How to Fake a French Accent

We love the beautiful accent that the French have when they speak English, and it can be fun or even useful to imitate it. If youre an actor, comedian, grand sà ©ducteur,  or even if you just have a French-themed Halloween costume, you can learn how to fake a French accent with this in-depth look at how the French speak English.* Please note that the pronunciation explanations are based on American English; some of them wont sound right to British and Australian ears. *Si vous à ªtes franà §ais, ne men voulez pas  ! Jai à ©crit cet article parce quil sagit dun sujet intà ©ressant et potentiellement utile. Franchement, jadore votre langue et jadore à ©galement votre accent quand vous parlez la mienne. Si vous voulez, vous pouvez utiliser ces tuyaux pour rà ©duire les traces de franà §ais dans votre anglais. Mais, à   mon avis, ce serait dommage. French-infused Vowels Nearly every English vowel is affected by the French accent. French has no diphthongs, so vowels are always shorter than their English counterparts. The long A, O, and U sounds in English, as in say, so, and Sue, are pronounced by French speakers like their similar but un-diphthonged French equivalents, as in the French words sais, seau, and sou. For example, English speakers pronounce say as [seI], with a diphthong made up of a long a sound followed by a sort of y sound. But French speakers will say [se] - no diphthong, no y sound. (Note that [xxx] indicates IPA spelling.) English vowel sounds which do not have close French equivalents are systematically replaced by other sounds: short A [à ¦], as in fat, is pronounced ah as in fatherlong A [eI] followed by a consonant, as in gate, is usually pronounced like the short e in getER at the end of a word, as in water, is always pronounced airshort I [I], as in sip, is always pronounced ee as in seeplong I [aI], as in kite, tends to be elongated and almost turned into two syllables: [ka it]short O [É‘], as in cot, is pronounced either uh as in cut, or oh as in coatU [ÊŠ] in words like full is usually pronounced oo as in fool Dropped Vowels, Syllabification, and Word Stress When faking a French accent, you need to pronounce all schwas (unstressed vowels). For reminder, native English speakers tend toward rmindr, but French speakers say ree-ma-een-dair. They will pronounce amazes ah-may-zez, with the final e fully stressed, unlike native speakers who will gloss over it: amazs. And the French often emphasize the -ed at the end of a verb, even if that means adding a syllable: amazed becomes ah-may-zed. Short words that native English speakers tend  to skim over or swallow will always be carefully pronounced by French speakers. The latter will say peanoot boo-tair and jelly, whereas native English speakers opt for peant buttr n jelly. Likewise, French speakers will usually not make contractions, instead pronouncing every word: I would go instead of Id go and She eez reh-dee rather than Shes ready. Because French has no word stress (all syllables are pronounced with the same emphasis), French speakers have a hard time with stressed syllables in English, and will usually pronounce everything at the same stress, like actually, which becomes ahk chew ah lee. Or they might stress the last syllable - particularly in words with more than two: computer is often said com-pu-TAIR. French-accented Consonants H is always silent in French, so the French will pronounce happy as appy. Once in a while, they might make a particular effort, usually resulting in an overly forceful H sound - even with words like hour and honest, in which the H is silent in English.J is likely to be pronounced zh like the G in massage.R will be pronounced either as in French  or as a tricky sound somewhere between W and L. Interestingly, if a word starting with a vowel has an R in the middle, some French speakers will mistakenly add an (overly forceful) English H in front of it. For example, arm might be pronounced hahrm. THs pronunciation will vary, depending on how its supposed to be pronounced in English: voiced TH [à °] is pronounced Z or DZ: this becomes zees or dzeesunvoiced TH [ÃŽ ¸] is pronounced S or T: thin turns into seen or teen Letters that should be silent at the beginning and end of words (psychology, lamb) are often pronounced. French-Tinted Grammar Just as English speakers often have trouble with  French possessive adjectives, mistakenly saying things like  son femme  for his wife, French speakers are likely to mix up  his  and  her, often favoring  his  even for female owners. They also tend to use  his  rather than  its  when talking about inanimate owners, e.g., This car has his own GPS. Similarly, since all  nouns have a gender  in French, native speakers will often refer to inanimate objects as  he  or  she  rather than  it. French speakers often use the pronoun  that  for a subject when they mean  it, as in thats just a thought rather than its just a thought. And theyll often say  this  instead of  that  in expressions like I love skiing and boating, things like this rather than ... things like that. Certain  singulars and plurals  are problematic, due to differences in French and English. For example, the French are likely to pluralize  furniture  and  spinach  because the French equivalents are plural:  les  meubles,  les  Ãƒ ©pinards. In the present tense, the French rarely remember to conjugate for the third person singular: he go, she want, it live. As for the past tense, because spoken French favors the  passà © composà ©Ã‚  to the  passà © simple, the French tend to overuse the formers literal equivalent, the English present perfect: I have gone to the movies yesterday. In questions, French speakers tend not to invert the subject and verb,  instead  asking where you are going? and what your name is? And they leave out the helping verb  do: what mean this word? or what this word mean? French-flavored Vocabulary Faux amis  are just as tricky for French speakers as they are for English speakers; try saying, as the French often do, actually instead of now, and nervous when you mean  Ãƒ ©nervà ©. You should also throw in occasional French words and phrases, such as: au contraire  - on the  contraryau revoir  - good-byebien  sà »r !  - of course!bon appà ©tit  - bon appetit, enjoy your mealbonjour  - hellocest-à  -dire  - that iscomment dit-on ___  ?  - how do you say ___?euh  - uh, umje  veux  dire  - I meanmerci  - thank younon  - nooh là  Ã‚  là  Ã‚  !  - oh dear!oui  - yespas  possible !  - no way!sil  vous  plaà ®t  - pleasevoilà  Ã‚  - there you go French Faces And, of course, theres nothing like  gestures  to make you look more French. We particularly recommend  les  bises,  la  moue, the  Gallic shrug and  dà ©licieux.

Is Television Making Your Child Smart Enough Essay

Is television making your child smart enough to read this research paper? Is Sesame Street teaching Little Tommy how to spell â€Å"dog†? When you watch a children s television program you understand most of the content and lessons. Good for you. It’s made for children and you’re an adult. However, are the children able to grasp these lessons and is it affecting their social behaviors? The history of children s programming shows an increase in quality programming and new content for children is constantly being made with networks like Nickelodeon announcing more than 650 episodes of new and returning series in 2016/2017. You can take a child outside, throw a stick, and yell â€Å"fetch,† however the average amount of television a child consumes is increasing and affecting the amount of reading time and outdoor time a child gets. However, the time they spend indoors watching television might actually be improving their education. Although a lot of research shows that television can have a negative effect on a child s psychological development, if regulated and selective it can positively influence a child’s academic skills, the perception of the world, and overall knowledge. One could argue that children are placed in front of a television or handed an iPhone because it occupies their attention for a few moments, however, I was raised in a household where this was not the case. My mother works in the industry of creating children s programming, so as a child I was exposed to a lotShow MoreRelatedFrom Suffering to Overcoming in the Abduction of Adam Walsh1174 Words   |  5 PagesFrom Suffering to Overcoming Imagine taking your young child with you to run errands. You race into Target and then are delayed as you search for the one item you need. In that one moment, your child walks off to find the toy section. You begin to search around you and then quickly become frantic. 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Cost-Effective Road Safety Treatments Free Sample for Students

Question: Develop a Mechanism for Cost-Effective Road Safety Treatments that will reduce rear-end crash Type Risk Exposure on High-Speed Rural South Australian roads with a Posted Speed limit 100 km/hr or greater. Answer: Introduction The current chapter of literature review provides substantive findings, methodological and theoretical contribution to the road safety treatments that will contribute to reduction of rear-end crash risk on the South Australian high-speed rural roads having a speed limit of 100 km/her or higher. It provides a brief review of the Australian and NZ jurisdictions of road. A conceptual framework has been provided to outline the relationship between dependent and independent variables of this research. The Australian guidelines have been revised for identifying best practices in prevention of rear crashes detecting adequate risk factors focusing on Netherlands, UK, Germany and Sweden. Traditional treatment measures such as channelized right turn, pavement widening besides innovative and low order treatments like signage, increased sight lines and line markings are also provided. Crash data as well as traffic volumes are collated and analyzed finally developing rating tools to priorities lo cations for the research. Conceptual framework Figure 1: Conceptual framework (Source: Created by the author) The green colored step is the gap of literature that is the cost effective solution. Worlds best practices in rear-end crash prevention Rear-end crash is the most common type of crash found in the world with approximately 83.7% of the crashes in metropolitan areas, 10.5% in city areas and 5.8% in country region (Chen 2015). Analyses on crash timings highlights that rear-end crashes are more frequent over other crashes. Approximately two fifth of the CTP insurance reports claims are regarding rear end crash in South Australia that amounts to around one fourth of the total CTP cost. Factors that are considered for preventing rear-end crashes in South Australian rural roads with speed limits over 100 kmph varies from place to place including limiting the speed limit beyond 100 kmph to a certain level, using traditional methods like using speed breakers and widening of roads, use of reflective road indicators and coarse wearing coarse on road surface. Figure 2: Average annual number of rural rear-end casualty crashes for each jurisdiction by severity (200610 inclusive) (Source: Olinepublications.austroads.com.au 2017) Road safety treatments Germany Road safety treatments taken into consideration for avoiding rear end-collisions include clearing up of stationary vehicles present at turnings of the road. In Germany, skid resistance is used as a technique for road safety treatment with adequate resurfacing at road sites. UK According to Beck (2014), collision avoidance systems used in the United Kingdom provides warning to the driver regarding a slowly moving vehicle ahead. Sweden Vehicle based countermeasures like conspicuity of rear vehicles through application of retro-reflective rear vehicle materials are also extensively used in Sweden. 2+2 road types are usually built in Sweden as a dual carriageway in which the road is separated by a steel barrier cable. Hard shoulders are not provided in these roads and hence it cannot be designated as a motorway however, there are variants in Swedish lanes such as the 3.25m wide lanes. These roads are effective to prevent rear end crashes as junctions are provided at roundabout grades, Moreover vehicles are free to move on a dual carriageway each in opposite direction thus preventing any rear-end crash. Netherlands Netherland have adopted a radar system in vehicles that detect any rapidly moving or slowly progressing vehicles in the vicinity providing warnings to the driver regarding it. Risk factors identified Rear end car crashes includes numerous risk factors such as the whiplash injuries that cause death of personnel especially at peak hour of traffic. Presence of intersection increases the risk potentials especially for the right turning vehicles. Parked vehicle at side of road also contributes to increased rear end accidents to about 56% in UK (Biqiang 2016). Figure 3: Statistics of rear end crashes in UK rural roads (Source: Ukroads 2017) Loss of control is the root cause for fatal accidents on 38% rural roads and 30% motorways respectively. Higher speed and winding nature of rural roads also causes such accidents. Bendy, narrow rural roads also causes rear crashes at junctions, while overtaking, failure in negotiating bends. Other risk factors associated to rear end crashes studied in Sweden are found to be inadequate attention in drivers, improper driving conditions like alcoholic or drug use condition driving. Inattention of drivers causes distraction of drivers from usage of mobile phones, headway maintenance also causes drivers to get distracted and crash on rear ends of front car. Age of the driver if below 26 and above 75 are most likely considered to cause a rear crash. Males are found to be more susceptible to rear end crash besides alcohol content in blood. According to South Australian rural road scenario, intersections have high chances of rear crash, geometry of road, density of traffic; work zones and lighting are the major factors contributing to rear crash in rural roads of South Australia. Weng (2014) stated that tailgating is another major risk associated to rear crash as driving too close to a vehicle without sufficient distance between the successive vehicles might increase chances of collision. Different factors including weather, vehicle speed, visibility and numerous conditions for road leads to potential increase of risk through tailgating. When a vehicle tailgates, and suddenly the former vehicle applies brake, rear crash occurs and hence tailgating at South Australian at a posted speed limit of 100 kmph or more is a risk. Appropriate treatment measures Appropriate treatment measures found in prevention of rear-end car crashes are classified as traditional infrastructure treatments, low order treatments and innovative treatments. Figure 4: Appropriate measures of treatment (Source: Created by the author) Traditional infrastructure treatments Traditional infrastructural treatments according to Austroads design codes include skid resistance treatments for higher wet to dry crash weather through analysis of slip speed, slip ratio, water film thickness, test tyre, temperature and equipments of measurement through harmonization and correlation. Road widening is another technique used in Australia for ensuring reduction of rear crashes that includes road geometric design and widening. That is based on table T3.1 widening on curves for a radius of 180 m curve, single unit bus or truck should have a total widening of 0.50, 180 for prime mover and trailer, 0.25 for B-double and 0.48 for type 1 road train (Harland 2016). Figure 5: Typical cross-section of a road in Australia (Source: Lao 2014) Channelized right turn helps in better traffic control at signalized intersections avoiding conflicts and rear-ends collisions additionally adding pedestrian safety. Li et al. (2014) stated that prevention of rear crash is prevented from local and state guidelines in terms of channelized right turn lanes helps in improving pedestrian safety, vehicular safety to approximately 55% and rear crashes by about 25%. Innovative treatments Although Austroads do not recommend innovative treatments however, few of the innovations include proximity and accident warnings that have been beneficial in prevention of rear crashes. Proximity sensors help vehicles in detecting high speed approaching vehicles and slowing vehicles in front so that braking time is anticipated and possibility of rear crash is reduced. Latest technological innovation includes smart GPS through in built autopilot system that gets prior notification of traffic and hence prepares its track course that prevents any possibilities of accident. Vision zero program in Sweden refers to the setting up of speed limits suitable to a particular area through dynamic messaging through speed warning sign as well as variable messaging signs. Speed indicator displays (SIDs) to rural roads also help in anticipating any potential rear crash due to approaching vehicles from behind. Lower order treatments Use of traffic lights with proper red, amber and green cycle timing depending on the traffic density of the area also allows vehicles to prevent any unwanted events. Moreover, line marking is used for providing a guideline for preventing vehicles to go out of track and cause any accidents. Figure 6: Line of sight (Source: Liu 2016) Increased line of sight provides the traffic drivers to get a better vision on road and thus see any vehicles moving at the opposite end of line of sight. Braking time refers to the total effective time taken for the brakes to be applied from perception until actual stopping of the car. If line of sight is increased, car drivers will get ample time to use brakes and thus prevent unavoidable circumstances of rear crash. Reflective raised pavement markers are important in getting a clear road vision and thus help the drivers to get an image of the road ahead preventing any detrimental rear crash. Analysis and collation of crash data and traffic volumes Traffic volumes of a place help in analyzing the potential traffic congestion of that intersection and assess the traffic density so that the widening of the road can be determined and possible traffic congestion can be reduced. Moreover, crash data of a place when analyzed helps in calculating the possible anticipated right channelization need and requirement for reflective raised pavement markers. As per Metzger (2015), the analysis throws light on around 88% of the rear crashes that occurs and necessary steps that are required for avoiding the accident. Collation and analysis of crash data for high-speed rural roads Collation and analysis of crash data at intersection of high-speed rural roads shows that rear-end crashes occurs more frequently at higher speed sites and at around 32% in low speed and 42% high speed at crossings where no turns are allowed (Mitchell 2015). Right turning points also faces accidents at 23% low speed and 45% high-speed. Parenteau (2014) stated that rear end crashes occurs more frequently about 27% at high speed and 12% at low speed. Collation and analysis of crash data is usually done over a certain period and dividing the sites into categories AADT, which are low, moderate, and high volume roads. Analysis of crash data shows around 71% of vehicle crash occurs in speed zones more than 76 Kmph. Intermediate and large crash of cars occurred at higher speed of more than 75 Kmph in rural areas (Monash.edu 2004). Intersection risk factors identified associated with rear-end crashes Risk factors at intersection identified that are associated to rear-end crashes includes age of driver, speed zone, traffic control type, time of the day, type of crash and usage for seat belt. It has been seen that without usage of seat belt a whiplash effect is created that makes the driver face a serious accident leading to death. As per Viano (2015), age of driver also comes into play with young drivers more susceptible to accidents due to immature decisions as well as time of day with more accidents occurring at night. Finally, traffic control type also decides the intensity of accidents occurring at a location as insufficient traffic control leads to uncontrollable situation. Risk rating tool Scoring system using sensitivity analysis Rear crash accidents being major issue in Australian rural highways is commonly seen in trucks, which are overloaded. Identification of vehicle speed is another factor that understands the dynamics of vehicle and influencing factors such as rolling coefficient of resistance, gradient of road surface and coefficient of air resistance on the vehicle speed (Sahraei 2014). Sensitivity analysis shows that rolling resistance coefficient, gradient of road surface influences vehicle speed with a slight air resistant coefficient. Therefore, in a sensitivity analysis, besides speed of vehicle, air coefficient of resistance is taken into consideration. Sensitivity analysis shows that capital costs to be nearly 20%, VOC to be 20%, TTC to be around 40%, accidental cost to be 20% and exclude all private travel time costs. Best estimate assumption has been considered which is around AU$50 million of costs, AU$40 million of capital cost, AU$10 million for operating costs, AU$ 70 million for benefit cost and AU$40 million for TTC savings. It is also estimated to be AU$ 1 million for VOC savings, accidental savings to be around AU$10 million, first year benefits to be around AU$2 million at a discounting rate of 4%. The assumptions made by the sensitivity analysis of The Transport and Main Road Cost Benefit Analysis involves BCR to be 1.4, NPV to be around AU$ 20 million and FYRR to be 4% (Tmr.qld.gov.au 2017). For prioritizing intersections, sensitivity analysis is usually used that leads to placing of the important factors against the crash, sight distance and AADT in order to ensure the sight with crash location does not get any kind o f high priority importance that might lead to serious consequences populating the tops. Using sensitivity analysis usually, the intersections are prioritized and practitioners of traffic uses proactive basis for selecting top intersections. Gap of literature According to Beck (2014), it has been found that major factors for rear crash accidents in Australia happens due to improper driving skills, improper adherence to traffic rules and improper infrastructure of road. Biqiang (2016) stated that often accidents occurs frequently at intersections on right turns and happens due to improper line of sight, skid resistance and other factors like age of driver. Hence, the gap of the literature has been found which is the relationship of road safety treatments that are cost effective reducing exposure to high-speed rural roads of Australia. References Chen, C., Zhang, G., Tarefder, R., Ma, J., Wei, H. and Guan, H., 2015. A multinomial logit model-Bayesian network hybrid approach for driver injury severity analyses in rear-end crashes.Accident Analysis Prevention,80(2), pp.76-88. Adelaide.edu.au, 2005, Centre for Automotive Safety Research. [online] Available at: https://casr.adelaide.edu.au/publications/researchreports/CASR018.pdf [Accessed 14 Apr. 2017]. Atkinson, T., Gawarecki, L. and Tavakoli, M., 2016. Paired vehicle occupant analysis indicates age and crash severity moderate likelihood of higher severity injury in second row seated adults in frontal crashes.Accident Analysis Prevention,89(13), pp.88-94. Beck, B., Brown, J. and Bilston, L.E., 2014. Assessment of vehicle and restraint design changes for mitigating rear seat occupant injuries.Traffic injury prevention,15(7), pp.711-719. Biqiang, Z., Xiaodong, L. and Yajun, Z., 2016. The structure optimization analysis of electric vehicle in small offset rear end collision.Procedia engineering, 137(3), pp.103-108. Bitre.gov.au, 2017, Fatal road crash. [online] Available at: https://bitre.gov.au/statistics/safety/fatal_road_crash_database.aspx [Accessed 14 Apr. 2017]. Bose, D., Arregui-Dalmases, C., Sanchez-Molina, D., Velazquez-Ameijide, J. and Crandall, J., 2013. Increased risk of driver fatality due to unrestrained rear-seat passengers in severe frontal crashes.Accident Analysis Prevention,53(3), pp.100-104. Brodie, C., Durdin, P., Tate, F. and Mackie, H., 2013. Targeting High Risk Intersections. Australasian College of Road Safety Conference, 2013, Adelaide, South Australia, Australia, 5(9), pp.15-23. 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[online] Available at: https://www.fhwa.dot.gov/publications/research/safety/08046/index.cfm [Accessed 14 Apr. 2017]. Fildes, B., Keall, M., Bos, N., Lie, A., Page, Y., Pastor, C., Pennisi, L., Rizzi, M., Thomas, P. and Tingvall, C., 2015. Effectiveness of low speed autonomous emergency braking in real-world rear-end crashes.Accident Analysis Prevention,81(9), pp.24-29. Gage, T., Bishop, R. and Morris, J., 2015. The Increasing Importance of Vehicle-Based Risk Assessment for the Vehicle Insurance Industry.Minn. JL Sci. Tech.,16(4), pp.771-781. Harland, K.K., Carney, C. and McGehee, D., 2016. Analysis of naturalistic driving videos of fleet services drivers to estimate driver error and potentially distracting behaviors as risk factors for rear-end versus angle crashes.Traffic injury prevention,17(5), pp.465-471. Intrans.iastate.edu, 2008, Strategies to Address Nighttime Crashes at Rural, Unsignalized Intersections. [online] Available at: https://www.intrans.iastate.edu/research/documents/research-reports/nighttime-lighting.pdf [Accessed 14 Apr. 2017]. Klauer, S.G., Guo, F., Simons-Morton, B.G., Ouimet, M.C., Lee, S.E. and Dingus, T.A., 2014. Distracted driving and risk of road crashes among novice and experienced drivers.New England journal of medicine,370(1), pp.54-59. Lao, Y., Zhang, G., Wang, Y. and Milton, J., 2014. Generalized nonlinear models for rear-end crash risk analysis.Accident Analysis Prevention,62(7), pp.9-16. Li, Z., Ahn, S., Chung, K., Ragland, D.R., Wang, W. and Yu, J.W., 2014. Surrogate safety measure for evaluating rear-end collision risk related to kinematic waves near freeway recurrent bottlenecks.Accident Analysis Prevention,64(22), pp.52-61. Liu, C. and Pressley, J.C., 2016. Side impact motor vehicle crashes: driver, passenger, vehicle and crash characteristics for fatally and nonfatally-injured rear-seated adults.Injury epidemiology,3(1), pp.23-29. Lpcb.org, 2015, Road geometry study for improved rural study. [online] Available at: https://www.lpcb.org/index.php/documents/road-pavement-design-and-performance/general-and-geometric-design/25283-2015-australia-road-geometry-for-improved-safety/file [Accessed 14 Apr. 2017]. Metzger, K.B., Gruschow, S., Durbin, D.R. and Curry, A.E., 2015. Association between NCAP ratings and real-world rear seat occupant risk of injury.Traffic injury prevention,16(2), pp.146-152. Mitchell, R.J., Bambach, M.R. and Toson, B., 2015. Injury risk for matched front and rear seat car passengers by injury severity and crash type: An exploratory study.Accident Analysis Prevention,82(6), pp.171-179. Monash.edu, 2004, Cost effectiveness infrastructure measures on rural roads. [online] Available at: https://www.monash.edu/__data/assets/pdf_file/0008/217097/muarc217.pdf [Accessed 14 Apr. 2017]. 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Advanced Information Security

Question: Discuss about the Advanced Information Security. Answer: Yes, it is possible to get multiple certificates for the same domain signed by different CAs. If any send a request to two different Certificate Authority with the same key, then the sender received two different certificates for the same key. But the signature will be different for a different certificate. Browsers would treat them all as legitimate documents Installing software: The imposter could trick the user into thinking the user was fixing code written by Microsoft, but instead was installing malware. Sometimes user installs some software in their system, and some malware or molecules software also install this software. Viewing Web pages: For the web pages, the imposter could appeal off a phishing attack, tricking users into thinking that they were accessing their bank's Web site, and hence pull off a man-in-the-middle attack and gather login credentials. Moreover, they are accessing some personal data or putting some personal data on some website and hence pull off a man in the middle attack and collect all the personal details of this user. Why, in practice, are server certificates rarely signed: It appears to be too much trouble to distribute the public keys securely for the certificate authorities in advance and store them in the .ssh/authorized_keys directory of the client machines. The user wants to be sure that he or she has logged in to the machine that she is trying to log in to, especially if the authentication method is to send a password. Otherwise, an attacker could act as a man-in-the-middle. Rule conflicts is a problem in a firewall rule set. Some rules are created for rejecting all the packets from a particular destination. On the other hand, some rules are established to accept all the packets from a particular destination. If reject and accept destination are same then rule conflicts will be 2 TCP 55.66.77.0/24 Any 129.174.17/180 22 allow 3 TCP 55.66.77.12 4500 129.174.17/180 22 deny Occur. In this case, some rule conflicts are present which is given bellow: Above table shows that rule 2 allow all the packets from the destination IP address and destination port. Rule 3 indicates that all the packets are rejected from a particular destination where the destination of rule 2 and 3 is same. Therefore, a rule conflict occurs. 13 Any 0.0.0.0/0 Any 0.0.0.0/0 any allow 14 TCP 0.0.0.0/0 Any 0.0.0.0/0 any deny 15 UDP 0.0.0.0/0 Any 0.0.0.0/0 any deny In this case rule, 13 allow all the packets those are using any protocol. But in rule 14 and 15 shows that the packets are rejected those are using TCP and UDP protocol. Therefore, a rule conflict occurs. Redundancies 16 TCP 0.0.0.0/0 Any 129.57.17.180 6000:6010 deny 17 TCP 0.0.0.0/0 Any 129.174.17.180 0:1024 deny 18 Any 0.0.0.0/0 Any 129.174.17.180 any deny The FIRST match policy put on the first rule which match the packet. The BEST match policy put on the rule which is more accurate regarding the network. The LAST match policy put on the rule that is first. Mainly it is bottom to top. Proxy Firewall is one type of network security system which protects a network by filtering the packets. This firewall is used in an application layer. The proxy firewall allows all the network traffic by checking their validity. Proxy firewall is placed in the network gateway. All incoming packets are checked in the proxy server. If the packets are authorized then, proxy firewall grants the access. If not then proxy firewall destroy this packet. The transparent firewall acts as a gateway of a network. Mainly it is a routed hop. It is also called layer 2 firewalls which perform as a "bump in the wire" or a "stealth firewall." A transparent firewall has commonly used the firewall. The proxy filter firewall is extremely secure than the transparent firewall. The main difference between the transparent firewall and proxy firewall is proxy firewall use a proxy server in the system, but the transparent firewall is used routed hop firewall. NAT stand for Network Address Translation. NAT is applied in a single device as a network gateway. For an example router. A net enables router connect with the internet and hide the entire private from the public network. In NAT system, it is not necessary to recognize all the internal devices. All the generated request by workstation are sent via the router. NAT help the router to transfer this packets in the internet t destination. The NAT convert the source address of all packets and place its IP address. If security is to provide in to the NAT, the network will be more secure for the attackers. Mainly NAT create a firewall for the security purpose. All servers that are presented to people in the general system (web), including web servers and DNS servers ought to be set in the DMZ. The DMZ is a different subnet situated outside of the association's system, but at the same time secured by a firewall. Movement starting from the organization's system is permitted into the DMZ, however, activity from the DMZ is not allowed into the association's system. This is imperative since ought to a server get to be bargained, and an aggressor cannot access the organization's inside system. Bibliography Braun, J., Volk, F., Classen, J., Buchmann, J. and Mhlhuser, M., 2014. CA trust management for the Web PKI. Journal of Computer Security, 22(6), pp.913-959. Bray, R.F., Grzelak, C.P. and Keirstead, J.D., International Business Machines Corporation, 2015. Firewall event reduction for rule use counting. U.S. Patent 9,043,461. Carthern, C., Wilson, W., Bedwell, R. and Rivera, N., 2015. Network Address Translation and Dynamic Host Configuration Protocol. In Cisco Networks (pp. 255-272). Apress. Francis, P., 2015. Network Address Translation (NAT). ACM SIGCOMM Computer Communication Review, 45(2), pp.50-50. Ghai, S. and Verma, A., 2015. Network Security Using Divergent Firewall Technologies. IITM Journal of Information Technology, 1, p.29. Kachare, M.S.S. and Deshmukh, P., 2015. Firewall Policy Anomaly Management with Optimizing Rule Order. International Journal of Application or Innovation in Engineering Management (IJAIEM), 4(2), pp.201-205. Mao, H., Zhu, L. and Li, M., 2012, September. Current State and Future Development Trend of Firewall Technology. In Wireless Communications, Networking and Mobile Computing (WiCOM), 2012 8th International Conference on (pp. 1-4). IEEE. Vratonjic, N., Freudiger, J., Bindschaedler, V. and Hubaux, J.P., 2013. The inconvenient truth about web certificates. In Economics of information security and privacy iii (pp. 79-117). Springer New York.