutionise public transport from their first introduction in 1899. The first bus service was operated by Motor Traction Co, who, for a short while ran two double-deckers between Kensington and Victoria. Cumberson, uncomfortable and generally unreliable they were initially unsuccessful. However, their advantages quickly became apparent they had greater carrying capacity than their horse-driven counterparts and travelled at somewhat higher speeds (though these were restricted by legislation), enabling routes to be longer. Running costs were lower and less variable and their success encouraged further investment in 1905 with the establishment of the London Motor Omnibus Company and Vanguard [Ball and Sunderland 2001, pp 239]. In the 1900s competition grew (from 1906 to 1907 the number of buses nearly quadrupled from 242 to 808) and many services saw a period of consolidation as congestion grew. New regulations lead to the development of the B-type bus in 1910 and by 1914 the public had taken the new motorised bus to heart with 757 million passengers. Today cities are designed on the premise of the car, on an autologic which underlines policy and planning in large parts of the world [Brudett, 2008]. Overview of Victorian Era: After centuries that had brought little alteration in ways of getting about, the Victorians created a transport revolution that changed not just the face of the town but the status map of the metropolis [Porter 1994, pp 235].

The Important Role of Transcendentalism in American History Essay

The Important Role of Transcendentalism in American History In 1830, a movement known as Transcendentalism began to gain popularity in America. Representing an idealistic system of thought, "strength, courage, self-confidence, and independence of mind"1 were some basic values admired by the followers of the Transcendental movement. Transcendentalists opposed many aspects of their government, where they felt "many unjust laws existed."2 Therefore, they became the leaders of many modern reform movements. Transcendentalists also had a major affect on their society. Transcendentalism became a "powerful force for democracy."3 Originating in the area in and around Concord, Massachusettes, Transcendentalism was recognized as having an "underlying relationship to the Romantic movement as a whole."4 Three of the most obvious or well known sources or origin of Transcendentalism are neo-platonism, German idealistic philosophy, and certain Eastern mystical writings which were introduced into the Boston area in the early nineteenth century."5 Transcendental beliefs focused on "the importance of spirit over matter."6 Ralph Waldo Emerson, a well known Transcendentalist, felt that "all men aspire to the highest, and most of them spend their lives seeking money and power only because they see nothing higher."7 Followers also believed in a spiritual hunger, or the need to find themselves one with the world. In addition, they believed in "an ascending hierarchy of spiritual values rising to absolute good, truth, and beauty."8 Transcendentalists also believed in a supreme being, the Oversoul, and felt that "if the Oversoul is all powerful and at the same time good, then evil does not exist."9... ...reconciled few of them."19 It was never united by a set program. Transcendentalism was comprised of the various interests and labors of many different personal concepts. Therefore, there were many conflicting values which made it an unsteady system to follow. At the time of the Transcendentalism movement, "it preached, practiced, an idealism that was greatly needed in a rapidly expanding economy."20 However, soon people began to find other, more comprehensible means of dealing within society. Therefore, they began to turn away from Transcendentalism. However, even though Transcendentalism is non-existent as a whole today, many of its ideas, values, and morals are still present in many of the religions and beliefs of today's society. In conclusion, Transcendentalism will always be present in the world, it just will not have as obvious a presence.

Essay about Mandates and Federalism Essay

Over the last twenty-five years, federalism has transformed due to the increase in federal mandates on state and local governments. Federalism refers to a political system in which there are local units of government, as well as a national government, that can make final decisions with respect to at least some governmental activities, and whose existence is protected. When the Framers devised this political system their goal was to protect personal liberty and create a separation of powers. Over the years, federalism’s goal of decentralization evolved giving states more leeway. Mandates, however, have in a way, increased federal power, imposing requirements and/or conditions for obtaining federal grants. These mandates provided federal restrictions on states’ economic actions and have served the former purpose of protecting personal liberties because they usually concern civil rights and environmental protection. The Americans with Disabilities Act of 1990, for example, shows how federalism has changed and how mandates have augmented the regulation of state and local governments’ actions. Mandates created a new form of a â€Å"check† on state governmental activities. Mandates increased federal supremacy because they were mandatory. They take the form of regulatory statutes. The Americans with Disabilities Act of 1990, for instance, required that businesses and state and local governments provide the disabled with equal access to services, transportation systems, employment, and buildings. In enacting this mandate, the federal government’s objective was to create equality and regulate what the states did with federal funds by imposing costs. State or local governments may not discriminate against qualified individuals with disabilities. All government facilities, services, and communications must be accessible consistent with the requirements of Section 504 of the Rehabilitation Act of 1973. Individuals may file complaints with federal agencies to be designated by the U.S. Attorney General or bring private lawsuits. The ADA helped to change federalism because it had a great impact on state and local government budget priorities. Because the Americans with Disabilities Act did not specify what it’s definition of equal access was, the states had no idea as to what this mandate would cost. It provided no outline for how the mandate was to be administered, nor did it provide dependable estimates on  how much it could possibly cost to employ. The mandates provided the disabled with equality, preventing discrimination, at a fairly high cost. Since the states were not certain about the definition of equal access, they had to facilitate services, building equipment on buses, ramps in buildings etc. There’s no doubt that mandates have an impact on state and local budget priorities. By trying to meet the terms of the ADA, states had to shift their attention from other projects, which were perhaps more important (maybe because of the low number of disabled in the area). State governments had to make mandates a priority because they were federal â€Å"commands† that had to be obeyed. Thus, mandates not only increased involvement between the states and the federal government (federal-state relations), but they also nationalized the government more. Mandates allowed the states to spend with respect to important matters. States obey the mandates and by doing so they create legislation that benefits the people. By having mandates, the federal government prevents the states from misspending federal money. The potential consequences of removing the Americans with Disabilities Act would have great effects on federalism. If the mandate were removed, the federal government wouldn’t have as much power to control how federal money was spent. States wouldn’t be pressured into passing legislation that benefit a certain group. In addition, those who benefited from the mandate, the disabled, would not be treated equally since there would no longer be handicap access in public places. The removal of mandates affects the federal-state relations in that it decentralizes the government more and diminishes whatever authority the federal government has over the state government. Federalism has in fact changed over the past twenty-five years. It has become more complex, creating things like mandates, which control state actions. Mandates changed federalism, perhaps for the better. Because of the federal demands, states and federal government had to work together in order to protect certain rights and meet the needs of the people. Public policies became more nationalized as a result of mandates. They had an impact on the devolution revolution, which for some time had shifted responsibilities to the states , giving them more power and involvement in policies. However,  with mandates, the power was shifted back the federal government, the supreme. Bibliography Wilson American Government http://www.icanonline.net/news/fullpage.cfm/articleid/6CAEB15E-3A1A-4743-8BCCD55D82731B98/cx/issues.stay_informed/article.cfm

Personal Narrative Example Essay

You can call it following in footsteps or walking the same path, but I don’t see it like that. My grandmother calls her daughter, mother calls her sister, and I call her Aunty. She has always been my figure to look up to. She has inspired me to be the person who I truly want to be. My Aunt Marie is a strong, beautiful, and successful woman who, in spite of her work, has always been there for me when it counts in my life. I want to not only follow in her line of work, but I want to have her strength, love, and poise during everything. She is my hero, my guiding light, a woman who has taught me to stay true to myself and become the person I want to be. A conversation, one I fondly remember happened during an evening out to dinner. We had gone to this big burger place; it was one of my brother’s favorite places to eat out. It was just my middle brother, Christopher, me, and my aunt. Of course my brother ordered the biggest burger on the menu, his reasoning, â€Å"A manly man needs a manly burger.† We ladies, on the other hand, ordered a salad. Our topic for discussion was what we planned to do for our future. In my family I have always been the black sheep when it came to what my future entitled. Both of my brothers already knew what their plans were; Stephen is going into electronics and Christopher is becoming a machinist. I, on the other hand, had no clue what I wanted. Sure I had a general idea; something in the medical field, psychologist or something in law. So not very narrow, but at least an idea. At this time I hated this line of discussion. My brothers could say something, but I had nothing. I feel now this was the case since I wanted to make sure the career I chose would be one I enjoyed to work in. Without knowing from this night my aunt would teach me a valuable lesson. This was the first night I told her I was contemplating joining the Army. Out of all people, I suppose it was she I expected the acceptance from. My Aunt joined the Army at just 17 years old and became an MP. My Aunt explained to me how the military is a whole different ball field today than it was when she joined. Do not get me wrong, it is not like she put me down hard and gave me a, â€Å"what the hell would you do that for† response. I was given the best response instead. She proceeded to tell me how the military needs to be a choice I made for myself; that it was a choice I truly needed to be sure about. She also told me if this turned out to be something I wanted to do and it had to be for myself, that she would have some of her agents who work for her talk to me. Each would be from a different branch of the military, and they would explain each one to me so when I chose I would know fully what I was getting into. She wants to make sure my head is on straight before I sign any papers. It makes sense; once papers are signed you are committed for the duration of enlistment. I just hope she knows that I am not doing it because I think she wants me to, but rather I feel it will benefit me for my career choice. As I write this now, it has been four years since this conversation and I have had plenty of time now to think of my future. I can say though that it has not been until the past four months that I have actually figured out what I want to do with my life. I want to do something in Law enforcement; a career, that at the end of, I had made some sort of difference in another personâ⠂¬â„¢s life. That was the main thing for me when I was thinking of my future; I knew whatever I chose to do I wanted it to make a difference. I believe my choice in law enforcement certainly comes from her. I have always had an interest because of being surrounded by it all my life. When we were little I went to work with her and with my brother, Christopher; she showed us all the gadgets her agents used and I was intrigued. As I remember this dinner, I remember her explaining to me how my life is mine; I cannot mimic someone else’s. She told me I needed to explore my options and figure out what I truly want; take in consideration not only the job, but the life it would give to you. I remember her also saying, â€Å"It is not all about the money, sure you should be financially sound, but life is not all about having a lot of money.† These are words to live by in my point of view. So many people today are caught up in the aspect of making so much money they forget what they truly hav e. I want to live my life and be grateful for the little things while still making sure I can financially support myself so I am at least comfortable. I want a life to be proud of. The first step to this, I believe, is college. As a senior now, this has been the fous of our year. I have been so grateful for recently being accepted into my number one, top choice, college. The University of New Haven, on November 18th, 2012 the college sent me its congratulations on being accepted into the college for the fall 2013 semester. I want to go here for the Henry C. Lee College of Criminal Justice and Forensic science. I hope to major in Law Enforcement with a minor in Psychology or Sociology. My Aunt gave me the encouragement to push myself through high school so I can have the future I want. She showed me how anyone can become what she wants if they truly want it. She came from a farm house out in the boonies, into the Army at 17, and now is a renowned member at the DEA office in Washington D.C. She travels the world for her job. Her future is set; she has a 35 year pension from the military, a 401 K in place from her current job that will keep her financially sound way beyond retirement. I want this for myself, a job that will benefit me not only in the moment, but in the long run. She has taught me how when you are my age you cannot think of only right now, you have to think of your future, especially with you career and what it can provide for you in the long run. My aunt has been my role model to look up to for as long as I can remember. She has been the person who I inspire to be. She is a constant beautiful light that has always reminded me to do the right thing. On the night of that conversation I remember thinking, â€Å"Missy don’t you forget tonight, don’t you forget what she is telling you.† I will forever remember this night. Reason, it was the night she taught me the most important lesson ever; to stay true to yourself and create the life you want to live. From the man whose put them in his own words, Dr. Seuss, â€Å"Today you are you, that is truer than true. There is no one alive who is Youer than you.†

Blance DuBois essays

Blance DuBois essays "Blanche DuBois in "A Streetcar Named Desire" is to some extent living an unreal existence." Jonathan Briggs, book critic for the Clay County Freepress. In Tennessee Williams' play, "A Streetcar Named Desire" the readers are introduced to a character named Blanche DuBois. Blanche is Stella's younger sister who has come to visit Stella and her husband Stanley in New Orleans. After their first meeting Stanley develops a strong dislike for Blanche and everything associated with her. Among the things Stanley dislikes about Blanche are her "spoiled-girl" manners and her indirect and quizzical way of conversing. Stanley also believes that Blanche has conned him and his wife out of the family mansion. In his opinion, she is a good-for-nothing "leech" that has attached itself to his household, and is just living off him. Blanche's lifelong habit of avoiding unpleasant realities leads to her breakdown as seen in her irrational response to death, her dependency, and her inability to defend herself from Stanley's attacks. Blanches situation with her husband is the key to her later behavior. She married rather early at the age of sixteen to whom a boy she believed was a perfect gentleman. He was sensitive, understanding, and civilized much like herself coming from an aristocratic background. She was truly in love with Allen whom she considered perfect in every way. Unfortunately for her he was a homosexual. As she caught him one evening in their house with an older man, she said nothing, permitting her disbelief to build up inside her. Sometime later that evening, while the two of them were dancing, she told him what she had seen and how he disgusted her. Immediately, he ran off the dance floor and shot himself, with the gunshot forever staying in Blanches mind. After that day, Blanche believed that she was really at fault for his suicide. She became promiscuous, seeking a substitute men (especially young boys), for her dead hus...