Karl Rahner And The Anonymous Christian Theology Religion Essay

Karl Rahner And The Anonymous Christian Theology Religion Essay Before we go into talking about Karl Rahners idea of the anonymous Christian, let me tell you a little bit about Karl Rahner himself. Most of my information about Karl Rahner comes from the Karl Rahner Society. When you get a chance, you should check out the website. There is a lot more information on there about his life and some of his works. Karl Rahner was born in Freiburg, Germany on March 5, 1904 and died in Innsbruck, Austria, March 30, 1984. In 1922, Rahner entered the Jesuit order and he was soon one of the most influential Roman Catholic theologians in the Vatican II era. He wrote many essays that covered a broad range of topics. Most of these essays were on what concerned the Catholics from the 1940s to the 1980s. His essays provided many resources for both academic and pastoral theology. Karl Rahner was very popular in his native German-speaking countries. He became popular through his teaching, lectures, editorial labors and membership in learned societies. Rahner was published in international publications like Concilium and he had a large collection of works. Rahner also enjoyed a positive reception of his contributions by many Protestant thinkers. After Rahners service as an official papal theological expert from 1960 to 1965, his influence became more evident. The term anonymous Christian was thought up by Karl Rahner in an attempt to explain how non-Christians could still be saved by the Passion, Death and Resurrection of Christ. To better understand how Rahner arrives at his concept of the anonymous Christian, it is important to first understand the basis of Rahners ideas. Karl Rahner was greatly influenced by Immanuel Kant and two contemporary Thomists, Joseph Marà ©chal and Pierre Rousselot. Marà ©chal and Rousselot were said to play a major role in the influence Rahners understanding of Thomas Aquinas. The basis of Rahners thoughts comes from his belief of Gods self-communication. Rahner says the self-communication of God is transcendent. It transcends all of the tangible means in history by which we have known God, such as holy people, places, and things. He says we all know God when he communicates to us. God communicates by becoming immediate to us. We recognize God as a supporter, or someone who fills an emptiness when we need help because God hears our unconscious call and fills that emptiness. Through this communication God offers people forgiveness. This thinking process is what leads Karl Rahner to the idea of the anonymous Christian. Rahners first two books were Spirit in the Word and Hearer of the Word. Through these books and in Rahners essays, it shows his way of thinking and believing. Rahner believes that God is in all things and he shows a deep devotion to Jesus and the Catholic doctrine. Rahner talks about the anonymous Christian in an interview provided to Rev. Norman Wong Cheong Sau in an article titled Karl Rahners Concepts of the Anonymous Christian an Inclusivist View of Religions; in this article, Rahner provided his personal definition of an anonymous Christian: We prefer the terminology according to which a man is called anonymous Christian who on the one hand has de facto accepted of his freedom this gracious self-offering on Gods part through faith, hope and love, while on the other he is absolutely not yet a Christian at the social level (through baptism and membership of the Church) or in the sense of having consciously objectified his Christianity to himself in his own mind (by explicit Christian faith resulting from having hearkened to the explicit message.) We might therefore, put it as follows: the anonymous Christian in our sense of the term is the pagan after the beginning of the Christian mission, who lives in the state of Christs grace through faith, hope, and love, yet who has no explicit knowledge of the fact that his life is orientated in grace-given salvation to Jesus Christ. In another interview with the State of Catholic Theology Today, Karl Rahner answers a question about his anonymous Christian idea. Interviewer: Tell us something about your ideas on what you call anonymous Christianity. Rahner: Anonymous Christianity means that a person lives in the grace of God and attains salvation outside of explicitly constituted Christianityà ¢Ã¢â€š ¬Ã‚ ¦ Let us say, a Buddhist monkà ¢Ã¢â€š ¬Ã‚ ¦ who, because he follows his conscience, attains salvation and lives in the grace of God; of him I must say that he is an anonymous Christian; if not, I would have to presuppose that there is a genuine path to salvation that really attains that goal, but that simply has nothing to do with Jesus Christ. But I cannot do that. And so, if I hold if everyone depends upon Jesus Christ for salvation, and if at the same time I hold that many live in the world who have not expressly recognized Jesus Christ, then there remains in my opinion nothing else but to take up this postulate of an anonymous Christianity. A non-anonymous Christian is someone who has accepted Christ into their lives. Someone who lives with the grace of Gods grace, love, hope and understanding. A person who declares themselves a Christian is someone who has been baptized and lives by Gods laws. Rahner basis his belief in the anonymous Christian as someone who lives a Christian lifestyle, but has not yet declared himself a true Christian. According to Rahner, to declare yourself a true Christian, you must be baptized, attend mass, and pray in the traditional standard way. A true Christian should live in a Christ like manner and follow Gods laws. This type of person declares themselves a Christian in every way possible: the way they talk, the way they pray, and their absolution from original sin. Think of Mother Teresa, she would be a good example of a declared Christian. She followed Gods words and teachings and accepted Jesus in her life. Rahner accepts the idea that there is more than one way to reach God. He says through Jesus is only but one way. Gandi can be an example of an anonymous Christian. Although, he did not call himself a Christian by name, he lived in a Christ like manner. Gandhi followed his religion faithfully and lived by Gods laws. On page 75 of the Rahner Reader there is a quote that describes how Gandhi could be called an anonymous Christian, The mind of even the anonymous Christian is raised to the supernatural order by the grace of Christ, philosophy is not purely secular activity. The best of modern philosophy should be considered the self-reflection of a mind to which God has revealed himself implicitly through his grace. Through Gandhis self-awareness and through his though process, he has Christian like beliefs. Though Gandhi is not a declared Christian, he would be considered an anonymous Christian because his lifestyle and beliefs brought him into the grace of God. Can just anyone become an anonymous Christian The answer is yes, but the answer to this question is also based on a persons beliefs, their way of thinking, and their supernatural salvation. God denies no man. Gods grace is open to all men, according to Rahner. Jesus Christ died on the cross for all mens salvation. Even the ones who dont realize it will still be saved. This must mean that the non-Christians who end up in heaven must have received the grace of Christ without their realizing it. Again, this is where we get the term, Anonymous Christian. This idea and thinking can cause some mind-boggling issues. Upon doing my research on this subject on the internet, I came across some other peoples point of view on the subject. The main question that really stood out to me was If I am going to be saved anyway, then why should I convert to Christianity? While this is a good question and made me do some further research. When you take a minute and actually think about the question at hand, it is a horrible way for someone to think. Yes, you will probably get into heaven anyway because Jesus already died on the cross for our sins, but wouldnt you want to convert to Christianity to give yourself an even better chance of getting into heaven And there again, it all depends on the person and their personal beliefs. The Catholic Church believes that, although Christ is the Savior of the human race, a person does not have to know him personally to be saved. I think Rahner is just trying to get that message across to people through his works and his idea of the anonymous Christian. Salvation can only come through Christ, but God makes offers of salvation to non-Christians through their culture and own religion. Those who accept this offer are these anonymous Christians. Rahner says that even though they are not aware of Christ, they are saved by accepting Gods supernatural offer of grace through Christ. I can believe in this. If someone shows that they are a good person and does good things for themselves and other people (Think back to Gandhi and Mother Teresa) then I believe they will get into heaven regardless of their religion. I believe this because God sees that they are good people and that they have accepted Gods grace (knowingly or un-knowingly) into their lives. A persons actions determine whether or no they are worthy of Gods grace. The world is full of anonymous Christians. Some are people we walk by every day. In a summary, the term anonymous Christian to Karl Rahner could refer to a person who believes in the teachings of Jesus Christ, but is also someone who is not associated with any organized religion. Anonymous Christian could also be a term used for someone who does not wish to reveal their religious identity. Basically Karl Rahner is keeping to the Catholic religion in his belief that ALL people have a chance to be saved because Christ is the Savior of the human race. A person does not have to know Him personally to be saved. Rahner also insists that people should not give up on all missionary efforts. A persons chances at salvation are better if that person has an understanding of the Christian offer of grace.

Florence Nightingale

Abstract On her death in 1910, Florence Nightingale left a vast collection of reports, letters, notes and other written material. There are numerous publications that make use of this material, often highlighting Florence’s attitude to a particular issue. In this paper we gather a set of quotations and construct a dialogue with Florence Nightingale on the subject of statistics. Our dialogue draws attention to strong points of connection between Florence Nightingale’s use of statistics and modern evidence-based approaches to medicine and public health.We offer our dialogue as a memorable way to draw the attention of students to the key role of data-based evidence in medicine and in the conduct of public affairs. 1. Introduction 1. 1 Who Was Florence Nightingale? Florence Nightingale (1820 – 1910), hereafter referred to as FN, made remarkable use of her ninety years of life. She was the second of two daughters, born in England to wealthy and well-connected parents. There were varied religious influences. Her parents both came from a Unitarian religious tradition that emphasized â€Å"deeds, not creeds†.The family associated with the Church of England (Baly 1997b) when property that FN's father had inherited brought with it parochial duties. A further religious influence was her friendship with the Irish Sister Mary Clare Moore, the founding superior of the Roman Catholic Sisters of Mercy in Bermondsey, London. Her father supervised and took the major responsibility for his daughters’ education, which included classical and modern languages, history, and philosophy. When she was 20 he arranged, at FN’s insistence, tutoring in mathematics.These and other influences inculcated a strong sense of public duty, independence of mind, a fierce intellectual honesty, a radical and unconventional religious mysticism from which she found succour in her varied endeavours, and an unforgiving attitude both toward her own faults and towar d those of others. At the age of 32, frustrated by her life as a gentlewoman, she found herself a position as Superintendent of a hospital for sick governesses. Additionally she cooperated with Sidney Herbert, a family friend who was by now a Cabinet minister, in several surveys of hospitals, examining defects in the working conditions of nurses.On the basis of this and related experience she was chosen, in 1854, to head up a party of nurses who would work in the hospital in Scutari, nursing wounded soldiers from the newly declared Crimean war. Her energy and enthusiasm for her task, the publicity which the Times gave to her work, the high regard in which she was held by the soldiers, and a national appeal for a Nightingale fund that would be used to help establish training for nurses, all contributed to make FN a heroine.There was a huge drop in mortality, from 43% of the patients three months after she arrived in Scutari to 2% fourteen months later, that biographers have often att ributed to her work. Upon her return to England at the end of July 1856 FN become involved in a series of investigations that sought to establish the reason for the huge death rate during the first winter of the war in the Crimea. Theories on the immediate cause abounded; was it inadequate food, overwork, lack of shelter, or bad hygiene?In preparation for a promised Royal Commission, she worked over the relevant data with Dr William Farr, who had the title â€Å"Superintendent of the Statistical Department in the Registrar-General’s Office†. Farr’s analysis persuaded her that the worst affects had been in Scutari, where overcrowding had added to the effect of poor sanitation. Sewers had been blocked, and the camp around had been fouled with corpses and excrement, matters that were fixed before the following winter. The major problem had been specific to Scutari.FN did not have this information while she was in the Crimea. The data do however seem to have been re adily available; they were included in a report prepared by McNeill and Tulloch (1855). The strain of FN’svarious involvements, and perhaps residual effects from an illness that she had suffered while in the Crimea, in due course took their toll. A year after her return to England, she suffered a nervous breakdown, emerging from this personal crisis with views that were often remarkably different from those that she had held earlier.Of particular interest is a change from her demand that nurses should follow to the letter instructions from doctors, to her view that nurses ought, within their proper area of responsibility, to make their own autonomous judgments. Small (1998, pp. 119 – 127, 178) has extensive and perhaps overly speculative comment on the reasons for the nervous breakdown, and an interesting analysis of ways in which her views changed. The data that showed that the high mortality was specific to Scutari were included in FN’s 1858 report, but omitte d from the 1857-1858 Royal Commission report.It was feared that continuing and acrimonious attempts to assign blame would jeopardise ongoing efforts at army reform. FN, unhappy at this suppression of her evidence, sent copies of her report to a number of carefully chosen recipients, each time with instructions to keep it confidential. One of the recipients was the freethinking popular journalist Harriet Martineau. With FN’s help, she wrote a book (Martinueau 1859), ostensibly based on information from public documents but using FN’s confidential report for additional background information, that gave the facts as FN understood them.FN’s biographers, perhaps relying too much on official documents, have not until recently been mindful of these nuances. See Small (1998, p. 198 – 200) for further discussion is one of the first to recognise them. A comprehensive biography of FN, that will do justice to the wide-ranging sympathies and interests of this remarkab le woman and show how her views changed and developed over time, has yet to be written. Small (see the note on his web site) and Baly (1997b, pp. 1-19) both draw attention to inaccuracies in earlier biographical accounts.Vicinus and Nergaard (1989) have much carefully documented biographical information. Among the numerous web sites that have material on FN note C. J. McDonald (2001) who emphasises connections between Nightingale and the experiences of soldiers in the Vietnam War; L. McDonald (2002) who is leading a project to publish all Nightingale’s writings; and Small (1998). Small’s web site has the data (from Nightingale 1858) that the Royal Commission suppressed. 1. 2 Hospitals and Hospital Nursing FN had remarkably radical views on hospitals and on hospital nursing. Both in 860 and in 1876, she describes hospitals (Baly 1997b, p. 25; Nightingale 1876) â€Å"as an intermediate stage of civilisation. † In 1867 she wrote (Baly 1997b, p. 21) â€Å"my view y ou know is that the ultimate destination is the nursing of the sick in their own homes. †¦ I look to the abolition of all hospitals and workhouse infirmaries. But it is no use to talk about the year 2000. † Consistent with these views, FN’s Notes on Nursing (1859) are not intended â€Å"as a manual to teach nurses to nurse†, but are â€Å"meant simply to give hints for thought to women who have personal charge of the health of others. It may thus seem ironic that, in her work with the Nightingale fund, FN was deeply involved in the development of hospital nursing training. She opposed the British Nurses’ Association’s 1890 proposals to make nursing into an accredited profession (Baly 1997b, pp. 184-196). She noted that there was no widespread agreement on what constituted an adequate training or what the minimum qualification should be, and argued that a much longer experience was needed before a register could be contemplated. The qualities t hat were required in nurses were not amenable to test by public examination.FN did however see an important role for women medical professionals. She wanted women to take leading roles in midwifery and in the diseases of women and children, and to be as well or better trained for these tasks as the men who at that time had a professional monopoly. It was her view that â€Å"There is a better thing than making women into medical men, and that is making them into medical women† (Nightingale 1871). She looked to a time when, as had happened in France, women would be professors of midwifery.She set out the immediate steps that she thought would best achieve that end. FN worked relentlessly for reform, in the army, in the hospitals, and in public health. She was meticulous in researching the reforms that she proposed. Where, as often, data were unavailable or inadequate, she pressed for their collection. Data inadequacies are strong themes in her Notes on Hospitals and in her Intr oductory Notes on Lying-In Institutions, i. e. , on maternity institutions. She made strong, consistent and carefully argued cases for enlightened and data-based public decision-making.This is not to say that FN was always correct in her judgments. In her next to final contribution to the dialogue, FN comments on a controversy that erupted following the publication of the third edition of her Notes on Hospitals. Her use of the term mortality percent for deaths per hundred beds per day, which she copied from Farr's report as Registrar-General, was unfortunate. As she seems to admit a page later in the Notes, these figures were not a good basis for comparing the sanitary states of different hospitals. Florence Nightingale I was really moved when Dr. Howe advised Florence that â€Å"If you have a passion, the only way to satisfy it is to pursue it. † Yes, you will only be satisfied in your life when you pursue your passion on something because if not, you will only regret it and in the end you weren’t able to help other people as well as yourself. Florence really did not neglect God’s call to her and this really demonstrated the passionate side of her. Thanks to Dr. Howe, she found out that nursing is really her calling. I also admired Florence’s determination when she rejected Mr. Milnes and preferred to concentrate on her career. For me, to have a passion the same as her, marriage would really interfere with her ability to follow her calling. This is because it would really be difficult for Florence to manage a family when she is definitely drawn into helping other people. Florence is a good leader because she is understanding to the other nurses and all of them will really follow her orders. She is smart and knowledgeable in the proper health care. Florence has that â€Å"magic† in healing and also she has a strong persona when she is dealing with dying patients. Furthermore, who knew how much prejudice there was against nurses before? It was really a terrible prejudice, considering nurses as little more than â€Å"hangers-on† and the prejudice in the army was shocking. The head doctors would prefer to see soldiers die than let the nurses trained by Florence work in the military hospitals. Compared to nowadays, nurses are really respected and honoured because of the love and care they give to their patients. It is good to be reminded of the damages prejudice can cause and just how powerful it is as a social force The film was outstanding for me. The portrayal and the flow of the story were good. Jaclyn Smith was very good as Florence Nightingale. And the film really showed the complete detail of Florence Nightingale’s works in the field of nursing.

Technology Has Played Many Roles - Free Essay Example

Sample details Pages: 4 Words: 1094 Downloads: 7 Date added: 2019/05/08 Category Literature Essay Level High school Tags: Modest Proposal Essay Did you like this example? Technology has played many roles in many peoples lives, if we have a question then we quickly go and run to our device expecting to find the answer that we are looking for whether its right or wrong. Instead of depending on google or any online websites we can actually spend the time to go and research what we need or maybe in fact ask a friend for help. People have not only looked up to technology for answers but theyve become obsessed to their devices. Its gotten to the point that wherever they go they cant keep their eyes and hands off of it as if they are permanently glued to their device, its a high chance that they dont even know whats going on around them because they are too focused on something else more important. Its time that people should value what they see and are doing than rather reading words that really cant express what can really be going on in person. Don’t waste time! Our writers will create an original "Technology Has Played Many Roles" essay for you Create order The first thing we have to understand is that technology isnt our companion for life and we should not depend on it whatsoever. Its not healthy to have our eyes wide open 24/7 and quickly moving our thumbs as fast as we can to send a message back over and over. In todays most disappointing society we live off of a bright device instead of living in the outside world. There is so much we can experience but we just dont because our main focus is whats going on media. Meeting new people or having great friendships and relatives can bring so much happiness and joy to your life in fact anyone can be a helping hand so stop expecting an answer from google that isnt a person in your life. Internet should never guide you for success because you are the only person who should put the effort for a good outcome so never depend on technology depend on yourself and maybe for others that can help you strive for the best. Its not just teens who are attached to their mobile devices but its parents too. Almost everyone is obsessed to have the latest new phone in their hands, and the instant we get a message or call we are so quickly to attend to answer but in person we tend to ignore and not pay attention to someone who is talking or trying to have your attention which is awfully disrespectful. This topic isnt for just a certain group in society this is a worldwide issue that can easily be solved but we just make it hard on ourselves by simply being obsessed and so attached to a phone or any other kind of media device. For example, if a student in school gets assigned a topic they run to google as fast as they can and skim through every word and assume theyve learned it already and are done. Almost all our life theyve taught us to stop depending on someone and all we do is depend on a screen for answers that half of the time are not right. Schools have libraries, many other resources and its like thats all gone through the trash, there are so many local places and people willing to help and wasting their time for you but instead you take advantage of a screen rather than someone whos actually willing to provide you with help that includes opinions, facts and many other useful information. Besides that you can be socializing at the same time but people choose to communicate to google that isnt a person and that is not healthy in any way. Its important that we realize this world wide issue thats been going on for the longest, first we need to put down all of our devices and appreciate every person in our life that surround us. Every little talk you have with your parents, grandma, cousins, siblings, aunts, and relatives is one in a lifetime and you should not waste the best opportunity that life can give you to talk to the people you have around you. We should be taking the time to value life instead of posting a unnecessary selfie on any app or responding to a boy who is just temporary and etc. Everything is temporary online but not the people you care about are temporary. We seek for so much online but cant seek to many family members that dont have phones to be able to communicate with us, it shouldnt make them any less important. Theres so many parents that are hypocrites that are constantly telling others and their kids to stay off their phone but most of their time they are on facebook publicizing their entire life. This goes for all ages, its upsetting to see such a busy society on their phone rather than spending time with loved ones and aside from that work too people are so busy on their phone but dont get busy with other important task that need to be done. Many of you might argue and say that technology has shaped yall in a positive matter and I understand that technology has its advantages and disadvantages just like any other topic. You might say that technology is the only way to talk to family that is far away, and I get that, but people are using technology in not a useful way. They have so many other ways to find other information because if not then no tutors, libraries, school, textbooks would exist those are all resources to help us but so many of us choose to ignore it and thats so ungrateful of us and we should appreciate and take advantage of those opportunities that can help us and apart from that people arent spending quality time with their family because to them they are less important and this is not okay we have to appreciate what we have in person rather than a screen. In conclusion, technology has changed many people and thats not how it should be. Its okay to use it on your off time but we shouldnt trap ourselves in our own bubble 24/7 ignoring whats around us. Theres so many problems going all around us and need of socializing with your loved ones and we should value that more than anything because life is the most beautiful thing and a device wont make you laugh, smile like a person who truly is around so its important to appreciate what we see outside a phone than in an actual phone.

Kill A Mockingbird By Harper Lee - 1414 Words

The ability to learn a lesson is one of the most valuable capabilities a human being possesses. As Vernon Law once said; â€Å"Experience is a hard teacher because she gives the test first, the lesson afterward†. In the novel To Kill a Mockingbird, written by Harper Lee, the children learn extremely beneficial lessons through their experiences that are relevant throughout the course of the story. First of all, the children learn it is inappropriate to base an opinion on someone without taking the time to get to know them. Next, Jem and Scout are educated about the socio-economic situation, and the different types of wealth classes in Maycomb. Finally, the duo find out they should take caution when they complete an action, as all actions have a consequence. Through their interactions with others, the children learn valuable lessons that they relate to new experiences. First of all, an evolving lesson the children learn from their experiences is that one cannot judge another based upon rumours, without getting to know them personally. This lesson suddenly occurs to Scout while she speaks with Dolphus Raymond outside the courthouse while the trial of Tom Robinson takes place. The rumours justifying him as a â€Å"drunk† are proved false to the children when they find out his drink is actually Coca-Cola. The lesson is further enforced when Boo Radley saves the children after the annual Maycomb Halloween pageant. The rumours behind Boo Radley were proven to be irrelevant when his realShow MoreRelatedKill A Mockingbird By Harper Lee1049 Words   |  5 PagesTo Kill a Mockingbird: How a Story could be based on True Events in Everyday LifeDaisy GaskinsCoastal Pines Technical Collegeâ€Æ'Harper Lee was born in Monroeville, Alabama. Her father was a former newspaper editor and proprietor, who had served as a state senator and practiced as a lawye r in Monroeville. Also Finch was known as the maiden name of Lee’s mother. With that being said Harper Lee became a writer like her father, but she became a American writer, famous for her race relations novel â€Å"ToRead MoreTo Kill a Mockingbird by Harper Lee1000 Words   |  4 Pagesworld-wide recognition to the many faces of prejudice is an accomplishment of its own. Author Harper Lee has had the honor to accomplish just that through her novel, To Kill a Mockingbird, a moving and inspirational story about a young girl learning the difference between the good and the bad of the world. In the small town of Monroeville, Alabama, Nelle Harper Lee was born on April 28, 1926. Growing up, Harper Lee had three siblings: two sisters and an older brother. She and her siblings grew up modestlyRead MoreKill A Mockingbird By Harper Lee1290 Words   |  6 PagesHarper Lee published To Kill a Mockingbird during a rough period in American history, also known as the Civil Rights Move ment. This plot dives into the social issues faced by African-Americans in the south, like Tom Robinson. Lee felt that the unfair treatment towards blacks were persistent, not coming to an end any time in the foreseeable future. This dark movement drove her to publish this novel hopeful that it would encourage the society to realize that the harsh racism must stop. Lee effectivelyRead MoreKill A Mockingbird By Harper Lee873 Words   |  4 PagesIn the book, To Kill a Mockingbird, Harper Lee illustrates that â€Å"it’s a sin to kill a mockingbird† throughout the novel by writing innocent characters that have been harmed by evil. Tom Robinson’s persecution is a symbol for the death of a mockingbird. The hunters shooting the bird would in this case be the Maycomb County folk. Lee sets the time in the story in the early 1950s, when the Great Depression was going on and there was poverty everywhere. The mindset of people back then was that blackRead MoreKill A Mocki ngbird By Harper Lee963 Words   |  4 Pagesgrowing up, when older characters give advice to children or siblings.Growing up is used frequently in the novel To Kill a Mockingbird by Harper Lee. Harper Lee uses the theme growing up in To Kill a Mockingbird to change characters opinion, develop characters through their world, and utilizes prejudice to reveal growing up. One major cause growing up is used in To Kill a Mockingbird is to represent a change of opinion. 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Scout Finch, the main character of Lees Novel, To Kill a Mockinbird, was also a tomboy. Many aspects of To Kill a Mockingbird are autobiographical (Castleman 3). Harper Lees parents were Amasa Coleman Lee and Frances Finch Lee. She was the youngestRead MoreKill A Mockingbird By Harper Lee1695 Words   |  7 PagesIn To Kill a Mockingbird Harper Lee presents as a ‘tired old town’ where the inhabitants have ‘nowhere to go’ it is set in the 1930s when prejudices and racism were at a peak. Lee uses Maycomb town to highlight prejudices, racism, poverty and social inequality. In chapter 2 Lee presents the town of Maycomb to be poverty stricken, emphasised through the characterisation of Walter Cunningham. When it is discovered he has no lunch on the first day of school, Scout tries to explain the situation to MissRead MoreKill A Mockingbird By Harper Lee1876 Words   |  8 PagesThough Harper Lee only published two novels, her accomplishments are abundant. Throughout her career Lee claimed: the Presidential Medal of Freedom, Pulitzer Prize for Fiction, Goodreads Choice Awards Best Fiction, and Quill Award for Audio Book. Lee was also inducted into the American Academy of Arts and Letters. This honor society is a huge accomplishment and is considered the highest recognition for artistic talent and accomplishment in the United States. Along with these accomplishments, herRead MoreKill A Mockingbird, By Harper Lee1197 Words   |  5 Pagessuch as crops, houses, and land, and money was awfully limited. These conflicts construct Harper Lee’s novel, To Kill a Mocking Bird. In To Kill a Mocking Bird, Lee establishes the concurrence of good and evil, meaning whether people are naturally good or naturally evil. Lee uses symbolism, characterization, and plot to portray the instinctive of good and evil. To Kill a Mocking Bird, a novel by Harper Lee takes place during the 1930s in the Southern United States. The protagonist, Scout Finch,

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. 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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.