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In an auxiliary signaling device which can be detachably attached to the rear of a trailer pulled by a motor vehicle, comprising a plurality of auxiliary battery operated indicator lights mounted in a single housing, said motor vehicle having an accelerator pedal and brake pedal, said auxiliary lights mounted in said single housing and adapted to be detachably mounted on the rear of the trailer, an electric circuit connected between said auxiliary lights, the battery of the motor vehicle, and the trailer on which said housing is mounted, switches mounted on the brake and accelerator pedals of the motor vehicle controlling said auxiliary lights in said housing when the brake pedal or the accelerator pedal is pressed, so that when the battery of the motor vehicle is connected to said electric circuit, and depending on the pedal that is pressed, one of the auxiliary lights turns on to indicate that the motor vehicle is on or that the driver of the motor vehicle has taken his foot off the accelerator pedal, and when the driver puts his foot on the accelerator pedal, then said one auxiliary light goes off and another of the auxiliary lights goes on to indicate that the road ahead is clear, and when the brake pedal is pressed, said one auxiliary light and said another auxiliary light goes off and at least the vehicles brake lights go on to indicate that the driver is applying the brakes, said motor vehicle having a gear shift lever movable into a reverse position, switch means mounted on the gear shift lever in such a way that when the driver of the motor vehicle shifts the gear shift lever into a reverse gear, said switch mean is closed, said switch means connected to said circuit in such a way that when said switch means is closed, all the motor vehiucles lights, both front and rear, and all the auxiliary lights blink to more clearly warn oncoming motorists and motorists to the rear of the vehicle of a hazardous condition. DescriptionThis invention broadly relates to an auxiliary signaling system for motor vehicles, and more particularly to auxiliary signal lights which are designed to be permanently or releasably attached to the rear of motor vehicles or to the rear of trailers for indicating the intention of the driver. This invention was not made with the aid of any Federally sponsored research. As automobiles have become more complex the number of lights on the rear of the vehicle has become more confusing. In the past some signaling devices have been provided which actuate red, green or amber lights to indicate the intention of the driver. But the prior signaling devices were comparatively complicated, and they relied on lights that were built into the motor vehicle and so they were not suitable for add on use for vehicles already in service or for attachment to trailers being towed by vehicles. These devices were often operated by using the accelerator or brake pedal actuated switches causing the various lights in the car to go on or off. Other devices had means for causing an intensification of the brightness in the rear brake lights, to warn following vehicles that the driver has depressed the brakes of his vehicle. Due to the number of lights on the rear of the vehicle, the increase in the intensity of the brake lights when the brakes were applied was not very noticeable, particularly in hazy of foggy weather or when approaching vehicles to the rear were driving into the sun. More recently an additional red light has been mounted at eye level on the rear window of some new cars, but this light is not much of an improvement over the lights on lower rear of these cars for the same reason. One approach, as exemplified by the patent to Antunovic 3,375,496, discloses a deceleration indicator for motor vehicles which is mounted on the rear of the vehicle, and like other devices, indicates when the driver has taken his foot off the accelerator.

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Given the exorbitant costs of higher education, postponing graduation is a financial impossibility for many. Further, since many higher level engineering classes are highly technical and require expensive laboratories, the countries in which engineering students can study for credit are limited. Also, studying a foreign language is associated with increased rates of study abroad, and very few schools mandate that engineers learn a foreign language or allow time for it. Another factor is students' impressions of the impact of study abroad on career outcomes. Some students believe that courses taken abroad may be regarded as less rigorous or even frivolous. Interestingly, with engineering powerhouse schools like Indian Institute of Technology and in the age of large scale, international engineering projects led by multinational corporations, graduates' marketability to employers only increases with international experiencestudy us. Study Abroad as a Catalyst for Cognitive Development For many institutions, the desired outcome as students progress through college is that through coursework and social interaction, students will gradually relinquish their belief in the certainty of knowledge and the omniscience of authorities and take increasing responsibility for their own learning. Due to the mathematical and quantitative focus of engineering programs, many engineers have a general penchant for dichotomous styles of thinking. Whereas a Philosophy major is often graded on long term papers and essay exams, engineering students are usually assessed by tests for which questions have a single correct answer. Operating in this setting, it is no surprise that engineering students may have less tolerance for ambiguity, and despite their work on collaborative deign projects, many engineers have less developed communication skills than their Humanities and Social Science oriented counterparts. For these reasons, the social and cognitive development associated with study abroad could have a very beneficial impact on engineering students.

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Its armies sack towns where they are practised. The massive political and ideological struggles that arise as a result, decide, for Marx, whether a rising class, based on new forces of production, displaces an old ruling class. And so it is an absolute travesty of his views to claim that he neglects the political or ideological element. But the growth of superstructural institutions not only freezes existing production relations, it can also have profound effects on the relations between the members of the ruling class themselves, and therefore on the way they react to the other classes in society. Those who command the armies, the police and the priesthoods live off the surplus obtained by exploitation just as much as do the direct exploiters. But they also develop particular interests of their own: they want their share of the surplus to be as great as possible; they want certain sorts of material production to take place to suit the particular needs of their institutions; they want their sort of lifestyle to be valued more highly than that of those involved in direct production. Their attempt to gain their own particular aims can lead to the building of ever more complex institutions, to elaborate rules about social behaviour, to endless battles for place and influence. The end result can be labyrinthine structures in which the source of wealth and privilege in material production is completely forgotten. When this happens, the superstructure can go beyond simply freezing the economic activities on which it is based. It can become a drain on them that prevents their reproduction and, in doing so, destroys the resources upon which the whole of society, including the superstructure itself, depends. Then material reality catches up with it and the whole social edifice comes tumbling down.

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