The Population Growth Rate in India - 1566 Words

The Population Growth Rate in India For many years concern has been voiced over the seemingly unchecked rate of population growth in India, but the most recent indications are that some success is being achieved in slowing the rate of population growth. The progress which has been achieved to date is still only of a modest nature and should not serve as premature cause for complacency. Moreover, a slowing of the rate of population growth is not incompatible with a dangerous population increase in a country like India which has so huge a population base to begin with. Nevertheless, the most recent signs do offer some occasion for adopting a certain degree of cautious optimism in regard to the problem. One important factor which is†¦show more content†¦Taking note of the fact that in traditional Indian society gynecology, obstetrics and other fields requiring intimate contact and conversation with women are invariably reserved to female doctors only, Chandrasekhar observes that the real problem is the lack of sufficient numbers of dedicated women physicians who are willing to work in rural areas and spend some time in pre-insertion and post-insertion follow-up of their patients. The third major mode of contraception-condom use has seen a marked increase in usage in India in recent years; however, much of this increase has been due less to family planning concerns but to fear of AIDS on the part of sexually-active persons, such as prostitutes and their clients, who could be expected to take precautions against pregnancy anyway. As for the pill, it still has not proven a major contraceptive mode among the uneducated masses who are most inclined to have large families. In addition to long-recognized family planning modes, other factors have been operating to limit the rate of population growth in recent years. Unfortunately, infanticide of girl babies has become increasinglyShow MoreRelated The Population Growth Rate In India Essay1562 Words   |  7 Pages The Population Growth Rate in India nbsp;nbsp;nbsp;nbsp;nbsp;For many years concern has been voiced over the seemingly unchecked rate of population growth in India, but the most recent indications are that some success is being achieved in slowing the rate of population growth. The progress which has been achieved to date is still only of a modest nature and should not serve as premature cause for complacency. Moreover, a slowing of the rate of population growth is not incompatible with aRead MoreIndia And China s Economic Growth1085 Words   |  5 PagesAbstract India and China, two populous countries (nearly one-third of the world’s population) in the world, have innumerable similarities in many aspects. Both of them sit on the Asian continent and achieve rapid economic growth in the past three decades. As current success stories of globalization, this rapid growth also influences the economic structure of the world which leads more concentration on the analysis of these two countries. Two Not Similar economies Different economies may have commonRead MoreDemographic Analysis Of China And India Essay1611 Words   |  7 PagesDemographic Analysis of China and India Malvika Walia* Assistant professor GGDSD College, Chandigarh +91-98555-78840, malvika.w@gmail.com Abstract Population size and growth has been a subject matter of research oriented people and economists from the time immemorial. It is so because the absorption of resources of a country and people living in the country are closely correlated according to the Malthus theory of Population. Therefore, an attempt has been endeavoured to find initially the demographicRead MoreEconomics Assessment : Poverty And Inequity Case Study1342 Words   |  6 Pagesnational income/population.So the 1st and foremost reason is over population. The national income of India is progressing at a slow rate.This is because of 1.Defect in planning 2.Non development of industrial sector. 3.Lack of technological progress. The per capita income of India is lower than the percapita income of some developed countries.To find out the reason we may have to go back to the early fifties.After Independence, India adopted socialistic policies which proved wrong for the countryRead MoreEffects Of Population Growth Of India947 Words   |  4 Pagespoint in its life? Population growth happens to all of us, but how much is too much? India is in this questionable stage right now. How many people is too much for this country to handle? Every country goes through 4 stages of population and they go through growth, stability and decline. India is in a growing state right now and this will continue until it stabilizes itself. One might look at the povern state India is in right now and see that it is the cause if its population problem but othersRead MoreHow Are The Population Policies Different Between India And China? Essay1546 Words   |  7 PagesHow are the population policies different between India and China? Guifang Tang Introduction China and India are the two countries which have the largest population in the world. These two countries have many similarities, especially they have fabulous growing speed during the globalization. In the global economic market, China has the biggest manufacture market and cheap labor (Justin Paul Erick Mas.2016). 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Overpopulation has become a very prevalent topic in the last ten years and if not controlled, it could affect all countries on earth. Although overpopulation appears to be an insuppressible issue, there are some different ideas and methods that have been used to help this problemRead MoreRapid Population Growth : A Country With The Largest Human Population1378 Words   |  6 Pagesmore rapid population growth rates in mid-transition than historically observed in the North. Two factors account for this very rapid expansion of popu lation in these still largely traditional societies: the spread of medical technology such as immunization and antibiotics after World War II, which led to vastly rapid declines in death rates, and a lag in declines in birth rates. Nigeria is a country with the largest human population in Africa. 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Monitor Complience with Legislative Requirements Free Essays

string(166) " view of the carrier’s agent and ordered the release of the cargo against security lodged with the court in the form of deeds to a property owned by a third party\." A. monitor complience with legislative requirements †¢Understanding the principles on how to monitor complience with the legislative requirements monitor complience with legislative requirements Understanding the principles on how to monitor complience with the legislative requirements 1. explain the basic principles of â€Å"general average† 2. We will write a custom essay sample on Monitor Complience with Legislative Requirements or any similar topic only for you Order Now state the procedures for release of cargo to the consignee before the general average contribution has been assessed. 3. tate briefly the basic statutory regulations such as; load line convention, international convention and prevention of pollution at sea, STCW convention, ILO convention, SOLAS Convention, ISM code, ISPS code, GENEVA Conventions of 1958 and the United Nation Convention (UNCLOS) on the Law of the Sea, PMMRR, R. A. 8544, etc. how compliance is controlled and consequences of their non-compliance. 4. enumerate the different organizations, offices and authorities engaged in various controlled activities on vessels (classification societies, flag and port state, inspections, etc. 5. enumerate at least ten (10) different mandatory certificates, documents and records required of a commercial vessel, and the implications of their absence. 1. ) The law of general average is a legal principle of maritime law according to which all parties in a sea venture proportionally share any losses resulting from a voluntary sacrifice of part of the ship or cargo to save the whole in an emergency. In the exigencies of hazards faced at sea, crew members often have precious little time in which to determine precisely whose cargo they are jettisoning. Thus, to avoid quarrelling that could waste valuable time, there arose the equitable practice whereby all the merchants whose cargo landed safely would be called on to contribute a portion, based upon a share or percentage, to the merchant or merchants whose goods had been tossed overboard to avert imminent peril. While general average traces its origins in ancient maritime law, still it remains part of the admiralty law of most countries. The first codification of general average was the York Antwerp Rules of 1890. American companies accepted it in 1949. General average requires three elements which are clearly stated by Mr. Justice Grier in Barnard v. Adams: â€Å"1st. A common danger: a danger in which vessel, cargo and crew all participate; a danger imminent and apparently ‘inevitable,’ except by voluntarily incurring the loss of a portion of the whole to save the remainder. † â€Å"2nd. There must be a voluntary jettison, jactus, or casting away, of some portion of the joint concern for the purpose of avoiding this imminent peril, periculi imminentis evitandi causa, or, in other words, a transfer of the peril from the whole to a particular portion of the whole. â€Å"3rd. This attempt to avoid the imminent common peril must be successful†. http://en. wikipedia. org/wiki/General_average 2. ) RELEASE OF CARGO WITHOUT PRESENTATION OF THE CORRECT DOCUMENTATION There has been a noticeable increase in the unlawful or incorrect release of cargo, associated with one of the following release methods: a) Countri es that require imported cargo to come immediately under the control of their Customs service, who then take on the responsibility for its release. ) Countries with legislation that permits the release of cargo without the presentation of the original bill of lading. c) Authorisation by the carrier’s agent to release cargo without the permission of the shipper or the issuer of the original bill of lading. There has been considerable coverage regarding the delivery of containerised cargo to locations such as Chile and Paraguay, whereby their Customs service takes immediate control of the cargo and subsequently release it, often without presentation of the original bill of lading. Signum has recently encountered two situations whereby fraudsters have manipulated legislation that allows Customs, without consultation with the carrier’s agent, to release cargo without presentation of the original bill of lading. 1. The Dominican Republic legislation stipulates that a carrier must deliver all cargo to the Dominican Port Authority/Customs with the carrier’s liability ceasing at the point of entry. Cargo can be released upon presentation of the original bill of lading, accompanied by the commercial invoice. In the absence of an original bill of lading, a bond to the value of the cargo, issued by a bona fide bank or insurance company, is acceptable. The bond indemnifies any party against a loss that may occur as a result of the of the cargo being released. Neither the carrier nor their agent needs to be made aware of such a bond. Signum was asked to enquire into a matter that involved a consignee who secured the release of his cargo by means of an insurance bond and then disappeared, having failed to make payment for the cargo. Initially, the insurance company, who had supposedly issued the bond to the consignee, maintained that they could not account for itsexistence, suggesting that it had been fraudulently issued. Enquiries revealed that a member of their staff, who was authorised to issue such bonds, had done so on the instructions of her ex-supervisor and a Customs Agent. When these two parties were interviewed, they denied the clerk’s version of events. The Dominican Republic legislation stipulates that provided an authorised person issued the bond, it protects any party who suffered a loss, which applied in this instance. This allowed the shipper to lodge a claim against the insurance company for the loss of the cargo. 2. A similar situation occurred when perishable cargo was released in Suape, Brazil, without presentation of the original bill of lading. The consignee made a fraudulent application to a court under the provisions of the Brazilian Importation Legislation on perishable goods to secure the cargo’s release. He alleged that the shipper had reneged on a contract that allowed him to partly pay for the cargo prior to its receipt and then pay the outstanding amount by instalments. Due to the shipper’s refusal to release the cargo under the terms of the contract and his intention to re-ship it would cause him an irreplaceable loss. The court accepted this submission without seeking the view of the carrier’s agent and ordered the release of the cargo against security lodged with the court in the form of deeds to a property owned by a third party. You read "Monitor Complience with Legislative Requirements" in category "Papers" After obtaining custody of the cargo, the consignee attended the court and produced a fraudulent document, showing that the shipper acknowledged the payment agreement. This caused the court to cancel the security and return the deeds of the property. The court application and payment agreement were shown to be fraudulent and that the consignee had committed similar frauds. The only action that could be taken was to notify Customs and the law enforcement agency of this person’s activities. A more serious problem that continues to cause concern is where carriers’ agents disregard their legal responsibility in respect of the notified release instructions and authorise a party to receive their cargo without presentation of the correct documentation. This lack of judgement is all too often influenced by their close association with the consignee or their agent, with whom they have no legal obligation. Such releases can cause serious financial implications to the other parties. The general methods used to secure the release of cargo are: 1. The consignee/agent promises to present the original bill of lading at a later date. 2. The production of a consignee/agent’s letter of credit. 3. Bank reference confirming sufficient funds exist in the consignee’s account. 4. The presentation of a forged document. Signum was asked to enquire into the activities of an agency, whereby it appeared that over a period of time some 150 containers laden with cargo had been released in non-compliance to their release procedure. This procedure required both the Shipping Manager and another member of staff to authorise the release of containers, upon production of the correct documentation. The Shipping Manager, due to his status and guile, was able, over several months, to authorise the release of these containers without complying with the agencies directive. Only when it became impossible for him to continue to deceive others as to his actions, did he decamp. Prevention is simple. If the original bill of lading is not produced, or there is doubt as to whether it is genuine, then advice should be sought from the issuer of the document. If the matter cannot be resolved satisfactorily and safely, assistance should be obtained from the Club’s local correspondents or the Members’ usual contact at the Club. Signum is always available to investigate serious cases. http://www. ukpandi. com/fileadmin/uploads/uk-pi/LP%20Documents/Signum_Reports/Signum%20release%20of%20Cargo. pdf 3. ) USCG Load Line Regulations and Policies (46 CFR parts 42–47) 46 USC chapter 51) Overview The principal Coast Guard office responsible for load line regulations and policy is the Naval Architecture Division (CG-ENG-2). In general, most commercial U. S. vessels that are 79 feet (24 m) in length or longer (or more than 150 gross tons if built before 1 Jan 1988 on domestic voyages, or built before 21 Jul 1968 if on foreign voyages) must have a valid lo ad line certificate when venturing outside the U. S. Boundary Line, whether on a domestic or international voyage. Domestic voyages are coastwise, offshore, or high seas voyages that return directly to a U. S. ort (including â€Å"voyages to nowhere†). There are a few limited categories of vessels excluded from load line requirements. For example, small passenger vessels (i. e. , less than 100 gross tons) that only operate on domestic voyages are excluded. Refer to 46 USC 5102 for vessel applicability specifics. IMPORTANT NOTE CONCERNING U. S. FISHING VESSELS: Previously, all U. S. fishing vessels were statutorily excluded from domestic load line regulations, regardless of size or length (although some fishing vessels that also process their catch beyond certain stages are required to obtain load lines). However, in the Coast Guard Authorization Act of 2010, Congress revoked that exclusion for new fishing vessels built on/after July 1st, 2012. Subsequently, in the Coast Guard and Marine Transportation Act of 2012 (signed into law on 20 Dec 2012), Congress postponed the load line compliance date to July 1st, 2013. Consequently, fishing vessels built on/after 1 July 2013, that are 79 feet or longer, and that operate outside the Boundary Line, are required to have a load line. Load line assignment includes pre-construction review and approval of plans by the assigning authority. Therefore, after 1 July 2013, fishing vessel designers/builders who intend to re-use construction plans for previously-built fishing vessels are cautioned that the plans might not comply with all load line requirements. If the owner intends to operate the new vessel outside the Boundary Line, then designers/builders are advised to submit the plans to the assigning authority in a timely fashion. Existing fishing vessels (i. e. , built before 1 July 2013) remain exempted from load lines for the time being. However, they will eventually have to meet the requirements of an alternate load line compliance program to ensure their continued seaworthiness beyond a certain age. The safety requirements for this alternate program, and the age at which the fishing vessels will need to comply, will be developed in cooperation with the commercial fishing industry and established by future regulation. (â€Å"Built† for these purposes means the date on which the vessel’s keel is laid, or the assembled weight of the vessel is at least 50 metric tons (49. long tons) or one percent of the estimated mass of all structural material, whichever is less. ) How is load line length measured? Where is the Boundary Line? Purpose of Load Line Assignment The purpose of load line assignment is to ensure the seaworthiness of the intact (undamaged) vessel. This is accomplished by: †¢Ensuring a robust hull that can withstand severe sea conditions (i. e. , structural design, construction, and mainten ance) †¢Ensuring weathertight watertight integrity (i. e. , coamings; exposed doors, hatches, hull valves, etc, are in good working condition) Ensuring that the vessel has reserve buoyancy and is not overloaded (by limiting the maximum loaded draft) †¢Ensuring that the vessel has adequate stability for all loading operating conditions (by approved stability documentation instructions) †¢Ensuring rapid drainage of water on deck (boarding seas) (by adequate arrangement of freeing ports in bulwarks) †¢Ensuring safety of crew while working on deck (by increased freeboard to reduce boarding seas, guardrails) †¢Ensuring that modifications to vessel do not compromise seaworthiness (modifications must be approved by LL assigning authority) Periodic inspections (afloat and drydocked) to verify that the above are properly maintained (by LL assigning authority) Obtaining a Load Line International load line certificates are issued to vessels that meet the requirement s of the IMO International Convention on Load Lines (ICLL); ICLL certificates are required on U. S. vessels that go on voyages to foreign ports or waters. Domestic load line certificates are issued to vessels that meet the requirements of U. S. load line regulations (which are found in 46 CFR Subchapter E). With minor exceptions, the U. S. requirements for an unrestricted domestic load line (suitable for high seas voyages) are the same as the requirements for an international ICLL load line. For this reason, an ICLL certificate is acceptable in lieu of a domestic certificate. Load line certificates (domestic or ICLL) are issued on behalf of the United States by the American Bureau of Shipping or one of several other USCG-approved classification societies. The choice of assigning authority is made by the vessel owner/operator. The Coast Guard itself does not issue load lines other than a â€Å"single voyage exemption certificate. † In order to be issued a load line (whether domestic or international ICLL), the vessel must be constructed to meet the load line requirements. This entails pre-construction review and approval of the vessel’s design by the assigning authority. Surveyors then periodically visit the shipyard to verify that it is being constructed according to the approved design. Upon completion of construction, the vessel is inclined so that its stability documents can be approved and issued. The freeboard assignment is calculated, and the load line marks are inscribed on the hull. Upon final verification that all of these steps have been properly accomplished, the vessel is issued a load line certificate. A load line certificate is normally issued for a 5-year term, subject to annual â€Å"topside† surveys to verify that hatch covers, doors, vent covers, and other critical closures are in good working condition, and that there have not been any damage or unauthorized modifications that would compromise the vessel’s seaworthiness. At the end of the 5-year term, the vessel must be drydocked to inspect the underwater hull, seachests and valves, etc, before a new certificate can be issued. Load Line Enforcement and Violations U. S. vessel owners and operators are subject to fines and penalties if a vessel is overloaded such that the load line marks are submerged, or the vessel is operated in violation of any restrictions on its certificate. Penalties are set forth in 46 USC 5116. Foreign vessels in U. S. waters are required to have a valid international (ICLL) load line certificate. A foreign vessel may be detained in port if the Coast Guard determines that it is overloaded, or unseaworthy due to poor condition. The vessel won’t be released to depart until the deficiencies have been corrected: excess cargo is offloaded, repairs have been made and a surveyor from the assigning authority has attended the vessel to confirm its compliance with ICLL regulations. 4. ) BP Shipping safeships On the face of it, BP Shipping is one of the safesttanker operators around, regularly achieving topquartile safety results in the industry and rarelymaking headlines for the wrong reasons. But as the organization’s fleet has grown rapidly to more than 80 vessels today, so the realization has spreadthat truly world-class safety performance is about more than lowering headline safety numbers or beating industry benchmarks. For safety performance to really move to a new level, it has to become self sustaining and therefore sustainable. â€Å"Day in, day out, the safety message has to be made and remade so that it becomes engrained at every level everywhere, in every action, in every decision and in every way. The entire organization has to be safety empowered and constantly on the lookout for new hazards,† says Dave Williamson, director of fleet operations for BP Shipping. â€Å"We’re beginning to make the turn towards constant improvement and the sort of restless state of mind that we need, but there is still some way to go. † In the past, most emphasis has been put on numbers and performance based on: ‘days away from work case’ incidents, lost time injuries, near misses, oil spills and other serious incidents. These performance matrices continue to be monitored very closely and show continuous improvement. But now the push is on to move safety performance to another level, motivated in no small measure by a fear that some of the cultural and operational factors that led to the Texas City refinery explosion in 2005 might be present in some parts of BP Shipping’s activities. The key to this has been to get everyone in the organization to think about safety in a new way, one that focuses on experience, leadership, training, processes and relationships rather than numbers. Intrinsic to this more open approach is the importance of driving safety back into the ’line’ – to people with asset management capability. In parallel, new emphasis is being placed on safety leadership on vessels and ashore to engender a stronger sense of inclusiveness and team bonding around safety behaviour. â€Å"Safety is not just about trips or falls. It’s about exactly the same things you also need to achieve great operational performance and the same motivations that give us the continuous drive to have the best people, processes, equipment and leadership. † Williamson concludes: â€Å"At the moment we’re not able to say we’re the best, we still have areas where we believe there is significant room for improvement. But ‘the best’ is a relative state and safety is a never ending journey. Mysense is that we’ve made significant changes andadvances in the past couple of years. † Measuring safety All injuries by activity, October 2006 All injuries by location onboard, October 2006 Other 23 % Office work 2% Cargo operations 2% Shipyard 5% Navigating 2% Engine operations 9% Bunkering 7% Maintenance 36% Mooring 7% Drills and exercises 2% Domestic 5% Other 6% Enclosed space 2% Steering gear 2% Store rooms 6% Bridge 2% Engine room 41% Mooring areas 4% Lifeboat Accommodation 11% embarkation 4% Main deck 22 % Illegal, Unreported, and Unregulated (IUU) Fishing The crew of the Coast Guard Cutter Rush escorts the suspected high seas drift net fishing vessel Da Cheng in the North Pacific Ocean on August 14, 2012. Photo Credit: U. S. Coast Guard Liberian fishery observers toured a shrimp vessel as part of the two-week observer training program supported by NOAA Fisheries to combat IUU fishing. IUU fishing is a global problem that threatens ocean ecosystems and sustainable fisheries. IUU products often come from fisheries lacking the strong and effective conservation and management measures to which U. S. fishermen are subject. IUU fishing most often violates conservation and management measures, such as quotas or bycatch limits, established under international agreements. By adversely impacting fisheries, marine ecosystems, food security and coastal communities around the world, IUU fishing undermines domestic and international conservation and management efforts. Furthermore, IUU fishing risks the sustainability of a multi-billion-dollar U. S. industry. NOAA’s Role in Combating IUU Fishing Because the United States imports more than 80 percent of its seafood, NOAA Fisheries is working to ensure that high demand for imported seafood does not create incentives for illegal fishing activity. Working in partnership with other U. S. Government agencies, foreign governments and entities, international organizations, non-government organizations, and the private sector is crucial to effectively combating IUU fishing. We work with other fishing nations to strengthen enforcement and data collection programs around the world aimed at curtailing IUU fishing. We have put measures in place to restrict port entry and access to port services to vessels included on the IUU lists of international fisheries organizations with U. S. membership. For recent news on IUU fishing, visit our IUU stories page. In addition, U. S. legislation allows us to take action on our own. The Magnuson-Stevens Reauthorization Act, which amends the High Seas Driftnet Fishing Moratorium Protection Act, requires NOAA to identify countries that have fishing vessels engaged in IUU activities. Once a nation has been identified, we consult with the nation to encourage appropriate corrective action. If the identified nation receives a negative certification, we can impose trade restrictions on that nation. The Lacey Act also provides the United States with the authority to impose significant sanctions against individuals and companies engaged in trafficking illegally taken fish and wildlife. Learn more about action NOAA is taking to combat IUU fishing. For more information or questions on IUU fishing, please visit our frequently asked questions page or contact David Pearl (david. pearl@noaa. gov). 5. ) passenger ship safety certificate – for all passenger ships †¢cargo ship safety radio certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 300gt on international voyages only †¢cargo ship safety equipment certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt on international voyages only †¢cargo ship safety construction certific ate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt on international voyages only †¢cargo ship safety certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 300gt †¢load line certificate – for passenger ships in non-UK waters, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 24 metres in length (if built on or after 21 July 1968) or of more than 150gt and for passenger ships in UK waters over 80 net tonnes †¢oil pollution prevention certificate – for fishing vessels, passenger ships, cargo ships, chemical tankers or gas carriers and large commercial yachts over 400gt and oil tankers over 150gt †¢minimum safe manning document certificate – for passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt †¢safety manageme nt certificate – for all passenger ships and for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt †¢ship security certificate – for passenger ships, cargo ships oil tankers, chemical tankers or gas carriers and large commercial yachts on international voyages only †¢sewage pollution certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts of 400gt or more, or carrying 15 persons or more on international voyages only †¢air pollution certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial achts of 400gt or more †¢anti-fouling declaration – for fishing vessels under 24 metres in length or of less than 400gt †¢anti-fouling certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers o r gas carriers and large commercial yachts of 400gt or more †¢certificate of fitness (chemical or gas) certificate – for all chemical tankers or gas carriers †¢dangerous goods certificate – for passenger ships built after 1 September 1984, and for cargo ships after a certain date of build on international voyages only †¢certificate of compliance for a large charter yacht – for all large passenger yachts †¢UK fishing vessel certificate – for fishing vessels between 15 and 24 metres in length †¢international fishing vessel certificate – for fishing vessels over 24 metres in length †¢small commercial vessel certificate – for pilot boats and small commercial vessels under 24 metres in length †¢certificate of registry – mandatory for all fishing vessels, optional for pilot boats and small commercial vessels †¢international tonnage – for fishing vessels under 24 metres in length How to cite Monitor Complience with Legislative Requirements, Papers Monitor Complience with Legislative Requirements Free Essays string(166) " view of the carrier’s agent and ordered the release of the cargo against security lodged with the court in the form of deeds to a property owned by a third party\." A. monitor complience with legislative requirements †¢Understanding the principles on how to monitor complience with the legislative requirements monitor complience with legislative requirements Understanding the principles on how to monitor complience with the legislative requirements 1. explain the basic principles of â€Å"general average† 2. We will write a custom essay sample on Monitor Complience with Legislative Requirements or any similar topic only for you Order Now state the procedures for release of cargo to the consignee before the general average contribution has been assessed. 3. tate briefly the basic statutory regulations such as; load line convention, international convention and prevention of pollution at sea, STCW convention, ILO convention, SOLAS Convention, ISM code, ISPS code, GENEVA Conventions of 1958 and the United Nation Convention (UNCLOS) on the Law of the Sea, PMMRR, R. A. 8544, etc. how compliance is controlled and consequences of their non-compliance. 4. enumerate the different organizations, offices and authorities engaged in various controlled activities on vessels (classification societies, flag and port state, inspections, etc. 5. enumerate at least ten (10) different mandatory certificates, documents and records required of a commercial vessel, and the implications of their absence. 1. ) The law of general average is a legal principle of maritime law according to which all parties in a sea venture proportionally share any losses resulting from a voluntary sacrifice of part of the ship or cargo to save the whole in an emergency. In the exigencies of hazards faced at sea, crew members often have precious little time in which to determine precisely whose cargo they are jettisoning. Thus, to avoid quarrelling that could waste valuable time, there arose the equitable practice whereby all the merchants whose cargo landed safely would be called on to contribute a portion, based upon a share or percentage, to the merchant or merchants whose goods had been tossed overboard to avert imminent peril. While general average traces its origins in ancient maritime law, still it remains part of the admiralty law of most countries. The first codification of general average was the York Antwerp Rules of 1890. American companies accepted it in 1949. General average requires three elements which are clearly stated by Mr. Justice Grier in Barnard v. Adams: â€Å"1st. A common danger: a danger in which vessel, cargo and crew all participate; a danger imminent and apparently ‘inevitable,’ except by voluntarily incurring the loss of a portion of the whole to save the remainder. † â€Å"2nd. There must be a voluntary jettison, jactus, or casting away, of some portion of the joint concern for the purpose of avoiding this imminent peril, periculi imminentis evitandi causa, or, in other words, a transfer of the peril from the whole to a particular portion of the whole. â€Å"3rd. This attempt to avoid the imminent common peril must be successful†. http://en. wikipedia. org/wiki/General_average 2. ) RELEASE OF CARGO WITHOUT PRESENTATION OF THE CORRECT DOCUMENTATION There has been a noticeable increase in the unlawful or incorrect release of cargo, associated with one of the following release methods: a) Countri es that require imported cargo to come immediately under the control of their Customs service, who then take on the responsibility for its release. ) Countries with legislation that permits the release of cargo without the presentation of the original bill of lading. c) Authorisation by the carrier’s agent to release cargo without the permission of the shipper or the issuer of the original bill of lading. There has been considerable coverage regarding the delivery of containerised cargo to locations such as Chile and Paraguay, whereby their Customs service takes immediate control of the cargo and subsequently release it, often without presentation of the original bill of lading. Signum has recently encountered two situations whereby fraudsters have manipulated legislation that allows Customs, without consultation with the carrier’s agent, to release cargo without presentation of the original bill of lading. 1. The Dominican Republic legislation stipulates that a carrier must deliver all cargo to the Dominican Port Authority/Customs with the carrier’s liability ceasing at the point of entry. Cargo can be released upon presentation of the original bill of lading, accompanied by the commercial invoice. In the absence of an original bill of lading, a bond to the value of the cargo, issued by a bona fide bank or insurance company, is acceptable. The bond indemnifies any party against a loss that may occur as a result of the of the cargo being released. Neither the carrier nor their agent needs to be made aware of such a bond. Signum was asked to enquire into a matter that involved a consignee who secured the release of his cargo by means of an insurance bond and then disappeared, having failed to make payment for the cargo. Initially, the insurance company, who had supposedly issued the bond to the consignee, maintained that they could not account for itsexistence, suggesting that it had been fraudulently issued. Enquiries revealed that a member of their staff, who was authorised to issue such bonds, had done so on the instructions of her ex-supervisor and a Customs Agent. When these two parties were interviewed, they denied the clerk’s version of events. The Dominican Republic legislation stipulates that provided an authorised person issued the bond, it protects any party who suffered a loss, which applied in this instance. This allowed the shipper to lodge a claim against the insurance company for the loss of the cargo. 2. A similar situation occurred when perishable cargo was released in Suape, Brazil, without presentation of the original bill of lading. The consignee made a fraudulent application to a court under the provisions of the Brazilian Importation Legislation on perishable goods to secure the cargo’s release. He alleged that the shipper had reneged on a contract that allowed him to partly pay for the cargo prior to its receipt and then pay the outstanding amount by instalments. Due to the shipper’s refusal to release the cargo under the terms of the contract and his intention to re-ship it would cause him an irreplaceable loss. The court accepted this submission without seeking the view of the carrier’s agent and ordered the release of the cargo against security lodged with the court in the form of deeds to a property owned by a third party. You read "Monitor Complience with Legislative Requirements" in category "Essay examples" After obtaining custody of the cargo, the consignee attended the court and produced a fraudulent document, showing that the shipper acknowledged the payment agreement. This caused the court to cancel the security and return the deeds of the property. The court application and payment agreement were shown to be fraudulent and that the consignee had committed similar frauds. The only action that could be taken was to notify Customs and the law enforcement agency of this person’s activities. A more serious problem that continues to cause concern is where carriers’ agents disregard their legal responsibility in respect of the notified release instructions and authorise a party to receive their cargo without presentation of the correct documentation. This lack of judgement is all too often influenced by their close association with the consignee or their agent, with whom they have no legal obligation. Such releases can cause serious financial implications to the other parties. The general methods used to secure the release of cargo are: 1. The consignee/agent promises to present the original bill of lading at a later date. 2. The production of a consignee/agent’s letter of credit. 3. Bank reference confirming sufficient funds exist in the consignee’s account. 4. The presentation of a forged document. Signum was asked to enquire into the activities of an agency, whereby it appeared that over a period of time some 150 containers laden with cargo had been released in non-compliance to their release procedure. This procedure required both the Shipping Manager and another member of staff to authorise the release of containers, upon production of the correct documentation. The Shipping Manager, due to his status and guile, was able, over several months, to authorise the release of these containers without complying with the agencies directive. Only when it became impossible for him to continue to deceive others as to his actions, did he decamp. Prevention is simple. If the original bill of lading is not produced, or there is doubt as to whether it is genuine, then advice should be sought from the issuer of the document. If the matter cannot be resolved satisfactorily and safely, assistance should be obtained from the Club’s local correspondents or the Members’ usual contact at the Club. Signum is always available to investigate serious cases. http://www. ukpandi. com/fileadmin/uploads/uk-pi/LP%20Documents/Signum_Reports/Signum%20release%20of%20Cargo. pdf 3. ) USCG Load Line Regulations and Policies (46 CFR parts 42–47) 46 USC chapter 51) Overview The principal Coast Guard office responsible for load line regulations and policy is the Naval Architecture Division (CG-ENG-2). In general, most commercial U. S. vessels that are 79 feet (24 m) in length or longer (or more than 150 gross tons if built before 1 Jan 1988 on domestic voyages, or built before 21 Jul 1968 if on foreign voyages) must have a valid lo ad line certificate when venturing outside the U. S. Boundary Line, whether on a domestic or international voyage. Domestic voyages are coastwise, offshore, or high seas voyages that return directly to a U. S. ort (including â€Å"voyages to nowhere†). There are a few limited categories of vessels excluded from load line requirements. For example, small passenger vessels (i. e. , less than 100 gross tons) that only operate on domestic voyages are excluded. Refer to 46 USC 5102 for vessel applicability specifics. IMPORTANT NOTE CONCERNING U. S. FISHING VESSELS: Previously, all U. S. fishing vessels were statutorily excluded from domestic load line regulations, regardless of size or length (although some fishing vessels that also process their catch beyond certain stages are required to obtain load lines). However, in the Coast Guard Authorization Act of 2010, Congress revoked that exclusion for new fishing vessels built on/after July 1st, 2012. Subsequently, in the Coast Guard and Marine Transportation Act of 2012 (signed into law on 20 Dec 2012), Congress postponed the load line compliance date to July 1st, 2013. Consequently, fishing vessels built on/after 1 July 2013, that are 79 feet or longer, and that operate outside the Boundary Line, are required to have a load line. Load line assignment includes pre-construction review and approval of plans by the assigning authority. Therefore, after 1 July 2013, fishing vessel designers/builders who intend to re-use construction plans for previously-built fishing vessels are cautioned that the plans might not comply with all load line requirements. If the owner intends to operate the new vessel outside the Boundary Line, then designers/builders are advised to submit the plans to the assigning authority in a timely fashion. Existing fishing vessels (i. e. , built before 1 July 2013) remain exempted from load lines for the time being. However, they will eventually have to meet the requirements of an alternate load line compliance program to ensure their continued seaworthiness beyond a certain age. The safety requirements for this alternate program, and the age at which the fishing vessels will need to comply, will be developed in cooperation with the commercial fishing industry and established by future regulation. (â€Å"Built† for these purposes means the date on which the vessel’s keel is laid, or the assembled weight of the vessel is at least 50 metric tons (49. long tons) or one percent of the estimated mass of all structural material, whichever is less. ) How is load line length measured? Where is the Boundary Line? Purpose of Load Line Assignment The purpose of load line assignment is to ensure the seaworthiness of the intact (undamaged) vessel. This is accomplished by: †¢Ensuring a robust hull that can withstand severe sea conditions (i. e. , structural design, construction, and mainten ance) †¢Ensuring weathertight watertight integrity (i. e. , coamings; exposed doors, hatches, hull valves, etc, are in good working condition) Ensuring that the vessel has reserve buoyancy and is not overloaded (by limiting the maximum loaded draft) †¢Ensuring that the vessel has adequate stability for all loading operating conditions (by approved stability documentation instructions) †¢Ensuring rapid drainage of water on deck (boarding seas) (by adequate arrangement of freeing ports in bulwarks) †¢Ensuring safety of crew while working on deck (by increased freeboard to reduce boarding seas, guardrails) †¢Ensuring that modifications to vessel do not compromise seaworthiness (modifications must be approved by LL assigning authority) Periodic inspections (afloat and drydocked) to verify that the above are properly maintained (by LL assigning authority) Obtaining a Load Line International load line certificates are issued to vessels that meet the requirement s of the IMO International Convention on Load Lines (ICLL); ICLL certificates are required on U. S. vessels that go on voyages to foreign ports or waters. Domestic load line certificates are issued to vessels that meet the requirements of U. S. load line regulations (which are found in 46 CFR Subchapter E). With minor exceptions, the U. S. requirements for an unrestricted domestic load line (suitable for high seas voyages) are the same as the requirements for an international ICLL load line. For this reason, an ICLL certificate is acceptable in lieu of a domestic certificate. Load line certificates (domestic or ICLL) are issued on behalf of the United States by the American Bureau of Shipping or one of several other USCG-approved classification societies. The choice of assigning authority is made by the vessel owner/operator. The Coast Guard itself does not issue load lines other than a â€Å"single voyage exemption certificate. † In order to be issued a load line (whether domestic or international ICLL), the vessel must be constructed to meet the load line requirements. This entails pre-construction review and approval of the vessel’s design by the assigning authority. Surveyors then periodically visit the shipyard to verify that it is being constructed according to the approved design. Upon completion of construction, the vessel is inclined so that its stability documents can be approved and issued. The freeboard assignment is calculated, and the load line marks are inscribed on the hull. Upon final verification that all of these steps have been properly accomplished, the vessel is issued a load line certificate. A load line certificate is normally issued for a 5-year term, subject to annual â€Å"topside† surveys to verify that hatch covers, doors, vent covers, and other critical closures are in good working condition, and that there have not been any damage or unauthorized modifications that would compromise the vessel’s seaworthiness. At the end of the 5-year term, the vessel must be drydocked to inspect the underwater hull, seachests and valves, etc, before a new certificate can be issued. Load Line Enforcement and Violations U. S. vessel owners and operators are subject to fines and penalties if a vessel is overloaded such that the load line marks are submerged, or the vessel is operated in violation of any restrictions on its certificate. Penalties are set forth in 46 USC 5116. Foreign vessels in U. S. waters are required to have a valid international (ICLL) load line certificate. A foreign vessel may be detained in port if the Coast Guard determines that it is overloaded, or unseaworthy due to poor condition. The vessel won’t be released to depart until the deficiencies have been corrected: excess cargo is offloaded, repairs have been made and a surveyor from the assigning authority has attended the vessel to confirm its compliance with ICLL regulations. 4. ) BP Shipping safeships On the face of it, BP Shipping is one of the safesttanker operators around, regularly achieving topquartile safety results in the industry and rarelymaking headlines for the wrong reasons. But as the organization’s fleet has grown rapidly to more than 80 vessels today, so the realization has spreadthat truly world-class safety performance is about more than lowering headline safety numbers or beating industry benchmarks. For safety performance to really move to a new level, it has to become self sustaining and therefore sustainable. â€Å"Day in, day out, the safety message has to be made and remade so that it becomes engrained at every level everywhere, in every action, in every decision and in every way. The entire organization has to be safety empowered and constantly on the lookout for new hazards,† says Dave Williamson, director of fleet operations for BP Shipping. â€Å"We’re beginning to make the turn towards constant improvement and the sort of restless state of mind that we need, but there is still some way to go. † In the past, most emphasis has been put on numbers and performance based on: ‘days away from work case’ incidents, lost time injuries, near misses, oil spills and other serious incidents. These performance matrices continue to be monitored very closely and show continuous improvement. But now the push is on to move safety performance to another level, motivated in no small measure by a fear that some of the cultural and operational factors that led to the Texas City refinery explosion in 2005 might be present in some parts of BP Shipping’s activities. The key to this has been to get everyone in the organization to think about safety in a new way, one that focuses on experience, leadership, training, processes and relationships rather than numbers. Intrinsic to this more open approach is the importance of driving safety back into the ’line’ – to people with asset management capability. In parallel, new emphasis is being placed on safety leadership on vessels and ashore to engender a stronger sense of inclusiveness and team bonding around safety behaviour. â€Å"Safety is not just about trips or falls. It’s about exactly the same things you also need to achieve great operational performance and the same motivations that give us the continuous drive to have the best people, processes, equipment and leadership. † Williamson concludes: â€Å"At the moment we’re not able to say we’re the best, we still have areas where we believe there is significant room for improvement. But ‘the best’ is a relative state and safety is a never ending journey. Mysense is that we’ve made significant changes andadvances in the past couple of years. † Measuring safety All injuries by activity, October 2006 All injuries by location onboard, October 2006 Other 23 % Office work 2% Cargo operations 2% Shipyard 5% Navigating 2% Engine operations 9% Bunkering 7% Maintenance 36% Mooring 7% Drills and exercises 2% Domestic 5% Other 6% Enclosed space 2% Steering gear 2% Store rooms 6% Bridge 2% Engine room 41% Mooring areas 4% Lifeboat Accommodation 11% embarkation 4% Main deck 22 % Illegal, Unreported, and Unregulated (IUU) Fishing The crew of the Coast Guard Cutter Rush escorts the suspected high seas drift net fishing vessel Da Cheng in the North Pacific Ocean on August 14, 2012. Photo Credit: U. S. Coast Guard Liberian fishery observers toured a shrimp vessel as part of the two-week observer training program supported by NOAA Fisheries to combat IUU fishing. IUU fishing is a global problem that threatens ocean ecosystems and sustainable fisheries. IUU products often come from fisheries lacking the strong and effective conservation and management measures to which U. S. fishermen are subject. IUU fishing most often violates conservation and management measures, such as quotas or bycatch limits, established under international agreements. By adversely impacting fisheries, marine ecosystems, food security and coastal communities around the world, IUU fishing undermines domestic and international conservation and management efforts. Furthermore, IUU fishing risks the sustainability of a multi-billion-dollar U. S. industry. NOAA’s Role in Combating IUU Fishing Because the United States imports more than 80 percent of its seafood, NOAA Fisheries is working to ensure that high demand for imported seafood does not create incentives for illegal fishing activity. Working in partnership with other U. S. Government agencies, foreign governments and entities, international organizations, non-government organizations, and the private sector is crucial to effectively combating IUU fishing. We work with other fishing nations to strengthen enforcement and data collection programs around the world aimed at curtailing IUU fishing. We have put measures in place to restrict port entry and access to port services to vessels included on the IUU lists of international fisheries organizations with U. S. membership. For recent news on IUU fishing, visit our IUU stories page. In addition, U. S. legislation allows us to take action on our own. The Magnuson-Stevens Reauthorization Act, which amends the High Seas Driftnet Fishing Moratorium Protection Act, requires NOAA to identify countries that have fishing vessels engaged in IUU activities. Once a nation has been identified, we consult with the nation to encourage appropriate corrective action. If the identified nation receives a negative certification, we can impose trade restrictions on that nation. The Lacey Act also provides the United States with the authority to impose significant sanctions against individuals and companies engaged in trafficking illegally taken fish and wildlife. Learn more about action NOAA is taking to combat IUU fishing. For more information or questions on IUU fishing, please visit our frequently asked questions page or contact David Pearl (david. pearl@noaa. gov). 5. ) passenger ship safety certificate – for all passenger ships †¢cargo ship safety radio certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 300gt on international voyages only †¢cargo ship safety equipment certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt on international voyages only †¢cargo ship safety construction certific ate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt on international voyages only †¢cargo ship safety certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 300gt †¢load line certificate – for passenger ships in non-UK waters, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 24 metres in length (if built on or after 21 July 1968) or of more than 150gt and for passenger ships in UK waters over 80 net tonnes †¢oil pollution prevention certificate – for fishing vessels, passenger ships, cargo ships, chemical tankers or gas carriers and large commercial yachts over 400gt and oil tankers over 150gt †¢minimum safe manning document certificate – for passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt †¢safety manageme nt certificate – for all passenger ships and for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt †¢ship security certificate – for passenger ships, cargo ships oil tankers, chemical tankers or gas carriers and large commercial yachts on international voyages only †¢sewage pollution certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts of 400gt or more, or carrying 15 persons or more on international voyages only †¢air pollution certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial achts of 400gt or more †¢anti-fouling declaration – for fishing vessels under 24 metres in length or of less than 400gt †¢anti-fouling certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers o r gas carriers and large commercial yachts of 400gt or more †¢certificate of fitness (chemical or gas) certificate – for all chemical tankers or gas carriers †¢dangerous goods certificate – for passenger ships built after 1 September 1984, and for cargo ships after a certain date of build on international voyages only †¢certificate of compliance for a large charter yacht – for all large passenger yachts †¢UK fishing vessel certificate – for fishing vessels between 15 and 24 metres in length †¢international fishing vessel certificate – for fishing vessels over 24 metres in length †¢small commercial vessel certificate – for pilot boats and small commercial vessels under 24 metres in length †¢certificate of registry – mandatory for all fishing vessels, optional for pilot boats and small commercial vessels †¢international tonnage – for fishing vessels under 24 metres in length How to cite Monitor Complience with Legislative Requirements, Essay examples

Dream Deferred free essay sample

Dream Deferred What happens to a dream deferred? Does it dry up Like a raisin in the sun? Or fester like a sore and then run? Does it stink like rotten meat? Or crust and sugar over like a syrupy sweet? Maybe it just sags like a heavy load Or does it explode? Look up definitions for the words defer and fester and write them down. Identify the five similes Hughes uses in the poem. Explain three of the similes starting with the pattern below. What images and feelings do each simile create?Write at least three sentences about each simile. Begin writing here: 1. A dream deferred is like a raisin in the sun because . . . as a raisin dries up in the sun, a dream that gets put off or deferred can wither and die. 2. A dream deferred is like a syrupy sweet because . . . a dream that gets deferred could get sweeter with time as we look forward to the realization of the dream. . . The play depicts many different instances of dreams being ? deferred. In referring to Hughes poem, Walter? s dreams are not only deferred but they also ? sag like a heavy load (Hansberry 1). In addition to this, she also dreams of pursuing a medical education so she can become a doctor (Pink Monkey). These dreams are further destroyed when Mr. Once again, yet another dream has been ? deferred (Hansberry 1). ? The play answers Hughes? first question in his poem, ? What happens to a dream deferred,? by showing the characters reactions to their failing dreams. By now, the family has learned that the ? dream of a house is the most important dream because it unites the family (Kohorn 1). Ultimately, their dreams finally come into realization when they move into their new house. Dreams do not dry up as a raisin in the sun would. For him this would be ? he life? (Mauro 1). As Hughes? poem says, ? Maybe it just sags like a heavy load (Hansberry 1). At the beginning of the play, a determined Beneatha is studying at the local college and presents herself as an intellectual. In one particular case, he explodes on his sister, Beneatha by saying, ? Who the hell told you you had to become a doctor (Mauro 1) As Hughes states in his poem, a dream deferred may ? stink like rotten meat (Hansberry 1,? and to Walter it really does. She also wants the kids to receive a good, solid education.

The Cia Essays - Central Intelligence Agency,

The Cia CIA: The Black Sheep of the US Government Thinking in the philosophical terms of good and evil, nothing purely good can survive without the slightest taint of evil, and vice-versa. The same standard exists for everything. Just as you cannot always succeed by being purely honest, a government cannot hold itself together without committing its own personal rights and wrongs. The United States of America has protected its residents well in the past, and kept the appearance of a mild innocense; well, most of it, anyway. The Covert Intelligence Agency (CIA) is mostly swamped in its wrongs, though many have not even been proven. The CIA has been this countrys yang to protect the populace of the USA. CIA is an agency of the Executive Branch of the United States government. It was created by the National Security Act of 1947, which also unified the three military departments (the Army, Navy and Marines) under a secretary of defense. It replaced the National Intelligence Authority and the Central Intelligence Group. Its purpose is to keep the U.S. government informed of foreign actions affecting our nation's interests. The agency gathers political, economic, and military information about more than 150 nations and evaluates it for other U.S. government agencies. The CIA employs many foreign agents to supply intelligence about their native countries. It can also gather intelligence by listening to foreign radio and television broadcasts. Other ways include: reading foreign printed material available to the public, using aircraft with cameras, and using satellites to take pictures. The CIA works mostly by espionage, which is the act of spying on a country, organization, movement, or person. Using this method, the CIA evaluates and interprets information from its agents and researchers. It uses a lot of technical devices such as electronic eavesdropping equipment and also performs counterespionage. This prevents the theft of secret information and detects the presence of spies in the United States. Some think the history of espionage goes back to prehistoric times. The bible tells of Moses sending spies into Canaan. Frederick the Great of Prussia is credited with originating organized espionage. George Washington's spies obtained intelligence and information during the Revolutionary war. The CIA's original job was primarily intelligence gathering, but when Communism started to spread, the National Security Council directed that the agency take part in political, covert, paramilitary, and economic operations. When the Korean War broke out, the CIA performed these operations, it also had additional requirements to support the combat forces. In 1950 and 1953, the CIA went through several changes. An Office of National Estimates was given the mission of projecting future developments. Overseas operations were placed in one directorate. Another directorate was in charge of all intelligence production and a third directorate included all support activities. During this period, up until 1961, the CIA was at the height of its cold war activity. It carried out continuous foreign intelligence, counterintelligence, political action, and propaganda.3 In 1955, Dwight D. Eisenhower signed a bill granting $46 million for the construction of a CIA Headquarters Building. The cornerstone of the building was laid on November 3, 1959.2 The CIA has played a big part in the U.S. controversy with Cuba. On April 17, 1961, the CIA, supported by Cuban exiles, invaded Cuba. It was known as the Bay of Pigs invasion. On the same day, the first employees moved into the completed CIA Headquarters Building. On Oct. 15, 1962, the Cuban Missile Crisis began. The CIA was the organization that discovered the Soviet-made nuclear missiles in Cuba. The missiles were capable of reaching most of the United States.2 Also in 1962, the CIA had a mission in Cuba called MONGOOSE. In this mission the CIA planned to destroy a railroad yard and bridge. It also persuaded a German ball bearing manufacturer to send reject bearings to Cuba so the machines that they were used in would malfunction. It also sabotaged new busses that were ordered by Cuba for its own use. The CIA also assisted others in assassination planning against Cuban President Fidel Castro.6 Cuba is not the only foreign country that the CIA has carried out missions in. In Afghanistan, the CIA responded to the 1979 Soviet invasion. The CIA operated in conjunction

jazz in America

Ever since the beginnings of jazz in America at the turn of the twentieth century jazz was a music form that northerners were not exposed to because slavery, for the most part, took place in the south. And that is where jazz in America came from, the slaves. The focal point for jazz in the states became and remained New Orleans for the first part of the 1900s. This remained unchanged for about 20 years. But because Chicago was such a big stop for most of the traveling shows that originated in New Orleans the music started to move at a rapid pace. And Marshall Stearns specifically stated the hypothetical peak of jazz intensity shifted from New Orleans to Chicago sometime before 1920(Ostransky 63). And as I will discuss later, through a phenomenon known as the Harlem Renaissance, New York became another hub for the jazz culture. Because Chicago was an important center for railroad and shipping it attracted many transients and travelers (Ostransky 63). Many of these people were musicians, particularly piano players. As these people arrived in Chicago they realized that a hint of ragtime was there already. As a matter of fact it may have been introduced there as early as 1893 at The Worlds Fair (Ostransky, 67). At there fair it was thought that professors had introduced the music style and it formed a pretty good foundation. In 1906, Tony Jackson came to Chicago and about two years later Jelly Roll Morton arrived. The two continued to build the foundation that had been started at the fair. The two performed at popular nightspots and it was said by Eileen Southern: because of their efforts Chicago became the center of ragtime playing that St. Louis had been a decade earlier(Ostransky, 63). Another big contributing factor was that as mentioned before, New Orleans was an important starting point for many traveling shows. But a lot of these traveling shows ended in Chicago. The city was also a ...

African American Literature Essay Example for Free (#2)

African American Literature Essay African American (597) , African (466) , Short story (403) , American literature (133) , African american literature (7) company About StudyMoose Contact Careers Help Center Donate a Paper Legal Terms & Conditions Privacy Policy Complaints ? African American literature has a strong deeply rooted background in the history of America, thus giving the writers categorized in this genre a strong message to convey in any story they chose to tell. From tragic life moments to happy life moments, the writers have the ability to tell their story in a variety of methods. This canon of literature serves as a diary for the African American community. All of the literary works that compile this genre reflect the many twists and turns a collective group of persons must endure while struggling to achieve a place in history. The following discussion of three historically significant African American stories reflects the struggles one race of persons had to endure on their journey throughout various time periods in America. The Short Stories In the short story, My White Folks Treated us Good by Mariah Hines the author describes in first person account of a situation when African American slaves were treated well in comparison to the stories of abuse, rape, and neglect most persons are accustom to reading from this era. The slaves never went hungry, always had clothes to wear, were able to work under their own accord, always treated with respect, and were told to take Sundays off while also being encouraged to attend church on Sundays. The slaves were in fact treated so well that when they were free to leave, they choose to remain at their former master’s farm and continued working for him. Hines concluded the Master continued to support his former slaves. Hines stated â€Å"Master helped us much as he could. Some of us he gave a cow or mule or anything he could spare to help us (p. 34). † Moving forward in time, the short story Sweat by Zora Neale Hurston describes a situation of domestic abuse in a long term relationship between a wife, Delia Jones, and her husband, Sykes Jones. Sykes enjoyed torturing Delia, he would find ways to make her job as a washwoman more difficult by kicking the clothes across the room or by scaring her with ways related to her fear of snakes. Sykes enjoyed fighting; he in fact enjoyed it so much so that he intentionally picked fights with Delia. This type of torture strained their marriage to the point of near silence on a daily basis. Sykes thought it to be a good idea to bring a rattlesnake into their home. The rattlesnake got lose in the home, Delia was able to get outside the home but Sykes remained in the home and was attacked in their bedroom. Sykes yelled to Delia for help and comfort, but she was unable to come to him related to fear. Delia finally walked to the door, but due to the nature of his injuries and the distance to the doctor she understood he would not make it through this attack, therefore she allowed him to pass in their backyard. â€Å"She could scarcely reach the chinaberry tree, where she waited in the growing heat while inside she knew the cold river was creeping up and up to extinguish that eye which much known by now that she knew (p. 108). † This story shows how those who choose to abuse others always pay for those actions in the end. Alice Walker wrote the story Nineteen Fifty-Five, about a young white singer, Traynor, who purchased a song from a young African American woman, Gracie Mae, and went on to become famous after recording and releasing his own version. His version of Gracie Mae’s song continued to eat away at Gracie Mae for the rest of her life. It did not have the same meaning, nor was it loved by his fans for the same reasons she hoped it would be. The fans loved Traynor, not the song. Traynor continued to keep in contact with Gracie Mae throughout his time in the army, touring, marriages, and divorces. Then towards after many years, contact stopped and Traynor was found dead after 15 wives and a troubled road in the end. Gracie Mae lived vicariously through Traynor and his portrayal of her song. Gracie Mae herself lived quite happily through the birth of many children, the divorce and/or death of three husbands, the showering of gifts from Traynor, and his ultimate death. Gracie Mae did have a connection to Traynor that flowed deeper than her song. â€Å"One night I dreamed Traynor has split up with his fifteenth wife p. 297). † Due to the stereotypes and prejudices of this time period Gracie Mae and Traynor were never able to express the emotional connection they felt between each other. Common Literary Conventions Literary conventions and themes were similar in the stories; connotations, culture, undertones, and main characters were alike. The three stories were written in first person and portrayed a personal struggle endured by each main character. The main character was always female, strong, and independent in different way. The stories span three different periods of time, yet still reflecting similar struggles in very different settings. These conventions are important when connecting the messages of these stories. Each has a story of struggle, some are internal while others are outward, and each woman must find inner strength to change or cope with their situations. Beginning with My White Folks Treated us Good, this story was historically important in relation to conveying the happiness that could be found in such a dire situation as slavery. Hines showed not all slavery conditions were adverse or abusive; there was still the possibility of enjoying life, and gaining independence by getting the break needed, such as the freeing of all slaves, to make one’s own life better. In Sweat, Hurstson was able write a story about a woman able to persevere in a dreadful situation of both mental and physical abuse. During this time in history, women were not able to be independent and outspoken due to a fear of judgment or increased abuse. Delia was given the chance to be free from the abuses of Sykes and took that chance by allowing him to die from his injuries, thus resulting in her freedom. Following in the same suit, Nineteen Fifty-Five expressed the internal struggle of a woman’s desire to be understood and independent. Gracie Mae wanted to sing her own song and live her own life, without connection to a version of her song that did not represent the original intent. Gracie Mae was happy with her life, but was never free from what the release of her song brought to her life. Conclusion Culturally, these stories are important to all American’s. The historical significance of these stories and the emphasis on equality places a connotation of acceptance and availability of equal opportunity to all persons regardless of color, social class, age, race, gender, or personal situation. African Americans are able to tell their personal stories of struggles and triumphs through literature. This literature is a valuable tool for all persons wanting to educate themselves about significant times in American history. References Young, A. (1996). African American Literature: A brief Introduction and Anthology. New York, New York: HarperCollins College Publishers. African American Literature. (2016, Dec 18).

Sleep deprivation negatively affect driving performance and causes car Essay

Sleep deprivation negatively affect driving performance and causes car accidents - Essay Example The danger is even more compounded with the fact that people are often unaware of the fact that the failure to sleep increases the possibility and probability of accidents (Gregory, 2009) This paper seeks to address the importance of sleep, factors that cause sleep variations as well as the relation of this to work performance. Further, the paper illuminates on the relation of sleep build-up and sleep deprivation on accidents propensity, as well touching on the models and other conditions such as apnea in relation to work and injuries at the workplace. Sleep and Accidents Generally, accident that is caused as a result of sleep is regarded as accident caused by human error, and often times the impact of it is correlated to the task that was being carried out. Therefore, in an event where there is more speed in terms of performing the task, then the degree of injury is normally aggravated (Gregory, 2009). This therefore means that skiing are often more serious accidents than walking ac cidents. Accidents could even be more aggravated in areas where machines are many and work is machinated, in say Agricultural Industry, where there are a lot of different tasks and models and types of machines (Gregory, 2009). Broadly speaking, accidents causing injuries happen in the line of human interactions with the machines at the work place. Often times, these machines include cars, trucks, and others such as tractors among many others (Gregory, 2009). The manner in which a worker interacts with the machines is highly associated with his level of maturity, and accidents normally occur due to use of alcohol, use of other drugs such as caffeine or ‘build up of sleep debt which is the prime focus of this paper (Scott et al, 2006). One is then likely to ask the question: how can sleep deprivation cause accidents, and how is their impacts measured? The answer is that, while sleep and alcohol correlation is easy to measure, the former, accidents and sleep, has been largely dif ficult. The general agreement is however in the duration of sleep. Duration of sleep is sometimes as long as 6 weeks, and the risks is often analyzed within the confluence of the time of the day one sleeps and the amount therein. Further, it is also correlated to the amount of sleep one had the night before (Scott et al, 2006). Broad Factors that Impair Sleep and the effects Factors that impair sleep have been recognized as use of caffeine, talking radio, cold and other distracting activities. It is therefore often seen with students who stay awake at night having to dose during lectures. Another example worthy noting is the fact that Pilots stayed awake in the course of dogfights in World War II and fell asleep, thus crashed on their flight back to base (Gregory, 2009). Sleep Management and the Risks Involved Psychologists have identified two types of risks associated with sleep management. One is low performance or loss of it altogether when one falls asleep at the workplace. This often happens when the individual is â€Å"un-stimulated and bored even without sleep debt† (Gregory, 2009). The second one is observed in the decreased performance at the work place in

What is meant by transaction costs and what part do they play in our Essay

What is meant by transaction costs and what part do they play in our understanding of the reasons for the existence of firms - Essay Example Coase’s theory that the transaction costs form the economic groundwork for all firms, thus becoming the sole reason for the existence of any organisation within marketplace, however has met with a number of contradictions. Many economists contend that existence of firms is not solely dependent on transaction costs. Other abilities (like being able to handle large variety of resources)   are of great advantage to any firm, especially in the context of new technologies, which create various opportunities where the organisation can improve their production values and increase their revenues, where the earned benefits accumulate to ‘start-ups,’ capable of creating more contemporary firms (  Alchian, and Demsetz, 1972, 777-795). Thus here the basic question is: does Coase’s theory on transaction costs present a holistic view on explaining why firms exist? In  economics,  transaction cost  refers to the expenditure  incurred while making a financial exchange, which can be stated as the cost incurred when one wishes to participate in a market. Humans by nature are social animals and tend to group together to conduct their various daily affairs, conducting business being one of them. Bartering is also another basic human nature, and this is most evident in marketplaces, where individuals tend to seek the best bargain by competing with their opponents (Maynard, 1982). Markets are organised social spaces for conducting such businesses or exchange of items and have been in vogue from the ancient times. Right from its origin there has been two forms of market: external market, where trade took place between communities, located at long distances from each other; and internal market, which is located within a particular society or community (Swedberg, 2005, 234-235). The producers gather here for gaining more customers;

Why I Want to Transfer to John Hopkins University Essay Example for Free

Why I Want to Transfer to John Hopkins University Essay My personal goals coincide with that of John Hopkins University—the focus on research and advancement of scholars. This kind of focus is something akin to my own passions, my involvements, and my interests in pursuing science and research. In addition to this, the University is really keen in ensuring that its students and its research are doing excellently. I arrived at my decision to transfer to John Hopkins based on several things. I have come across the testimonies of friends, as well as other colleagues regarding the promotion of excellence at John Hopkins. I also wanted to know for sure and that is why I conducted a research regarding the legacy of John Hopkins. I am amazed at the diversity of points of view and excellence in scholarship at the University. The University has been at the forefronts of the development in health sciences. For me, such a University challenges its students to give their best in meeting the standards and needs of the university. In keeping with the high standards of the University, I was also drawn to the names currently serving as faculty of the John Hopkins and their capabilities and leadership in their fields add greater momentum to the edge of the University in the field. It is a challenging environment, surely, but such challenge is necessary for the University to produce top quality graduates and practitioners in various fields. As for me, I want to belong to an institution with a proven track record and excellence in training its training for service in the broader society. I foresee that my will, my skills, and my capabilities will be put to the test, but my dedication to my chosen field will see me through.

Jealousy in William Shakespeares Othello Essay -- William Shakespeare

Jealousy in William Shakespeare's Othello In the play Othello, jealousy and envy are prominent themes from the beginning to the end. As the play slowly unfolds it is evident that jealousy is the cause of most of the dramatic actions which take place in the duration of the play. It is described as the "green - eyed monster." "Green" representing the colour of envy, and "monster" shows how destructive and how vicious it can be. This quotation is said by a character named Iago. Iago has a strong manipulative mind. He is the first of all the characters in the play to be attacked by the "green - eyed monster." This is very ironic, Iago is warning Othello to be aware of jealousy, however what Othello does not know is that Iago is the one that is building up the resentment within him. As the play opens we see that Iago is already feeling jealous as he says "That never set a squadron in the field, nor the division of a battle knows" this portrays Iago's bitterness and towards Cassio. The reason for this is, Cassio has just been promoted to lieutenant and Iago thinks that he is the wrong man for the job. Iago thinks that he deserved it more than Cassio. This quotation states that Cassio is not an experienced or practical soldier and should not have the job. However the main character that is affected by the venom of the "green - eyed monster" is the main character in the play, Othello. In Othello's situation, the poison of the jealousy grows slowly as the play proceeds. Unlike Iago whose jealousy fires up as soon as he hears about Cassio's promotion. The jealousy that Othello experiences changes his whole character. Othello has a transformat... ...f the jealousy. In conclusion, it is fair to say that Iago did "enmesh" the characters in his net of jealousy and did so successfully. However, Iago's lies caught up to him, as in the end, Othello knew what he had done, as he "strikes" Iago. He used carefully structured sentences to achieve this. "Ha. I like not that" is a very good example of this. It is clear that Iago is also capable of portraying what he wants in what ever character he pleases to do so in. he uses evidence that is not proper proof and makes it seem as real as reality. And example of this is "the handkerchief." After noticing what jealousy is capable of, it is clear why Iago says that jealousy is a "green - eyed monster." Jealousy did not only acquire dead bodies like Desdemona, but ruined the true love that Desdemona and Othello shared.

Essay on the Enlightenment

Enlightenment Essay The Enlightenment may have happened a long time ago, ideas of the thinkers of that era have shaped and influenced ideas of today. Thinkers like Montesquieu, Voltaire, Rousseau, and Locke may have directly influenced the government of the United States. Montesquieu argued that the best government would be one whose power was balanced between three groups of officials. He thought England – which divided power between the king (who enforced laws), Parliament (which made laws), and the judges of the English courts (who interpreted laws) – was a good model of this. Separation of powers† was what Montesquieu called this idea of dividing government power into three branches. He thought it most important to create separate branches of government with equal but different powers. Because this, the government would never place too much power with one individual or group of individuals. He wrote, â€Å"When the [law making] and [law enforcement] powers ar e united in the same person†¦ there can be no liberty. † Montesquieu said each branch of government could limit the power of the other two branches.Therefore, no branch of the government could threaten the freedom of the people. His ideas about separation of powers became the basis for the United States Constitution. Voltaire was a French essayist, novelist, poet, and political reformer, just to name a few things. He advocated Religious and social tolerance, which are two things our own government believes in. Voltaire was a proponent of personal liberty and freedom of speech, he said the famous statement â€Å"I disagree with what you say, but I will defend to the death your right to say it. Freedom of speech is the first amendment in our constitution, and the fourth amendment is the right to personal liberty. One of his more controversial beliefs was the separation of church and state, which we belief in today. This belief was one of the beliefs that landed Voltaire in prison, and ultimately exile. The Social Contract was one of Rosseau’s most important ideas. Rousseau believed that society and government created a social contract where their goals were freedom and benefit to the public.Government’s existence depended on the will of the people. The social order was based on general will, a shared belief in a common set of interest. He believed that in a democracy, the general will of the democratic people, expressed in the way of a majority vote, to make all the decisions. The general will was also a form of freedom, and the purpose of law was to combine the general will with the desires of the people. These ideas on democracy, general will, and freedom are found in our own government today.Locke was one of the most influential philosophers of the Enlightenment. He believed that bâ€Å"y nature men are free, and that God made it so people need a leader. He argued people have rights. Those rights include right to life, liberty, and property. He used this claim to promote the idea of the social contract, so people can enjoy there right to comfortably enjoy there lives, liberty, and property. Locke also said that governments existed to protect the people and promote public good so governments who don’t do that should be replaced  with new governments.He said people had a right to revolution. Locke also denied the idea of divine right. All these ideas are found in the constitution. The right to revolution was especially important to the colonists, because they believed the British government was not a good one, so they wanted to replace it with their own new form of government. It was a time of absolute monarchies and tyranny in Europe. The US constitution was a reaction to that, a very republican, representative constitution.Also, it was a time when people were persecuted or even exiled, for having a religious belief other than the one of the government, the constitution reacted to that. It’s als o federalist because the US at the time was very decentralized in terms of communities, people wanted to retain self-governance, rather than hand it off to far away England. Many other things in the constitution were different than the beliefs of the governments in Europe, and the colonists wanted to change that. That is how the constitution reflects the times it was written in.

Literature review Essay

Youthfulness has always been an attraction, a perception of vibrancy and dynamism in every stage of a man’s life. This so-called â€Å"Fountain of Youth† in each individual is reflected in his or her lifestyle; their disposition towards other people in the society; their interaction in their working environment, most especially the quality of the output of their work; and their perception of life – that age does not hamper one to continue being young. Dossey (2002:12-16) For this group of youthful old individuals, what is vital is the quality of life and not the quantity of life. It is not whether they have lived long enough, but it is whether they have lived in attainment of their goals and aspirations, with contentment and happiness. This is what really matters at the end of the day. Dossey (2002:12-16) With all these debate over the significance of â€Å"extending† this particular stage in life, science and technology played a crucial role in addressing these matters. Experiments have been conducted on the possibility of extending the life span of people with the intake of certain medicines or even through surgery. In this attempt to reach immortality, biological breakthrough in cell division and regeneration are being processed in order to ascertain the supply for this demand. Science and technology have paved way to the people’s mindset that indeed, the possibility of a longer and more youthful life can be available. Dossey (2002:12-16) From this vantage point, the emergence of biomedicine has blossomed and has demonstrated the various ways in which it can influence the social aspect of an individual, aside from the physical well-being of the person. Bios have always been regarded as the most effective and at the same time, the most cost-efficient amongst all types of remedy or medication. Before we proceed with the technical aspects of Bios in medicine or in cosmetics, it is important that the definition of Biologicals are also given proper attention in this paper. What is Biologicals? Biologicals or what we call the Biotechnology-derived products that require tedious work in preparation and simplification of the raw materials in order to ensure the quality-control is above or within the approved standards as legislated. Tsang (2003:367-370) As per attached herein, you can see the various product types of biologicals: Source: Tsang (2003:367-370) Given the sensitivity of the issue, it is necessary that Biotechnology-derived products are governed by a strong legislative body to maintain the standards that will enable the products to remain safe to the end-users, to us, humans. It was then defined that these products are products which contain a biological substance, the substance possessing the following: that it is extracted from or sourced from a biological substance, and that there is a need for that substance to undergo several tests to ascertain the measures of safety and reliability of the product; that it is not hazardous to health. Requirements have been set by the authorities-in-charge so that liabilities against the general public are minimized. At the same time, these regulatory compliances will also serve as educating tools for the end-users that they are aware of the products they purchase. This is most especially true when the health, such is the appearance, is at risk. An example of biologicals that are prevalent in this day and age is the use of Bio-cosmetics. Bio-cosmetics In order to meet the objective of the paper which is to give enlightenment on the status of the bio-cosmetic industry, it is necessary that we are all in equal footing in the definitions of the terms being used in this paper. Bio-cosmetics is primarily made of two different components incorporated to produce another element or component. In this case, we have â€Å"bio† and, we also have â€Å"cosmetics†. Bio, from the Greek combining form: bios, which means â€Å"life†. Meanwhile, cosmetics pertain to the use for beautifying, cleansing or protecting, especially of the skin, nails, hair, or other parts of the human body, or of other species required for exhibition. Webster (2006:450) Furthermore, â€Å"bio† is a composition of natural elements – raw materials that are unadulterated and constitutes the purest ingredients of Mother Nature. It is in these virgin materials that the most complicated and highly-processed and most sought-after medicines are derived from. One need not go far, as these are simply in our lush environment that we can acquire these Biologicals. Such form is the Bio-Cosmetics. From the word itself, these are cosmetics that utilize the most biologicals. Cosmetics have come a long way from its origins in the early ancient period. Grolier (2005: 188). Cosmetics, mainly used for changing and enhancing the appearance of the face, skin and/or hair of the human being, is also being used as an adjunct to religious rituals, wherein men and women in the ancient days adorn themselves with accessories and cosmetics. From the many archaeological studies of the early days, it was found that men and women knew of how to prepare pigments and blend them with greasy substances, which are then considered as cosmetics. Analysis of these prehistoric pigments has revealed that as many as 17 colors have been used for these purposes. The most commonly used were a white made from white lead, chalk or gypsum; a black from charcoal or manganese ores; and red, orange and yellow. During the ancient world, the Sumerians, Babylonians, Hebrews and Egyptians employed similar preparations of cosmetics for similar purposes as follows: ceremonial, medicinal and ornamental. The Ancient Middle Eastern civilizations lavished mostly on the eyes, in part as a form of protection. Grolier (2005: 188). Henna was used to dye the hair and the fingernails, the palms of the hand and the soles of the feet. Scents and unguents are restricted at first in the rituals of mummification. In Egypt, rouges, whitening powders, abrasives for cleaning the teeth, bath oils and lipsticks were used daily by both sexes from the upper classes. Almond, olive, sesame oils, thyme and oregano, frankincense and myrrh, saffron, rosewater, and chypre formed the foundation of basic concoctions that we re eventually used throughout the world. A few more examples of how cosmetics sprung in various countries are discussed herein: In India, cosmetics were significant in Indian women in fulfilling their duty to always appear alluring to their lover or mate, such as is specified under the Kama Sutra. Women then were advised to learn the arts of tattooing. Cosmetics also served as an emblem in determining the caste or class rank in the society. Up till now, many Indian women still use cosmetics in the ancient way: eyelids are tinted with an antimony-based dye, the faces and arms are stained yellow with saffron powder, and the soles of the feet are reddened with henna. Grolier (2005: 188). In Greece and Rome, the classical Greek only permitted the use of few cosmetics, although they made use of imported raw materials. Greek women however, dye their hair regularly during times of mourning, and they sometimes lightened it with pomade or colored powders. Meanwhile, the Romans scorned cosmetics as effete. However, during the time of the empire, cosmetics began to be desirable in defining symbols of status and wealth. It should be noted however, that most of these popular cosmetics were, in fact, poisonous, especially the white lead commonly used as face powder. Grolier (2005: 188). In Medieval Europe, cosmetics were for a time restricted to the males of certain courts and to high-born ladies and courtesans. The contemporary criteria for facial makeup in the Western world is perhaps a continuation of medieval beauty, which is required that a woman’s skin be as white as the lily, and that her cheeks as red as the rose. Preparations for achieving this ideal were available to the rich; commoners had to make do with the wheat-flour powder and beet-juice rouge. To cap this history notes of the birth of cosmetics, France emerged as the leader in developing the art of makeup, and both men and women of rank used face powder, hair powder of saffron or flower pollen, and skin lotions. On the other hand, the Italians, particularly the Venetians, had become the major producers and purveyors of cosmetic preparations. Venetian ceruse, a skin whitener, was considered superior to all others and was in great demand, despite the knowledge that the white lead it contained could ruin the complexion and cause baldness, and if used in the long run, even death. Grolier (2005: 188-191). The peak of cosmetic use was reached in 18th century Europe, especially in England and France, where both sexes attempted to reach an almost totally artificial appearance. In England, this was the age of macaroni, the young fop whose clothing, powdered wig, rouge, and red lips, were supposedly inspired by Italian fashion. By the 1880’s, advances in technology – especially in printing – and the advent of advertising opened way for a new era in cosmetic history: the age of testimonial advertisements. Respectable and beautiful women began to appear in print ads enabling and encouraging more women to use cosmetics. Grolier (2005: 188-191).