Thomas C. Mann

Abstract

When launching the Alliance for Progress in 1961, John F. Kennedy promised that this new development program would transform Latin America into a community of modern, prosperous, and politically stable allies. Yet, when Richard Nixon ended the program ten years later, there was more evidence of broken promises, political coups, and covert military operations than of transformative cooperation. Sandwiched between Kennedy’s and Nixon’s presidencies, Lyndon Johnson’s marked a transformative era in inter-American relations as Johnson and his chief inter-American aide, Thomas C. Mann, struggled to deliver on their predecessors’ bold promises while grappling with the demands of Cold War national security. In this first in-depth study of Johnson, Mann, and Latin America in the 1960s, Thomas Tunstall Allcock provides a nuanced and balanced assessment of two often maligned yet hugely influential policy makers during this vital period. In demonstrating that Johnson and Mann were New Dealers, keen to operate as good neighbors and support Latin American development and regional integration, Tunstall Allcock illuminates the difficulties faced by US modernization efforts. Ranging from domestic challenges from both right and left to a series of military and political crises including riots in the Panama Canal Zone and the threat of “another Cuba” in the Dominican Republic, these difficulties would be handled with wildly varying degrees of success. In Tunstall Allcock’s account, Johnson and Mann emerge as complex, rounded figures struggling to overcome a host of challenges and their own limitations even as the flaws and shortcomings of US policy are laid bare.

Electric vehicle integration - grid stability concerns and countermeasures

“…Electrification of the transportation sector can be a solution to these global challenges as the EV brings energy-efficient technologies to transportation while allowing renewable sources to power the transportation. With a fairly greener grid, the EV can limit CO2 emissions to about 50 g per km which is more than a 50% reduction of emissions in comparison to the current most efficient conventional cars (100-150 g per km) [6]. Hence, the EV is welcome addition to the transportation sector as it offers numerous environmental and economic advantages.…”

“…Nations around the globe invest generously in EV related research and development, provide EV customers with financial and non-financial incentives and release legislations to accelerate EV penetration. Some of the national policy initiatives in different countries all over the world are documented in [1,6,7]. Providing rebates for purchasing, offering tax credits, reducing vehicle registration fees, providing discounts on parking fees or tolls, allowing free charging, providing preferential parking slots, allowing access to restricted environmental zones and high-way highoccupancy lanes, and applying lower electricity taxes are some of the benefits offered to EV customers.…”

“…The RPR preserves the ability of a power system to act upon contingencies. The study in [155] identified a linear relationship between voltage stability margin (VSM) and system equivalent RPR (QRes), as given in (4)(5)(6)(7)(8)(9)(10)(11)(12) and (4)(5)(6)(7)(8)(9)(10)(11)(12)(13).…”

“…A higher weight should be given to the critical resources which should not be utilised by the EV load. The RPR based placement index (QRPI) can be defined as given in (4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14).…”

“…By linearizing (5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16) and (5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16)(17);…”