On highways, the far left lane is usually the<u> fastest</u> moving traffic.
Answer: Option D.
<u>Explanation:</u>
For the most part, the right lane of a freeway is for entering and leaving the traffic stream. It is an arranging path, for use toward the start and end of your interstate run. The center paths are for through traffic, and the left path is for passing. On the off chance that you are not passing somebody, try not to be driving in the left path.
Regular practice and most law on United States expressways is that the left path is saved for passing and quicker moving traffic, and that traffic utilizing the left path must respect traffic wishing to surpass.
<h2> We now focus on purely two-dimensional flows, in which the velocity takes the form
</h2><h2>u(x, y, t) = u(x, y, t)i + v(x, y, t)j. (2.1)
</h2><h2>With the velocity given by (2.1), the vorticity takes the form
</h2><h2>ω = ∇ × u =
</h2><h2></h2><h2>∂v
</h2><h2>∂x −
</h2><h2>∂u
</h2><h2>∂y
</h2><h2>k. (2.2)
</h2><h2>We assume throughout that the flow is irrotational, i.e. that ∇ × u ≡ 0 and hence
</h2><h2>∂v
</h2><h2>∂x −
</h2><h2>∂u
</h2><h2>∂y = 0. (2.3)
</h2><h2>We have already shown in Section 1 that this condition implies the existence of a velocity
</h2><h2>potential φ such that u ≡ ∇φ, that is
</h2><h2>u =
</h2><h2>∂φ
</h2><h2>∂x, v =
</h2><h2>∂φ
</h2><h2>∂y . (2.4)
</h2><h2>We also recall the definition of φ as
</h2><h2>φ(x, y, t) = φ0(t) + Z x
</h2><h2>0
</h2><h2>u · dx = φ0(t) + Z x
</h2><h2>0
</h2><h2>(u dx + v dy), (2.5)
</h2><h2>where the scalar function φ0(t) is arbitrary, and the value of φ(x, y, t) is independent
</h2><h2>of the integration path chosen to join the origin 0 to the point x = (x, y). This fact is
</h2><h2>even easier to establish when we restrict our attention to two dimensions. If we consider
</h2><h2>two alternative paths, whose union forms a simple closed contour C in the (x, y)-plane,
</h2><h2>Green’s Theorem implies that
</h2><h2></h2><h2></h2><h2></h2><h2></h2><h2></h2><h2></h2><h2></h2>
Leverage is defined as using a tool to gain mechanical influence. The measure of the benefit gained depends on what kind of lever is used and how it is utilized.
Leverage is designed in such a way that it can reproduce the force from your leg many times before any force is transferred to brake fluid.
The brake pedal size and the measure of leverage received depends on the overall design of the brake system.
The second-order lever is used in the brake pedal. The brake pedal applies leverage to populate the force employed to the master cylinder. The effort needed to drive a load depends on the corresponding distance of the load and the work from the fulcrum. The proportion of load and work is known as mechanical advantage.
