Solitary Happiness Flow free essay sample

Thesis: In all aspects of the areas of social and solitary happiness the goal is to sort out happiness. Being self sufficient should never to be confused with a friendless atmosphere, and social will require an audience for accomplishing something good. There are two exclusions to achieving happiness through solitary commitment and social dedication. The boundaries of both should be kept in moderation mode. Happiness is obtained, through deep thought, and hard work sorting out what one wants out of life. Some solitary, social happiness can be risky to the mental state of being if not used with self control and balance. Introduction: The authentic analogy of the two types of happiness, social, solitary from different aspects. Each of these is selected depending on the comfort zone, emotion, and the rapture of pleasures one receive while searching for happiness. Happiness is a mental state of well-being which is focused on people, things, and behaviors that will inspire one in a positive way. We will write a custom essay sample on Solitary Happiness Flow or any similar topic specifically for you Do Not WasteYour Time HIRE WRITER Only 13.90 / page Living ones entire life searching for this magical sensation only to realize there is never satisfaction from finding it. The premise of both theories is one works and the other works according to which you chose to obtain it from. Outline: A. The first form of happiness is solitary and the effects on an individual experiencing solitary confinement with their own commitment to happiness. 1. The danger in solitary happiness 2. Being in control of your time, and making your happiness the center point. 3. Having solitude in the comfort ability of one’s own company. B. Finding happiness with people, and sharing life experiences in a social environment. 1. The thermostat of happiness regulated in society. 2. Relationships between two people. 3. Choosing what kind of happiness that will satisfy your yearning. Conclusion: The social and the solitary is both evenly needed to reach the ultimate altitude of successfully experiencing happiness. Without a balance between the two how could your goals of happiness be fully knowledgeable. The emotions become a condition that is accustomed to opportunities to initiate a happy feeling. The triggers are enlightened by a warm feeling of a particular need to want more of the sensation only to find a bottomless pit. Most will spend a lifetime of pursuing a goal of finding happiness forcing the desire of wanting more. Once the urge is in overdrive there is a constant need of needing to find more happiness on a higher level. The addictive behavior will put the state of mind in a risky precarious way of thinking about how much happiness is enough. There are statistics that many prefer to be entirely alone to experience happiness. The balance of solitary, and social happiness must be done in moderation evenly distribute. Happiness isn’t found in people, material things, it’s found within your heart. Happiness is not hard to find only if you look within yourself it was there all the time.

Electrostatic Precipitator (ESP) Market Global Industry Analysis, Size, Share, Growth, Trends And Forecast, 2013 2019 Essay Example

Electrostatic Precipitator (ESP) Market Global Industry Analysis, Size, Share, Growth, Trends And Forecast, 2013 2019 Essay Example Electrostatic Precipitator (ESP) Market Global Industry Analysis, Size, Share, Growth, Trends And Forecast, 2013 2019 Paper Electrostatic Precipitator (ESP) Market Global Industry Analysis, Size, Share, Growth, Trends And Forecast, 2013 2019 Paper Electrostatic Precipitator (ESP) Market Global Industry Analysis, Size, Share, Growth, Trends And Forecast, 2013 2019 Electrostatic Precipitators (ESPs) are a filtration device used for removing fine particulate matter from an exhaust gas by means of an electrostatic force. ESPs possess high collection efficiency and can handle large gas volumes at high temperatures. This renders them vital to heavy industries such as steel mills cement plants, and especially to thermal power plants. Combustion processes in coal-fired power plants receive a performance boost with the use of ESPs. They also act as conditioning systems for the fly ash and flue gases produced during the process.Visit Complete Report Here: marketresearchreports.biz/analysis-details/electrostatic-precipitator-esp-market-global-industry-analysis-size-share-growth-trends-and-forecast-2013-2019 Environmental, Health, Safety guidelines emphasize the need for better air quality air pollution control, something achievable to a great extent with the use of ESPs. This industry is aiming towards higher efficiency numbers, especially in coal-fired electricity generation. Increased adoption of newer technologies subsequent renovation by existing power plants prove to be very attractive opportunities for this market in the future. Since demand for thermal power generation is not going to recede, the threat level for the ESP industry is minimal.The technological segmentation of ESPs is done depending onthe characteristics of particulate matter involved and volume of the exhaust gas. Based upon whether steam is used, the classification is done as wet ESP and dry ESP. The primary segmentation for ESP’s are done on the basis of the components. The earlier design of the parallel plate-weighted wire has now been replaced by modern versions including the pipe-frame design. Asia is the market leader for new systems as well as the repair upgrade of existing ESPs. This is mainly

What are the distinctive features of Christian democracy Essay

What are the distinctive features of Christian democracy - Essay Example A Christian democratic government is therefore reform-minded on national economic and fiscal issues. The Christian democrats in Europe more or less follow their Christian leanings and try to apply this in their governmental policies when formulating these policies. But on the other hand, the Christian democrats in other parts of the world (such as in Latin America) are more inclined to the left-of-centre in their political views while their European counterparts can be said to be located towards the right-of-centre of the political spectrum. However, both type of Christian democrats can be said to favour using Christian teachings in their policies. This short paper discusses the distinctive features of a Christian democratic institution. Hopefully, it will enlighten the reader on the various shades of what constitutes the Christian democracy as it is being practised today and help understand how current world events often are shaped by the views of these Christian democratic governments in power. Conservatism and Christian democracy are almost the same in many respects, except for their perceived link to organised religion and the adoption of religious values (Hanley, 1996:32). Christian democracy is primarily an attempt to apply humanitarian principles in matter of political thought. However, because Christian democracy embraces a lot of different ideas, it is sometimes very difficult to categorize it into a single clear-cut ideology. In other words, a political ideology like Christian democracy can significantly evolve over a period of time and in their different political landscapes or context. It has elements in it that are sometimes more in common with conservatism, liberalism and even socialism. These features make it difficult to classify it as a specific ideology but these same features make it distinctive. Traditional Moral Values – the ideology of Christian democracy,

Rising unemployment does not stops the advance of globalisation Essay

Rising unemployment does not stops the advance of globalisation - Essay Example According to Goyal (2006), globalization refers to the integration of the world’s economies through trade, financial flows, and mutual exchanges related to both technology and knowledge. Moreover, it entails free inter- country movement of labour, while, in the developing countries, it entails providing a chance for foreign direct investment through the provision of facilities to foster investment in different economic activities. Prasad, Rogoff, Wei and Kose (2003) contend that globalization has assisted the developing countries to manage the output and consumption volatility in their countries. Therefore, importance of having a diversified global finance offers a chance of offloading their income risk in the world market to develop countries, and the developing counties benefit from international consumption risk sharing, whereby they sell off a stake of domestic output to gain returns from the global output. Unemployment is defined as the situation when people are facing crisis in job opportunities due to the unpredictable nature of economy. This happens despite the fact that people have education background and with eligibility for job they remain being unemployed. There are various types of unemployment, which are differing with the causes in the economy. These different types of unemployment have different effects on people in an economy. Alteration in demand for these goods and services is caused by everyday launching of new products in any particular market; thus, it creates opportunities in certain areas and in the same way reduces job opportunities in other places. The reemployment can only be possible if the workers relocate to other places where there are opportunities and this facilitates globalisation. Unemployment also occurs due to capital-labour substitution, which causes a reduction in demand for labour, and it can also be caused by long run decline in demand in the indust ry; thus, the unemployment increases due to a mismatch between skills and the requirements of the job vacant. Globalization relates to technology, whereby it facilitates the acquisition of technology especially in developing countries. According to UNDP (2007), the significance of technological advancement has a positive influence on the economic growth of developing counties through the increase of productivity of land, labour, capital, reduction of cost of production and improving the quality of outputs. Globalization also offers a chance for developing countries to be internationally competitive depending on the level of technological advancement. In fact, this contributes substantially to the export development and domestic production in the local markets, and it also leads to trade liberalization. However, technological advancement may cause unemployment among developing countries fostered by the globalization, and this becomes a vital element for competitiveness and economic v iability. Increasing unemployment among developing countries has been promoting globalization since people seek employment in other countries leading to interactions that promote globalization. On the other hand, globalization to the developing countries relates to international financing of countercyclical safety net programs that are established in the market economies affected by the crises of global liquidity (Birdsall, 1999). There is a condition that is set out to make the financing appropriate, and it entails solid records of substantial fiscal policy in the countries that are beneficiaries. It also focuses on the political capacity that equates to programs that are free from corruption, hence unwinding them during the crisis and long-run capacity for servicing the resultant external debt. Apparently, all this initiatives are made with a motive of dealing with

The Carol Web Portal (CWP) Project Planning Coursework

The Carol Web Portal (CWP) Project Planning - Coursework Example This project report will give an overview of the system as it is perceived and will discuss various milestones of the CWP.   The software is destined to be a web-based system with several independent modules to be implemented as and when required.   These modules include Concert Management Module, Fan Club Module, Inventory Module, Order Management Module and Payroll System.  As the system is designed to be a complete web portal, therefore, it has to have following important system components and servers. The CWP will use visual studio 2005 platform, the frontend will be developed in ASP dotNet, business logic will be implemented using C Sharp and SQL Server 2005 will be used as backend database system for the portal. The CWP will be developed to sustain many unforeseen circumstances in various steps to respond to contingency include the availability of Uninterruptable Power Supply system, standby servers, system maintenance equipment and staff etc. The CWP will be the complete solution for Carol the singer and it will fully digitize the environment, orders will be placed online, system generated invoices, fully integrated email system, staff payroll system is some of the important segments of the portal. These systems along with other functionalities will provide value to the system users and will help to establish a paperless environment. Moreover, the backups and disaster recovery strategies will ensure prompt system and data recovery. The CWP is required to support all activities of the Carol Concerts, staff management, fan club management, email management, order and invoice management and other activities related to duo Val and Tyne Card. The success of the system depends on its availability around the clock, functional support for all requisite operations highlighted in the requirement analysis of the system.

Study On What Is Absenteeism Management Essay

Study On What Is Absenteeism Management Essay To many in the world of work, absenteeism is one of those stubborn problems for which à ¢Ã¢â€š ¬Ã‚ ¦..there is no clear culprit and no easy cure (Rhodes Steers, 1990). Furthermore, as a general phenomenon it does not discriminate against individuals on the basis of sex, race and religion. Bydawell (2000) postulates that employers have the right to expect good attendance from their employees as employment is a contract between two consenting parties. The author additionally states that absentee issues will undeniably arise within the employment relationship, and should be resolved in a way which is fair and unbiased to both the employer and the employee. Absenteeism can be very costly to organisations and gargantuan reserves can be realised through successful management of non-attendance at work. in addition to the cost implications, absenteeism is influenced by dozens of interconnected factors which make it even more difficult to quantify, qualify, or rectify (Tylczak , 1990). One of these factors which have been cited by different researchers is an employees level of job satisfaction in the workplace. In combination with this, George and Jones (2002) maintain that many scholars have studied the relationship between absenteeism and job satisfaction in an attempt to discover ways to reduce absenteeism. Early job satisfaction research has emphasised the fundamental assumption that job disappointment represents the main reason of absenteeism (Steers, Porter Bigley, 1996). McShanes (1984) review as quoted by Steers et al. (1996) supported the notion that employees who are disappointed with various aspects of their jobs are more likely to be absent. Studies by McShane (1984) found job satisfaction to be more highly related to frequency of absences than to number of days lost (St eers et al., 1996, p. 409). Rhodes and Steers (1990) propose that employee attendance is based on an employees motivation to attend as well as their capability to attend. According to George and Jones (2002), job satisfaction is one of the factors affecting an employees motivation to attend. It becomes important to calculate the strength of the relationship between absenteeism and job satisfaction as positive attitudes can at times serve to pull the individual towards the organisation and the reverse can be expected when attitudes are more negative (George Jones, 2002, p. 94). An employees ability to attend is influenced on the other hand by factors such as family responsibilities, transportation problems, accidents and etc. Once all these variables are recognized, managers may begin to understand why employees sometimes choose not to come to work when they are fully capable of attending. By the same token, it is equally important for managers to understand those circumstances in which people, for whatever reason (illness or otherwise), are genuinely unable to come to work (Rhodes Steers, 1990). Furthermore, the question most people would ask is what is an acceptable absenteeism rate? In terms of the Basic Conditions of Employment Act 75 (1997), an employee is entitled to 30 working days sick leave in a three-year period. Bydawell (2000) states that if all the employees within a company jointly take their full entitlement, the companys absenteeism rate will run at approximately 4 %, which is generally believed to be tolerable. Some companies permit employees to exceed their 30 days, but in these instances it would be regarded as unpaid leave. typically organisations do not take these additional days into account when calculating their absenteeism rate and it results in an mistaken estimation of the situation. Bydawell (2000) purports that in reality, many companies run at absenteeism rates as high as 12 % without even realising it. Absenteeism seems to be a behaviour that organisations can never get rid of, but they can rather control and manage it. George and Jones (2002) note that organisations should not have absence policies that are so restrictive that they literally force workers to come to work even if they are ill. Organisations may want to recognise that a certain level of absence is indeed functional. Before looking at the causes, outcomes and issues related to absenteeism i need to look at the definition of the following terms: Absenteeism Job satisfaction Absenteeism In terms of the discussion, the three terms absence, absenteeism and sickness absence will be used as synonymous in sense, implying that workers who were scheduled for work and expected to attend, did not turn up. Cascio (2003) defines absenteeism as any failure of an employee to report for or to remain at work as scheduled, regardless of the motive. Milkovich and Boudreau (1994) describe absenteeism from an organisations point of view as the frequency and/or duration of work time lost when employees do not come to work. Absenteeism therefore implies an unplanned, disruptive incident; but more distinctively, it can be seen as non-attendance when an employee is listed for work (Van der Merwe Miller, 1988). Job satisfaction Spector (1997) stated that job satisfaction merely as the extent to which people like their jobs and the different aspects of their jobs. Job satisfaction is also defined as a reaction towards different facets of ones job that is a person can be relatively satisfied with one aspect of his or her job and dissatisfied with other aspects (French, 1998; George Jones, 2002; Kreitner Kinicki, 2001). Robbins (1998) defines job satisfaction as a general approach towards ones job; the difference between the quantity workers receive and the amount they consider they should receive. http://www.jstor.org/pss/255965 (accessed at 13/04/2010) http://etd.uwc.ac.za/usrfiles/modules/etd/docs/etd_init_6525_1175242441.pdf (accessed at 13/04/2010) www.CottrillsReward.com/motivation (accessed at 13/04/2010) Types of Absenteeism Absenteeism can be classified into three broad categories (Van der Merwe and Miller, 1998) as under; Sickness absence, Authorised absence or absence with permission and Unexcused absence or absence without leave. Sickness Absence Sickness absence is a category where employees claim health problem as their reason for absence. Requirements regarding medical or doctors certificates vary and are determined by company policy or the Basic Conditions of Employment Act (BCEA). The Basic Conditions of Employment Act 75 (1997) is that a certificate needs to be produced after two days of sickness absence. Most managers have found that certification is not a guarantee of genuine absence as it has become easy for people to gain access to medical certificates. Authorised Absence / Absence with Permission Absence with permission is where workforce gives an justification for their absence whether that be for holidays, study leave, special leave etc. Usually such a request is included in the absence policy (Van der Merwe Miller, 1988). Unexcused Absence All absences that do not fall in above mentioned categories and where no valid reason is given or not accepted are known as unexcused absences (Van Der Merwe Miller, 1988). This type of absence, when it reaches difficult extent, will have to be pointed out to employees in question in command to fetch their attendance in line with satisfactory standards. Employees who come to work later in the day or who disappear earlier are in general not recorded on the leave records of employers and the manager is normally aware of such absences (Wolmarans, 1994). A MODEL OF ABSENTEEISM Aamodt (1996) maintains that before an organisation spends time and money trying to stop absenteeism, it must first be aware of the theories around why people dont turn up on work. different models have been developed to describe absence deeds, but the Integrated Model of Attendance developed by Rhodes and Steers (1990) provides a heuristic structure on the different factors influencing employee attendance (FIGURE1.). FIGURE1 Source : Absenteeism Model, Source: Rhodes Steers (1990, p. 46) FIGURE1 suggests that an employees attendance (Box 8) is primarily determined by two important variables: An employees motivation to attend (Box 6) An employees ability to attend (Box 7) The authors further suggest that the employees motivation to attend is influenced by two factors: Satisfaction with the job situation (Box 4) Pressures to attend (Box 5). In the context of this model, the job situation refers to the general working environment and not only the nature of the tasks. Rhodes and Steers (1990) list seven factors related to the job situation that could guide to increased job satisfaction namely (Box 1): job scope job level, role stress size of the work group style of the leader, co-worker relations and the opportunity for advancement. A few of these factors are explained briefly. If, for example, the particular management style is dictatorial and disliked by staff, it could cause friction and poor attendance might be the consequence (Rhodes Steers, 1990). In terms of co-worker relations, Johns (1996) argues that group norm have a strong impact on attendance levels. Du Plessis et al. (2003) found that a culture of absenteeism amongst one group of employees might influence work values and devotion of other employees. New employees seem to adopt the existing culture, values, norms and standards of the organisation which they join, i.e. they might be influenced by the present absenteeism norms in the organisation (Rosseau, 1985 as quoted by Du Plessis et al., 2003). Lau, Au and Ho (2003) found that industries with a high group absence rate also had higher levels of individual absences. Organisations are therefore faced with the challenge of managing absence behaviours within groups as it influences the behaviour of e mployees entering the organisation. Furthermore, the model suggested that employees values and expectations also have an influence on employee attendance (Box 2). Attitudes, values and goals differ considerably from person to person, depending on what is important for the individual at a particular point in time. Rhodes and Steers (1990) postulate that work related attitudes (for example, job involvement) can play a significant role in determining how employees view the psychological contract between employees and management, as well as how committed they are to coming to work. Further variables cited by these authors include personal work ethics and the centrality of work which refers to how important work is in a persons life goals. The decision by an employee to absent him/herself is thus related to the importance attached to work. Another factor influencing attendance is the personal characteristics and backgrounds of employees (Box 3). Tylczak (1990) terms this category employee specifics and includes things like gender roles, desire to spend time with friends and hobbies. As an example, older, more established employees might be more stable and might report fewer sick leave incidents than younger employees who do not mind risking their jobs due to absence. Closely related to this is the question of whether lifestyle choices influence absenteeism. According to Ericson (2001), lifestyle choices such as smoking, drinking and other substances could influence absenteeism. Common in organisations is the trend of employees taking sick leave either on a Friday or on a Monday due to alcohol and other substance abuse. Ericson (2001) maintains that the area of lifestyle choice is probably the hardest part of absenteeism management to address, as it blurs the lines between personal habits and the workplace. An organisation can offer counselling services to help resolve these personal problems in an attempt to reduce absenteeism levels. These plans are in general referred to as employee support programmes (EAPs) and is defined as a confidential counselling and referral service provided by organisations as an employee advantage (Strazewski, 2005). Finally, the model suggests that there are certain pressures to attend (Box 5) which have an influence on an employees motivation to attend and these include the economic/market conditions (like unemployment), incentive and reward systems, personal work ethic and organisational commitment. Hence, if unemployment levels are high, people might be less willing to take sick leave for fear of losing their jobs (Rhodes Steers, 1990). There are also factors that constrain an employees ability or capacity to attend (Box 7) Illness Family related and transport problems Individual personality traits Demographic variables also impact on absenteeism and includes like; Age Tenure (length of an employment) Marital status Number of dependents Gender Job level etc. http://etd.uwc.ac.za/usrfiles/modules/etd/docs/etd_init_6525_1175242441.pdf (accessed at 14/04/2010) Common Reasons behind Absenteeism Some of the common reasons behind absenteeism are as under; Serious accidents and illness Low morale Workload Employee discontent with the work environment Benefits which continue income during periods of illness or accident The existence of income protection plans (collective agreement ) Poor working conditions Boredom on the job Inadequate leadership and poor supervision Personal problems (financial, marital, substance abuse, child care etc.) Poor physical fitness The existence of income protection plans (collective agreement ) Transportation problems Stress http://superfriends13.tripod.com/causes_absent.htm (accessed at 14/04/2010) Absenteeism measurement Rhodes and Steers (1990) point out that measuring absenteeism can serve four purposes to organisations, namely, to administer payroll and benefit programmes, for production scheduling, to identify absenteeism problems and to measure and control personnel costs. Administering payroll and benefits programs According to Rhodes and Steers (1990), information about who is present and who is absent from work can assist organisations in determining whether absence is compensable under a benefit program or other contractual arrangements. Production scheduling Rhodes and Steers (1990) maintain that it is important to have absence data available as it can assist managers in planning for which human resources will be needed to meet production requirements. In this way, organisations will avoid the cost of overstaffing and also be protected from having too few employees at work. Identifying absenteeism problems To assess whether there is an absenteeism problem, it is important to measure absenteeism and have this data available. This could assist in determining if some departments have higher absence rates than others, how an organisation compares with others in the industry, whether there is a certain trend and so forth (Robinson, 2002). Measuring and controlling personnel costs Excessive absence can be costly to organisations. Anderson (2004, p. 26) notes that unexpected absence costs corporate America billions of dollars annually in direct costs. By measuring absence, the organisation could estimate the costs, thereby reducing its effect on the organisation. Moreover it can facilitate the determination of which proportion of absenteeism managers are able to control, in order to devise appropriate strategies to reduce absence in the workplace (Rhodes Steers, 1990). According to (Van der Merwe Miller, 1988) the two most widely used measures of absence are: The Gross Absence Rate (GAR), which measures the extent of absence Absence Frequency Rate (AFR), which measures the incidence of absence taking). The Gross Absence Rate (GAR) the formula for GAR is as follows: GAR = ÃŽ 100 The disadvantage of the GAR is that it gives an overall figure and can be distorted by long sick absences. Two or three employees who are on sick leave for a few weeks, could inflate the organisations GAR and could give an incorrect impression of a severe absence problem. Absence Frequency Rate (AFR) The AFR is used to overcome these disadvantages.The formula for calculating AFR is as follows: AFR = Van der Merwe and Miller (1988) note that when computing the AFR, each absence, irrespective of the length, is counted as one incident. The AFR is expressed as a ratio, and normally it is given per month, i.e. the absence incidents per person per month. These two measures provide a useful summary description of both the extent and frequency of absence in organisations. http://etd.uwc.ac.za/usrfiles/modules/etd/docs/etd_init_6525_1175242441.pdf (accessed at 16/04/2010) Cost related to absenteeism Absenteeism is costly and managers are continuously exploring ways to reduce the cost. Bydawell (2000) and Schumacher (2004) underlined the growing concern that employees who absent themselves and present doctors certificates, are in fact absent for non-health related matters. Some employees even use their sick leave as vacation days when they have shattered their annual leave benefits. This makes it very difficult for managers as some employees have an entitlement state of mind. Haswell (2003) maintains that it is unlikely that absenteeism can be completely eradicated in organisations hence, financial provision should be made for sick benefits. To determine whether absence is really a problem to be addressed, the organisation has to measure the costs of absence to the organisation. A number of studies have attempted to determine the financial implications of absenteeism. Chadwick-Jones (1982) as cited by Butler (1994, p. 26) estimated that one days absence by an employee costs the organisation one and a half times the daily rate of pay of that employee. Most companies probably use their own methods of determining the cost associated with absenteeism. However, according to Butler (1994), there are a few ways to estimate absenteeism costs. One of these is the aggregate approach that estimates the number of additional employees to be hired to offset the effects of absenteeism. The company thus hires casual labour or temporary employees to fill in for the absent employees, especially in positions that cannot be left vacant, for example, an organisations receptionist position. Goodman and Atkin (2000) as cited by Butler (1994, p. 26) indicate that the cost therefore of recruiting, selecting, training and paying these additional employees represents one way in which the costs of absenteeism can be estimated. Another approach estimates the incremental costs per day associated with the absent employee, for example, salary and pension that still have to be paid during the employees absence. According to Butler (1994, p. 26), if an employee is absent and a casual/temporary employee is hired, the task of management is to compare the costs that would have been involved if the absent employee had come to work, plus the additional costs of hiring a replacement employee. It is important then for organisations to have a proper system in place to determine the costs of absenteeism, so that it can be managed effectively. 5. Organizational Behaviour Theories and Absenteeism 5.1 Maslows Hierarchy of Needs f motivation is driven by the existence of unsatisfied needs, then it is worthwhile for a manager to understand which needs are the more important for individual employees. In this regard, Abraham Maslow developed a model in which basic, low-level needs such as physiological requirements and safety must be satisfied before higher-level needs such as self-fulfilment are pursued. In this hierarchical model, when a need is mostly satisfied it no longer motivates and the next higher need takes its place. Maslows hierarchy of needs is shown in the following diagram: Implications for Management Maslows theory holds, there are some important implications for management. There are opportunities to motivate employees through management style, job design, company events, and compensation packages, some examples of which follow: Physiological needs: Provide lunch breaks, rest breaks, and wages that are sufficient to purchase the essentials of life. Safety Needs: Provide a safe working environment, retirement benefits, and job security. Social Needs: Create a sense of community via team-based projects and social events. Esteem Needs: Recognize achievements to make employees feel appreciated and valued. Offer job titles that convey the importance of the position. Self-Actualization: Provide employees a challenge and the opportunity to reach their full career potential. 5.2 Herzbergs Motivation Hygiene Theory (Two Factor Theory) To better understand employee attitudes and motivation, Frederick Herzberg performed studies to determine which factors in an employees work environment caused satisfaction or dissatisfaction. He published his findings in the 1959 book The Motivation to Work. The studies included interviews in which employees where asked what pleased and displeased them about their work. Herzberg found that the factors causing job satisfaction (and presumably motivation) were different from that causing job dissatisfaction. He developed the motivation-hygiene theory to explain these results. He called the satisfiers motivators and the dissatisfiers hygiene factors, using the term hygiene in the sense that they are considered maintenance factors that are necessary to avoid dissatisfaction but that by themselves do not provide satisfaction. Details available at: http://www.netmba.com/mgmt/ob/motivation/mcclelland/ (Accessed on April 24, 2010) Factors Affecting Job Attitude Leading to Satisfaction Leading to Dissatisfaction Achievement Recognition Work itself Responsibility Advancement Growth Company policy Supervision Relationship w/Boss Work conditions Salary Relationship Implication for Management Herzberg argued that job enrichment is required for intrinsic motivation, and that it is a continuous management process. According to Herzberg: The job should have sufficient challenge to utilize the full ability of the employee. Employees who demonstrate increasing levels of ability should be given increasing levels of responsibility. If a job cannot be designed to use an employees full abilities, then the firm should consider automating the task or replacing the employee with one who has a lower level of skill. If a person cannot be fully utilized, then there will be a motivation problem. Critics of Herzbergs theory argue that the two-factor result is observed because it is natural for people to take credit for satisfaction and to blame dissatisfaction on external factors. Furthermore, job satisfaction does not necessarily imply a high level of motivation or productivity. 5.3 McClelland Theory of Needs In his acquired-needs theory, David McClelland proposed that an individuals specific needs are acquired over time and are shaped by ones life experiences. Most of these needs can be classed as achievement, affiliation, or power. A persons motivation and effectiveness in certain job functions are influenced by these three needs. McClellands theory sometimes is referred to as the three need theory or as the learned needs theory. 5.3.1 Achievement People with a high need for achievement (nAch) seek to excel and thus tend to avoid both low-risk and high-risk situations. Achievers avoid low-risk situations because the easily attained success is not a genuine achievement. In high-risk projects, achievers see the outcome as one of chance rather than ones own effort. High nAch individuals prefer work that has a moderate probability of success, ideally a 50% chance. Achievers need regular feedback in order to monitor the progress of their achievements. They prefer either to work alone or with other high achievers. 5.3.2 Affiliation Those with a high need for affiliation (nAff) need harmonious relationships with other people and need to feel accepted by other people. They tend to conform to the norms of their work group. High nAff individuals prefer work that provides significant personal interaction. They perform well in customer service and client interaction situations. 5.3.3 Power A persons need for power (nPow) can be one of two types personal and institutional. Those who need personal power want to direct others, and this need often is perceived as undesirable. Persons who need institutional power (also known as social power) want to organize the efforts of others to further the goals of the organization. Managers with a high need for institutional power tend to be more effective than those with a high need for personal power. Implications for Management People with different needs are motivated differently. High need for achievement High achievers should be given challenging projects with reachable goals. They should be provided frequent feedback. While money is not an important motivator, it is an effective form of feedback. High need for affiliation Employees with a high affiliation need perform best in a cooperative environment. High need for power Management should provide power seekers the opportunity to manage others. All organizational behaviour theories stress that if employees are satisfied than they will contribute as much as they can in the success of an organization. Organizations can use various methods in order to keep their worker happy and if staff is happy and like to come on work regularly it mean that there are less chances of absenteeism and it can save the huge cost associated with the absence of employees. So it is the responsibility of organizations to manage and make sure that they have adequate system that can bring their workforce normal to work. Details analysis on these approaches will be later on discussed in this article.

Anorexia and Bulimia Essay -- Causes of Bulimia Nervosa, Anorexia

  Ã‚  Ã‚  Ã‚  Ã‚     Ã‚  Ã‚  Ã‚  Ã‚  Bulimia Nervosa [also known as Bulimia] is a very serious and dangerous eating disorder. The disorder can be describe as bingeing and then followed by purging or a person who eats a large amount of food in short periods of time and then vomits after eating to prevent on gaining the weight cause by the food. There is different ways of going about ways to prevent the weight gain, making oneself throw up, taking pills, or laxatives which will increase how fast the food will move through your body, exercising excessively, eating a little amount or not at all, or taking other pills to pass urine This disorder is mostly between the ages of 15 and 35, even if they have no specific food disorders. Studies made in Europe and USA have underlined the fact that roughly 10% of women in this age bracket say they and provoke vomiting occasionally 2% vomit once or more per week. This disorder is most commonly found in girls and in their late teen years, but that’s not to s ay it does not happen to boys it does but it is very rare. With a person who has bulimia it is very hard to tell by their appearance because when you have Bulimia you look average weight or just below it.   Ã‚  Ã‚  Ã‚  Ã‚  This disorder is split up into 3 different illnesses they all have a lot in common but also have differences. The first type is Simple, simple bulimia nervosa usually affects girls at age 18 years old. The cause for this illness is under confident about oneself but come from good backgrounds. This illness is usually triggered by a short time of depression, such as a break up with a boyfriend. The girls who have simple bulimia nervosa have had a normal life as made friends normally and then they will have the short depression period and they will learn to hate themselves and their appearance. Usually diets start to boost up ones self esteem and then they cheat during the diet and vomiting will occur after eating. This form of bulimia is the least out of all 3 forms severe. But that is not to say that the girls who do this don’t progress into worst conditions. Another form of the disorder is Anorexic Bulimia Nervosa this is almost a mixture between Anorexic a nd Bulimia. It starts off as just a brief period of anorexic and then when that is over the sufferer recovers the illness by a short period of stabilized weight... ... and mental health professionals come in to help the patient recover. In different cases of the disorder family therapy is the best way to help overcome the disorder and helps eat healthy again. The family has a big effect on the sufferer and has to help the person realize that there body shape if perfectly fine and doesn’t need to be thin to make anyone happy. There is always Clinics that may help treat the disorder, the treatment is structured and controlled so that they have to eat in a better and healthier way. If there is no desire and hospitalizing is not necessary for the sufferer then there is the choice of outpatients by having weekly visits to a therapist and sometimes needs psychotherapy for the medicine, which can be more effective in worst cases. These disorders should not be left alone or untreated they can damage the body and soul and if left untreated the disorder can kill and at the best leave you looking terrible and feeling worse. These disorders may hel p you lose weight or not let you gain any, but in the long run it can seriously harm one and not only do these disorders affect the sufferer it also affects the people around them.   Ã‚  Ã‚  Ã‚  Ã‚  

Monitor Complience with Legislative Requirements

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. 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 (cl assification 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 mari time 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 PRESENT ATION 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) Countries 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, with out 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 su pposedly 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. 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 enforc ement 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 ti me 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/fileadmi n/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 load 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 voyage s 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 maintenance) †¢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 requirements 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 ve rification 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 sa fety 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 whe re 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 tra ining 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 par tnership 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 rece ives 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. [email  protected] 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 certificate – for ca rgo 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 management certificate â₠¬â€œ 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 or 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 Monitor Complience with Legislative Requirements 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. 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 (cl assification 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 mari time 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 PRESENT ATION 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) Countries 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, with out 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 su pposedly 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. 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 enforc ement 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 ti me 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/fileadmi n/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 load 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 voyage s 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 maintenance) †¢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 requirements 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 ve rification 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 sa fety 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 whe re 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 tra ining 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 par tnership 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 rece ives 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. [email  protected] 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 certificate – for ca rgo 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 management certificate â₠¬â€œ 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 or 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

Biography of Stokely Carmichael, Civil Rights Activist

Biography of Stokely Carmichael, Civil Rights Activist Stokely Carmichael was an important activist in the Civil Rights Movement who attained prominence (and generated enormous controversy) when he issued a call for Black Power during a speech in 1966. The phrase quickly spread, sparking a fierce national debate. Carmichaels words became popular among younger African Americans who were frustrated with the slow pace of progress in the field of civil rights. His magnetic oratory, which would typically contain flashes of passionate anger mixed with playful wit, helped make him nationally famous. Fast Facts: Stokely Carmichael Full Name: Stokely CarmichaelAlso Known As: Kwame TureOccupation: Organizer and civil rights activistBorn: June 29, 1941 in Port-of-Spain, TrinidadDied: November 15, 1998 in Conakry, GuineaKey Accomplishments: Originator of the term Black Power and a leader of the Black Power movement Early Life Stokely Carmichael was born in Port-of-Spain, Trinidad, on June 29, 1941. His parents emigrated to New York City when Stokely was two, leaving him in the care of grandparents. The family was eventually reunited when Stokely was 11 and came to live with his parents. The family lived in Harlem and eventually in the Bronx. A gifted student, Carmichael was accepted to the Bronx High School of Science, a prestigious institution where he came into contact with students from diverse backgrounds. He later recalled going to parties with classmates who lived on Park Avenue and feeling uncomfortable in the presence of their maids - given the fact that his own mother worked as a maid. He was offered several scholarships to elite colleges and ultimately chose to attend Howard University in Washington, D.C.. By the time he began college in 1960, he was greatly inspired by the growing Civil Rights Movement. He had seen television reports of sit-ins and other protests in the South and felt a need to get involved. While a student at Howard, he came into contact with members of SNCC, the Student Non-Violent Coordinating Committee (popularly known as Snick). Carmichael began participating in SNCC actions, traveling to the South and joining Freedom Riders as they sought to integrate interstate bus travel. Following graduation from Howard in 1964, he began working full-time with SNCC and soon became a traveling organizer in the South. It was a dangerous time. The Freedom Summer project was trying to register black voters across the South, and resistance was fierce. In June 1964 three civil rights workers, James Chaney, Andrew Goodman, and Michael Schwerner, disappeared in Mississippi. Carmichael and some SNCC associates participated in the search for the missing activists. The bodies of the three murdered activists were eventually found by the FBI in August 1964. Other activists who were personal friends of Carmichael were killed in the following two years. The August 1965 shotgun murder of Jonathan Daniels, a white seminarian who had been working with SNCC in the South, affected Carmichael deeply. Black Power From 1964 to 1966 Carmichael was constantly in motion, helping to register voters and fight against the Jim Crow system of the South. With his quick wit and oratorical skills, Carmichael became a rising star in the movement. He was jailed numerous times, and was known to tell stories about how he and fellow inmates would sing to both pass the time and annoy the guards. He later said his patience for peaceful resistance broke down when, from a hotel room window, he saw police savagely beat civil rights protesters in the street below. In June 1966, James Meredith, who had integrated the University of Mississippi in 1962, began a one-man march across Mississippi. On the second day, he was shot and injured. Many other activists, including Carmichael and Dr. Martin Luther King, Jr., vowed to finish his march. Marchers began crossing the state, with some joining in and some dropping out. According to a New York Times report, there were usually about 100 marchers at any one time, while volunteers fanned out along the route to register voters. On June 16, 1966, the march reached Greenwood, Mississippi. White residents turned out to heckle and hurl racial slurs, and local police harassed the marchers. When marchers tried to pitch tents to spend the night in a local park, they were arrested. Carmichael was taken to jail, and a photograph of him in handcuffs would appear on the front page of the next mornings New York Times. Carmichael spent five hours in custody before supporters bailed him out. He appeared at a park in Greenwood that night, and spoke to about 600 supporters. The words he used would change the course of the Civil Rights Movement, and the 1960s. With his dynamic delivery, Carmichael called for Black Power. The crowd chanted the words. Reporters covering the march took notice. Up until that point, the marches in the South tended to be portrayed as dignified groups of people singing hymns. Now there seemed to be an angry chant electrifying the crowd. The New York Times reported on how quickly Carmichaels words were adopted: Many marchers and local Negroes were chanting Black power, black power, a cry taught them by Mr. Carmichael at a rally last night when he said, Every courthouse in Mississippi ought to be burned down to get rid of the dirt. But on the courthouse steps, Mr. Carmichael was less angry and said: The only way we can change things in Mississippi is with the ballot. Thats black power. Carmichael gave his first Black Power speech on a Thursday night. Three days later, he appeared, in a suit and tie, on the CBS News program Face the Nation, where he was questioned by prominent political journalists. He challenged his white interviewers, at one point contrasting the American effort to deliver democracy in Vietnam with its apparent failure to do the same in the American South. Over the next few months the concept of Black Power was hotly debated in America. The speech Carmichael gave to hundreds in the park in Mississippi rippled through society, and opinion columns, magazine articles, and television reports sought to explain what it meant and what it said about the direction of the country. Within weeks of his speech to hundreds of marchers in Mississippi, Carmichael was the subject of a lengthy profile in the New York Times. The headline referred to him as Black Power Prophet Stokely Carmichael. Fame and Controversy In May 1967 LIFE magazine published an essay by the noted photographer and journalist Gordon Parks, who had spent four months following Carmichael. The article presented Carmichael to mainstream America as an intelligent activist with a skeptical, though nuanced, view of race relations. At one point Carmichael said to Parks that he was tired of explaining what Black Power meant, as his words kept getting twisted. Parks prodded him and Carmichael responded: For the last time, he said. Black Power means black people coming together to form a political force and either electing representatives or forcing their representatives to speak their needs. Its an economic and physical bloc that can exercise its strength in the black community instead of letting the job go to the Democratic or Republican parties or a white-controlled black man set up as a puppet to represent black people. We pick the brother and make sure he fulfills The article in LIFE may have made Carmichael relatable to mainstream America. But within months, his fiery rhetoric and wide-ranging travels made him an intensely controversial figure. In the summer of 1967, President Lyndon Johnson, alarmed at Carmichaels comments against the Vietnam War, personally instructed the FBI to conduct surveillance on him. In mid-July 1967, Carmichael embarked on what turned into a world tour. In London, he spoke at a Dialectics of Liberation conference, which featured scholars, activists, and even American poet Allen Ginsberg. While in England, Carmichael spoke at various local gatherings, which drew the attention of the British government. There were rumors that he was pressured to leave the country. In late July 1967, Carmichael flew to Havana, Cuba. He had been invited by the government of Fidel Castro. His visit immediately made news, including a report in the New York Times on July 26, 1967 with the headline: Carmichael Is Quoted As Saying Negroes Form Guerrilla Bands. The article quoted Carmichael as saying the deadly riots occurring in Detroit and Newark that summer had used the war tactics of guerrillas. On the same day that the New York Times article appeared, Fidel Castro introduced Carmichael at a speech in Santiago, Cuba. Castro referred to Carmichael as a leading American civil rights activist. The two men became friendly, and in the following days Castro personally drove Carmichael around in a jeep, pointing out landmarks related to battles in the Cuban revolution. Carmichaels time in Cuba was widely denounced in the United States. Following the controversial stay in Cuba, Carmichael planned to visit North Vietnam, the enemy of the United States. He boarded a Cuban airlines plane to fly to Spain, but Cuban intelligence called the flight back when it was tipped off that American authorities were planning to intercept Carmichael in Madrid and lift his passport. The Cuban government put Carmichael on a plane to the Soviet Union, and from there he traveled onward to China and eventually to North Vietnam. In Hanoi, he met with the nations leader, Ho Chi Minh. According to some accounts, Ho told Carmichael of when he lived in Harlem and had heard speeches by Marcus Garvey. At a rally in Hanoi, Carmichael spoke out against American involvement in Vietnam, using a chant he had previously used in America: Hell no, we wont go! Back in America, former allies distanced themselves from Carmichaels rhetoric and foreign connections and politicians spoke of charging him with sedition. In the fall of 1967, Carmichael kept traveling, visiting Algeria, Syria, and the African West African nation of Guinea. He began a relationship with the South African singer Miriam Makeba, whom he would eventually marry. At various stops on his travels he would speak out against Americas role in Vietnam, and denounce what he considered American imperialism. When he arrived back in New York, on December 11, 1967, federal agents, along with a crowd of supporters, were waiting to greet him. U.S. marshals confiscated his passport because he had visited communist countries without authorization. Post-American Life In 1968, Carmichael resumed his role as an activist in America. He published a book, Black Power, with a co-author, and he continued to speak out on his political vision. When Martin Luther King was assassinated on April 4, 1968, Carmichael was in Washington, D.C. He spoke publicly in the following days, saying white America had killed King. His rhetoric was denounced in the press, and political figures accused Carmichael of helping to spur on the riots that followed Kings killing. Later that year, Carmichael became affiliated with the Black Panther Party, and appeared with prominent Panthers at events in California. Wherever he went, controversy seemed to follow. Carmichael had married Miriam Makeba, and they made plans to live in Africa. Carmichael and Makeba left the United States in early 1969 (the federal government had returned his passport after he agreed not to visit banned countries). He would settle permanently in Guinea. During his time living in Africa, Carmichael changed his name to Kwame Ture. He claimed to be a revolutionary, and supported a Pan-African movement, the goal of which was to form African nations into a unified political entity. As Kwame Ture, his political moves were generally frustrated. He was criticized at times for being too friendly with Africa dictators, including Idi Amin. Ture would occasionally visit the United States, giving lectures, appearing in various public forums, and even appearing for an interview on C-Span. After years under surveillance, he had become intensely suspicious of the United States government. When he was diagnosed with prostate cancer in the mid-1990s, he said to friends that the CIA may have made him contract it. Kwame Ture, who Americans remembered as Stokely Carmichael, died in Guinea on November 15, 1998. Sources Stokely Carmichael. Encyclopedia of World Biography, 2nd ed., vol. 3, Gale, 2004, pp. 305-308. Gale Virtual Reference Library.Glickman, Simon, and David G. Oblender. Carmichael, Stokely 1941–1998. Contemporary Black Biography, edited by David G. Oblender, vol. 26, Gale, 2001, pp. 25-28. Gale Virtual Reference Library.Joseph, Peniel E., Stokely: A Life, Basic Civitas, New York City, 2014.