Murder Of Roger Ackroyd Essays - Alibi, Hercule Poirot,

Murder Of Roger Ackroyd The Murder Of Roger Ackroyd Dr James Sheppard lived together with his sister Caroline in King's Abbot, a small village. He was a great doctor and when somebody died he looked to see what had happened. Mrs Ferras died on the night of the 16th - 17th September. Dr Sheppard drove there. After he had analysed the body he drove home again where he talked about the death of Mrs Ferras with his sister. Caroline pretended to know everything about the death. She thought Mrs Ferras had killed herself because she had killed her husband last year. That day Dr Sheppard met Roger Ackroyd, a good friend of his, by chance. Roger invited Dr Sheppard to his house at 7.30. He also told Dr Sheppard that it was very important. That evening Roger told James that Ralph Paton, his nephew, was in London. But James had seen Ralph this afternoon. When Roger heard that, he was very angry and pretended that he didn't know that. The next morning Caroline told him that she had seen Ralph Paton with Flora Ackroyd. They had been walking together. Dr Sheppard went into the garden. Minutes later pumpkins flew past his ears and a face looked over the fence. After the new man had excused himself he introduced himself. His name was Hercule Poirot, the new neighbour. When James walked into his house again Caroline told him that she had heard that Ralph Paton had said to a girl Mr Ackroyd had to die. Then James walked to Roger's house. When Dr Sheppard entered Ackroyd's house on this day he heard the closing of a window. But he didn't pay any attention to it. In the room stood a silver table with many weapons. Dr Sheppard was looking at them when Flora entered the room. She told him that she wanted to marry Ralph, and she showed him the ring on her finger. When Roger came into the room they talked about many things. Then Roger said that Mrs Ferras had not killed her husband. Mr Ferras had been poisoned. There was a letter from Mrs Ferras and Roger wanted to read it alone, so James walked home. At 8.00 at the gates he met a stranger who wanted to know the way to Fernly Park. Back home James wanted to go to bed, but then the telephone rang and Parker, Mr Ackroyd's butler, told him that Mr Ackroyed had been murdered. So he went to Fernly Park again. When he came into the room again, he established that the letter from Mrs Ferras had been removed. Flora said that she was the last person who had seen her uncle alive. She wanted Dr Sheppard's new neighbour Hercule Poirot, a detective, to take over the case. Poirot agreed and Dr Sheppard decided to help him. They found out that Parker couldn't be the murderer because of the footpoints under the window. They didn't belong to Parker. When Poirot walked through the garden he found a ring in the pool. Hammond, the family lawyer, thought that Ralph Paton could never kill his uncle. Poirot thought the contrary. Miss Ursula Burner, a servant, didn't have an alibi. And she wasn't saying anything. Poirot sent Dr Sheppard to talk to Mrs Ackroyd the next morning. Mrs Ackroyd didn't say it directly but she accused Miss Ursula of the murder. The next day Mr Ackroyd and Mrs Ferras were buried. In the afternoon Poirot received a telephone call that the stranger from Fernly Park had been found. His name was Charles Kent. Flora came to Poirot and told him that she had stolen money from her uncle. Poirot said to her that she couldn't be the murderer and he walked to Miss Russell, a servant too, to talk to her. She confessed to Poirot to have a son, Charles Kent. So Charles Kent wasn't the murderer either because at that time he was out with his mother. When Dr Sheppard went for breakfast Caroline told him a man came to see Poirot early this morning. So he walked to Poirot but Poirot didn't tell him who it was. But he said that Ursula Bourne was Ralph Paton's wife. Poirot sent James to invite all the people from Fernly

Teaching ICT at School Reasons, Concerns and Solutions

Teaching ICT at School Reasons, Concerns and Solutions Abstract Purpose Over the past few years, the significance of information and computer technologies has multiplied several times. New media has opened a pool of opportunities in every single field, increasing the pace of globalization and contributing to business development.Advertising We will write a custom assessment sample on Teaching ICT at School: Reasons, Concerns and Solutions specifically for you for only $16.05 $11/page Learn More Methods The given study is going to provide the themes that should be taught in ICT classes in schools so that students could be able to use the latest technologies to their advantage in studying, learn about the mechanism of their cognitive process and become lifelong learners. Results The introduction of the ICT principles into the education system will help teachers acquire new skills more efficiently. In the course of the research, an overview of the key ICT themes was done. Discussion The results have shown that, amo ng the ICT themes that should be viewed as the school material, digital literacy, informational systems and human communication in ICT should be listed. Introduction: Nature of the Problem There is no secret that with the advent of information technologies, the landscape of communication, business and media has changed radically. Information technology has leaked into very single area and aspect of people’s lives, and it has become crucial to learn to use these changes to people’s advantage; for instance, ICT teaching can shed some light on mobile learning (El-Hussein Cronge, 2010). However, introducing ICT into the school curriculum is fraught with numerous difficulties. Statement of Purpose, Scope and General Method The purpose of the given paper is to define the themes of ICT that should be taught to students at school, as well as the methods for teaching the aforementioned themes. Seeing how the given topic is rather broad, the scope of the paper will concern the themes that can be taught to high school and college students. As for the research method, the principle of grounded theory is going to be used in order to design the basic patterns for teaching ICT. The principle of grounded theory is going to be the key method. Hypothesis Because of the opportunities in terms of technology and communication that ICT opens in front of teachers and students, it is most reasonable to use ICT as the means to accomplish such goals as the shift from an old to a relatively new teaching paradigm (EACEA, 2009, 14), more opportunities for teacher education (UNESCO, 2005, 55 55) and professional development (EACEA, 2009, 14), more efficient classroom management (EACEA, 2009, 14), better cooperation between schools (EACEA, 2009, 14) and availability of the necessary equipment (EACEA, 2009, 14). The given goals can be achieved by introducing such topics as research and e-awareness, communication, control and science, modeling and simulation and handling data.A dvertising Looking for assessment on education? Let's see if we can help you! Get your first paper with 15% OFF Learn More Methods As it has been stressed above, the principles of the grounded research were used in the course of defining the key ICT themes to be taught in schools. The key characteristics of a good ICT lesson are going to be defined and most reasonable and efficient strategies for teaching ICT are going to be distinguished. Finally, the challenges regarding ICT teaching at schools will be outlines, and basic means of addressing these challenges will be provided. Results Results and Original Hypothesis An efficient use of interactive materials is a good method of introducing students to the opportunities provided by the ICT, (Eurydice, 2011, 10). The given approach is crucial in that it allows for demonstrating students the benefits of the ICT in a very graphic way. More to the point, the given method helps students apply the acquired skills to practice immediately after these skills were learned, as it was done in Malaysian schools in 2002 (Chan, 2002, 2). The third option that teachers have in terms of methods of teaching ICT to students in schools is to utilize such strategies as project-based learning, personalized learning, individualized, or student-centered, learning, scientific investigations and online learning (Eurydice, 2011, 43). The given methods are equally important, since, though having seemingly different characteristics, they are all targeted at the same goal, i.e., developing students’ independence in the use of ICT. The issue regarding classroom management should also be brought up. As ESEA report says, classroom management process becomes considerably easier with the introduction of the ICT technologies, which allows both students and teachers to focus on the class activities and, therefore, creates the most appropriate learning and teaching environment. Trends Discussion ICT helps students in their meta-cognition process. Phelps and Graham’s study shows that the integration of ICT into meta-cognition process led to rather fruitful results in fourteen schools (Phelps Graham, 2008, 129). At certain points, the goals of ICT studying and meta-cognition cross – both are aimed at helping students recognize the necessity to engage in lifelong learning and choose the best method for self-learning. As Shannon (2008) put it, it is possible â€Å"to become a self-directed learner using metacognition† (Shannon, 2008, 14). Seeing how ICT allows for encouraging self-learning in students (Eurydice, 2011, 43), it seems reasonable to use meta-cognition strategies as the basis for teaching ICT in schools.Advertising We will write a custom assessment sample on Teaching ICT at School: Reasons, Concerns and Solutions specifically for you for only $16.05 $11/page Learn More In addition, ICT clearly affects the teachers’ competence and pro fessionalism as well. ICT provides a plethora of opportunities for professional growth, including fast acquisition of new information, cooperation with other experts and availability of a number of training programs. The last but definitely not the least, such function of ICT as a better control over the technological aspect of the lesson helps teachers focus on the communication with students rather than managing equipment. Finally, more efficient time management is also an obvious advantage. Discussion It would be wrong to claim that there are no tangible problems concerning teaching ICT in schools. To start with, the changes to the curriculum that the inclusion of ICT classes demand is most likely trigger considerable organizational issues, especially regarding time management. According to the data provided above, in most cases, the introduction of the ICT studies came at the cost of other subjects. Therefore, when providing students with a chance to learn using the ICT technolo gy, one must make the required changes to the curriculum and the rest of the classes. To solve the aforementioned issue, it will be most reasonable to apply the principle of online teaching mentioned above. The given approach allows for students to have a more flexible schedule and to choose the time management system that they prefer and that suits them best. Thus, the following themes must be presented in the ICT curriculum: Research and e-awareness; Communication; Control and science; Modeling and simulation; Handling data. Of all the themes mentioned above, the issue regarding research and e-awareness seems the most important one. It allows for both motivating students for learning more and becoming independent in their research. Therefore, the given theme must be the course priority. Conclusion With the advent of information and computing technologies, people’s social, personal and, most importantly, academic life has changed greatly. While the new options opened for s tudents seem rather alluring, including ICT into the school curriculum might be quite a problem.Advertising Looking for assessment on education? Let's see if we can help you! Get your first paper with 15% OFF Learn More In order to avoid the possible issues, it is necessary to choose the strategy that will allow teachers to supervise students instead of babysitting them in their ICT exploration. Thus, students will have an opportunity to both learn to use ICT efficiently and to become lifelong learners. Reference List Chan, F. M. (2002). ICT in Malaysian schools: Policy and strategies. Retrieved from http://unpan1.un.org/intradoc/groups/public/documents/apcity/unpan011288.pdf EACEA (2009). Study of the impact of technology in primary schools. Retrieved from http://eacea.ec.europa.eu/llp/studies/documents/study_impact_technology_primary_school/brochure291009_en.pdf El-Hussein, M. O. M., Cronje, J. C. (2010). Defining mobile learning in the higher education Landscape. Educational Technology Society, 13(3), 12–21. Eurydice (2011). Key Data on Learning and Innovation through ICT at School in Europe 2011. Retrieved from http://eacea.ec.europa.eu/education/eurydice/documents/key_data_series/129E N.pdf Phelps, R. Graham, A. (2008). Developing technology together, together: A whole-school metacognitive approach to ICT teacher professional development. Journal of Computing in Teacher Education, 24(4), 125–133. UNESCO (2005). ICTs for secondary education. Retrieved from http://iite.unesco.org/pics/publications/en/files/3214640.pdf

AVIATION LAW

AVIATION LAW This highly specialized field of law encompasses most facets of air travel, as well as the operation and regulation of business issues relating to air travel, which requires a comprehensive knowledge of FAA regulations, specific laws regarding flight, and an in depth understanding of aviation. It governs the operation of aircraft and the maintenance of aviation facilities. Aviation law pertains to nearly all individuals connected to the operation and maintenance of aircraft. Air traffic regulation polices, in both federal and state government, has created laws and administrative agencies with certain restrictions preventing states from regulating routes, services, or the rates of all air carriers authorized to provide interstate air transportation by the Federal Aviation Acts. Through Laws, aviation industry been organized in terms of their activities and professionalism prohibiting all acts that may endanger airplanes, airports or any facility related to aviation services. The law obligates aviation workers to obtain permit or license from recognized bodies, with penalties and fines to be imposed for violations. The law has been utilized to assess and screen all aviation exercises and aeronautics specialists, and may additionally characterize any demonstrations that constitute hazard on aviation facilities, air operations, aeroplanes, air travellers and air traffic. To cut it short, the law that has to do with aviation is Aviation law and this is the branch of law that governs the legalities and business aspects of flight and air transport, such as air traffic rights, aviation safety and security, economic regulations of airlines, and the operation of airports. 2.1 Aviation Safety A remarkable means of mobility is one of the skeletal make up of a modern society. Every means of transportation connects with each other. They perform a same function at different dimensions. Out of all the means of transportation, air transport is the safest in regards to the ratio between the number of accidents and that of passenger/kilometers. Another issue is that when incidents or accidents occur such as plane crash, with casualties, all ears are aware about it and this gets the attention of the government. It is therefore not new or surprising that every State government priorities and give attention to it more than other means of transportation. One of the key elements to increase the public confidence in air transport is put in place a standard impeccable level of safety in the Aviation Sector through law. Aviation safety is not an agenda of a group or a sect of people; it s a universal concern that needs an international attention and enforcement. It is just simply the very important issues on a world stage. Being able to critically interpret the word safety in the aviation is very important. What does safety means? According to Merriam-Webster definition, safety itself means the condition of being safe from undergoing or causing hurt, injury, or loss. This definition, if applied to the aviation world, would totally picture the idea of do not go against the fundamental principle of nature since the law of gravity is universal and machines (which is prone to technical fault) are not human. Another definition made it clear that safety is a mechanical device designed to prevent inadvertent or hazardous operations. This could mean that if we go against the laws of nature, devices with high technological concepts can be used to carry out operations of high risk with the tendencies of circumventing inevitable catastrophes. A source gave another definition of safety as a complete understanding of your work and knowledge of every step that must be taken and the realization that mistakes could be costly to yourself and to the company. This in actual sense could mean that every personnel in the (aviation) industry must be completely learned and adequately trained always towards every operation going on in the industry and not having believe in luck but having the right mind to handle any sudden hitches that may come up briskly. More so, safety could mean remembering the safety rules set up by a company and applying them every minute when on the job. It can be finally concluded, with the understanding of air transportation, according to the definition given by ICAO Air Navigation Commission that aviation safety is a state of freedom from unacceptable risk of injury to persons or damage to aircraft and property . This meaning is very comprehending as it indicates that mistake(s) that lead to fatal accidents would become an intolerable hazard, for lessons must be learnt and since safety is not a rigid concept, it has to be flexibly and exposed to changes in synchronism with technological and innovative advancement. What caused power failure, wire sparks, o r technical problem in last year s crash must not repeat itself in the present year. According to the ICAO definition of aviation safety, everything must be put or set right and there must be a zero or insignificant risk before operations. However, marriage between safety and security cannot be sundered. No matter the highest precautions put in place to ascertain safety in a situation, such situation must be secured. The September 11, 2001 attack on US was not as a result of default in safety, it was the ability of the terrorists to bye-pass the security instruments, which nullified the effective safety mechanisms that was put in place. To make aviation safety at its optimal level, aviation security must be kept and treated as a subset to it. Every airline company has a duty to comply with the rules and regulations of the States Aviation Regulatory Bodies. Likewise, no State Aviation Authority is autonomous, they must be under the international body, which gives and determines rules that all aircrafts and airlines must comply with before flying. The role of aviation safety is but not limited to prevention of accidents but covers all scopes but this study will focus on just the legal dimensional aspect of it. It has been noted that safety is not limited to accident prevention, but should be considered in a broader term as risk management. Keeping the aviation industry safe is just the law, which sets right the right things to put in place to ensure safety. For example, the Federal Aviation Agency which is saddled with the responsibility to regulate airlines in US has embraced safety as its core mission with the statement Our mission is to provide the safest, most efficient aerospace system in the world and our mantra is to improve the safety and efficiency of aviation, while being responsive to our customers and accountable to the public . Equally in, the EU, the European Aviation Safety Agency, EASA, which is the centrepiece of the European Union’s strategy for aviation safety has its mission, which states that t o promote the highest common standards of safety and environmental protection in civil aviation. They mainly draft legislation that centres on aviation safety and works hand in hand with the national authorities, which continue to carry out many operational tasks, such as certification of individual aircraft or licensing of pilots. Additionally, in Nigeria, the most populated black nation in the world, has Nigerian Civil Aviation Authority, NCAA, as its highest aviation regulatory body that ensures that all stakeholders in the sector comply with the aviation safety regulations. Where safety rules are breeched, the NCAA takes strong corrective actions to enforce compliance which may include sanctions. As it is conspicuous that every democratic government must have a 3-arm component, which constitute of the executive, legislature and judiciary, it is also not new that they must function as a sovereign entity. They can make laws that would solely affect them and form ties with friendly nations with treaties of economic and political importance. As it is extremely pertinent for states to be free of any form of external aggression, its will be disturbing and dangerous to leave some issues in the hands of States to regulate fully without some international bodies influencing them. In as much that citizens of State A can have the freedom to chose another State of interests to visit for any good reasons, then safety doctrines that is regimented by international bodies would save State B from the possible safety negligence from State A s aviation sector. Since law is a product of drafting of bills, passing the bills and giving assent to it and implementing it, it can be seen that when laws dealing with aviation industry, having in mind that there are rules of international standards which binds all, every legislative arm of a State have the duty to marry the national laws with the international rules such that the world will have a safe air transport system. 2.2 Civil Aviation It is among the most widely controlled sector in the world. Every single technical personnel, equipment and airport must be certified and monitored by competent regulatory agencies known as Civil Aviation Authorities (CAAs). Indeed, the International Civil Aviation Organization (ICAO) and other global bodies thus evaluate even the CAAs themselves. The working standards, rules and measures used in civil aviation have Standards And Recommended Practices (SARP) of ICAO and stipulated National laws and regulations as there working template. 2.3 History of Aviation Safety It is very important to always have a fine connection between the past, present and the future. Aviation safety did not just become an issue of concern today. It can be dated back to when humans began to add air to the means of transportation. History of airplane can be traced to the age of the Wright Brothers who went against all odds to air-control an aircraft that was engine-powered for 12 seconds in 1903. However, the ideas of these brothers were tailored to meet the aims of victory that spelt doom to the generations in the World War I (1914 – 1918). This ushered in a new era of flight. There came into existence the invention of flights instruments, airplanes were equipped with radar, the first jet engine was already in production. Technological advancement bringing about improved aerodynamics, high-powered engines and aircraft (fabric) metals enabled these flying machines to go on high cruising altitudes and bringing about transoceanic flights. After the ending of the World War II, jet airliners began. Airline companies such as Pan Am and airplane manufacturers, for example, Boeing are into air transporting meeting the fast mobility need of uncountable number of passengers all over the world. Fear was an element that gripped people in regards to their safety. In course of making sure that public confidence is buffered, aviation safety became the channel by which the establishment of ICAO came into being. Regulations were put in place, which happens to be the earliest form of legislation, to make sure that everyone on the ground not aboard is safe from the aircraft impact on the ground. This however became or was seen as a biased legislation, which did not consider those on-board. Aviation Law that has to do with safety got a new face when in 1819, France enacted a law which required that man-flight balloons be equipped with parachutes which can be seen as to incorporate not only safety on the ground but also safety on board aircraft. In Paris, the year 1889 gave birth to first international aeronautical congress in which Brazil, Mexico, France, United Kingdom and United States were in attendance. In this convention, issues such as aeronauts certificates; liability of aeronauts towards passenger, the public and landowners; salvage; and the use of aircraft in war were discussed. Another conference was held in 1910 in France attended by nineteen states but suffered no adoption of a single convention due to the fact that the participants could not agree on the kind of treatment to be extended to foreign and national aircraft in regards to over flight freedom. This convention happens to be the first international air law conference that displayed the very much eagerness to make provision for a regulatory regime of global standard for civil aviation. However, in 1913, precisely, July 26 1913, France and Germany signed the first bilateral agreement, which allowed for airships from Germany to enter French airspace and remained in France. The first legal instrument to enter into force in the world of aviation was the Paris Convention of 1919, which is enclosed with a recognised comprehensive and exclusive sovereignty of states over the airspace. This convention enjoyed a ratification by 32 nations. Few of the features of this convention was the generally acceptable definition of aircraft; CINA, the Commission Internationale de la Navigation Aerienne , was established in Article 34, which got a far-reaching regulatory powers chiefly directed towards technical matter. ICAN, the International Commission for Air Navigation was established by this Paris Convention, which dealt exclusively with the regulation of international air navigation and in particular public international air law. In law the ICAN was placed, and remained, under the direction of League of Nations, in practice direction was replaced by friendly cooperation. The League never attempted to exercise any authority on the ICAN, and the ICAN never attempted t o break away from the League; cooperation was mostly carried on through the League s Committee on Transit and Communications. This Committee and the ICAN were represented at each other s meetings, when any question of common interest was under discussion. It also provided for innocent passage of the aircraft of other jurisdictions in times of peace and prohibited aircraft from carrying explosives or weapons. The Paris Convention was starved with universal acceptance, which should have been the desired goal that coloured aviation safety. Like it was said above that this Convention got a 32-state-ratification, however, giant states; Russia, Germany, China, United States were absent in this States ratification of the Convention. In Madrid, the Ibero-American Convention on Air Navigation (which is also referred to as Convenio Ibero Americano de Navegaci n AÃÆ' ©rea, or CIANA, also called the Madrid Convention) was formed which seems to succeed the Paris Convention. This Convention came up due to the growth of aviation activity between Spain and South-America and as a result of the failure by the USA and most Central and South American States to adhere to the Paris Convention, Spain decided to initiate a diplomatic counteraction and invited all Latin American and Caribbean States and Portugal to the Ibero-American Conference to be held in Madrid from 25 to 30 October 1926. This Convention suffered neglect because at no point in time was it registered with any international body. It was labelled unsuccessful; reason being that at the time it was being formed, aircraft of the period were not sufficiently developed to tie together Iberia and Latin America. Another factor that made this Convention to lack succe ss was Spain s political environment during the period was very unsettled, deteriorating into Civil War and the change of focus of Latin America energies on North America keeping them distracted away from Iberia. 1927 marked the year when the United States commenced the drafting of an air navigation Convention for the Americas identified as Pan-American Convention. It was not signed until 1928 at Havana. It can be said that the modelling of the Pan-American Convention was after Paris Convention being applicable to not government aircraft but only Private aircraft. Mutual freedom of air passage was orchestrated by this Convention with stone-rules for aerial traffic as the principal structures lacking technical standards of uniformity and Annexes. This Convention however did not help ICAN but weakened it. Unfortunately, after the World War II, it became out-dated due to the mammoth improvement of aerial transport in the period of war. On 7th of December 1944, some 50 states signed the Chicago Convention couple with two agreements annexed to it, which are the International Air Services Transit Agreement, and the International Air Transport Agreement. This Convention was a replacement for the Paris Convention and became an heir to the safety framework set by the Paris Convention, in fact, Chicago Convention would not have been what it claimed to be if not for the residues of previous conventions, conferences and all-important statement of aerospace sovereignty. Even though there is no such Convention that is stable and universally accepted, Chicago Convention seems to be a package of agreements that is use today. It is widely known formally as Convention on International Civil Aviation (CICA). Without mincing words, it created an independent agency known as the International Civil Aviation Organisation (ICAO), which succeeded International Commission for Air Navigation (ICAN). This Convention is pregnant with sub-ag reements listed below: The right to fly across another’s territory without landing; 1. The right to put down passengers and cargo taken on in the territory of the aircraft’s nationality; 2. The right to take passengers and cargo destined for the territory of the aircraft’s nationality; and 3. The right to take on passengers and cargo, and to drop-off passengers and cargo destined for, or coming from the territory of any state signatory to the Chicago Convention The right to land for non-traffic purposes (such as to re-fuel). 2.4 Aviation safety Regulatory agencies With a specific end goal to meet the prerequisites for safe air transport benefits, various organisations and foundations have been set up at worldwide, regional and national levels to create basic guidelines, regulations, benchmarks and methods on safety and administer their execution over all aviation jurisdictions. The administrative system and safety necessities have been developed over decades and are persistently being changed or amended and upgraded to accomplish a perpetually expanding safety execution and to meet future difficulties postured by the usage of new air navigation ideas and the need to guarantee manageable advancement of civil aviation. Before distinguishing the three basic layers of safety regulations, it is important to state that all administrative regulatory agencies perform the functions of making of rules, enforcement of the rules, or adjudication. The rulemaking function is very much like the legislative process performed by the Congress; enforcement is the same sort of process performed by the executive branch of government and adjudication is essentially the function performed by the judiciary. The three basic levels of aviation safety regulations are: 1. International regulatory arrangements and requirements, established and promulgated by the International Civil Aviation Organisation (ICAO), 2. Regional regulatory arrangements and requirements, 3. National regulatory arrangements and requirements, promulgated in national legislations and other normative acts by the designated State authorities. 2.4.1 International Regulatory Arrangements The standard global aviation regulatory organ is the International Civil Aviation Organization (ICAO). ICAO is an agency of the United Nations and was set up in 1944 through the Convention on International Civil Aviation, identified as the Chicago Convention. Through the cooperation of complying states, ICAO creates Standards and Recommended Practices (SARPs) that cover all parts of aviation, incorporating safety. SARPs give the establishment of all safety organizational administrations at a worldwide scale. There are currently over 10,000 SARPs reflected in the 19 Annexes to the Chicago Convention which ICAO oversees, and it is through these provisions † as well as ICAO s complementary policy, auditing and capacity-building efforts † that today s global air transport network is able to operate close to 100,000 daily flights, safely, efficiently and securely in every region of the world. By being a signatory to the Chicago Convention, a state concurs that the entrenched standards will be effected in its own constitutional domains, and if there is any conflict or variance, ICAO must be aware of it. As a matter of fact, ICAO does not concern itself with military aviation, which embodies combatant and non-combatants aircraft and facilities, which are solely operated by member States military force. As of late the aviation service provider organ and aircraft administrators have stretched the ICAO provisions out to necessitate usage of a formal safety management. ICAO directs the advancement of safety regulatory structures by Member States through the Universal Safety Oversight Audit Program (USOAP) that was set up in 1999 to guarantee the uniform use of ICAO standards. These safety regulatory structures are the International Standards and Practices which stands to be of advantage and profit to member States. According to the United Nations Charter Articles 57 and 63, through the United Nations Economic and Social Council, ICAO was declared an autonomous Intergovernmental organisational. Members States who are having membership in ICAO are 191 at present. Based on the institutional structures, ICAO consist of a plenary body, the Assembly; a permanent body responsible to the Assembly, the Council; and the Secretariat headed by the Chief Executive Officer of the Organization, the Secretary General. The Council has 36 member States, which is responsible to the assembly. One of the required functions of the Council in connection to safety is the selection and correction of the Annexes to the Chicago Convention, which contain inter-national standards and recommended practices. The Annexes are continually looked into and corrected to keep pace with new improvement and propelled innovation. At the flip side of the range, ICAO has seen solid regional and national activities to re-uphold the safety administration for civil aviation. 2.4.2 Regional regulatory arrangements Considering the topography, environmental conditions, climatic situations, natural disturbances and other salient factors, there must be needs to be flexible with measures to ensure safety. ICAO as the international body that regulates all aviation industry of all States Aviation Sectors has delegated responsibilities to regions, which allows or gives room for regions to come up with regulations in accordance with ICAO doctrines that would facilitate safety in the air and on the land. These regional regulatory organizations are directly under ICAO and they are: (1) African Civil Aviation Commission This is an ICAO African branch, which was set up by the Constitutive Conference, convened by the ICAO and the Organization of African Unity, OAU, in Addis Ababa, Ethiopia in 1969. It was established primarily to handle Civil Aviation matters in Africa in collaboration with ICAO. The OAU itself is a body that embodies African States. They are made up of Head of States/Governments, which occupies the highest decision making component of the organization. It also has Council of Minsters, which constitutes Ministers responsible for Civil Aviation. They predominantly recommend high profile policies for the OAU Summit. They have a commission named African Civil Aviation Commission , (AFCAC) which is a specialized agency of the AU responsible for coordinating aviation activities in Africa and is also the Executing Agency of the Yamoussoukro Decision (YD). The Commission understands that to boost business capacity of Africa, influx of tourists, cultural and social structures of Africa, there must be a need for a save aviation sector. One of the most remarkable objectives of this body has to do with adopting or and promoting the implementation of ICAO Standard and Recommended Practices for safety, security, environmental protection and regularity of aviation sector. They make this happen by marrying and sustaining the harmony between ICAO rules and regulations couple with the States in areas that has to do with safety, security and other areas clustering around the integrity of the aviation sector. They do not give less attention to the balancing of advocacy and defenses of common locus of member States at international levels when the agendum revolves round civil aviation. This body has been known to examine specific challenges that can destabilize the growth and optimal functioning of African Civil Aviation sector with the ever-prompt actions to correct and or prevent any member State going out of the recommended standards. Africa has been known for higher accident rates due to the fact that, upon placing safety as a paramount issue, they still have an oversight mechanism, which is very ineffective for safety. This is one of the biggest problems in Africa s aviation sector. To ensure that aviation industry is coloured with safe operations, AFCAC have come up with cooperative and collaborative mechanisms that will orchestrate safety oversight which is however inline with the vision statement of the African Civil Aviation which states that to foster a safe, secure, efficient, cost effective, sustainable and environmentally friendly civil aviation industry in Africa . It is imperative to state that not only humans need to be the potential victims of ineffective safety in the aviation industry; the natural environment can be affected as well. Environmental degradation takes diverse forms, ranging from pollution and destruction of ecosystems to degraded fresh water supplies and arable land. The Aviation sector has contributed to global warming and depletion of the ozone layer in its own capacity through pollution. The 1992 United Nations Conference on Environment and Development adopted Agenda 21 that called States/governments to work together with appropriate UN bodies to solve this environmental problem posed towards the aviation industry. In fact, one of the relevant UN bodies, United Nations Framework Convention on Climate Change, UNFCC, gave recognition to ICAO as a primary body responsible for the regulation of aviation-related environmental issues on aircraft engine emission, and which calls upon developed countries to pursue limitation or re duction of greenhouse gases from aviation bunker fuels working through ICAO. In other words, under the guidance of ICAO, all African States have a duty to have contribution to the protection of the environment via a safe aviation industry. It has been clearly stated that all aviation laws, regulations and practices shall be based on the Chicago Convention and its Annexes that make up the bedrock of international air law which regulates the conduct of international civil aviation, coupled with the air law instruments and guidance provided by ICAO. It is however expected that every Member State must ratify her key aviation legislation such that it would empower the civil aviation activities, which involves conducting, and over sighting within the jurisdictions of the State which must not fall outside the provisions of the Chicago Convention. States shall also adopt adequate regulations to address, at a minimum, national requirements emanating from the primary aviation legislation and providing for standardized operational procedures, equipment and infrastructures including safety management and training systems as well as enforcement mechanisms, in accordance with ICAO SARPs (Standards and Recommended Practices). These R egulations in standard terms cover all instructions, rules, edicts, directives, and sets of laws, requirements, policies, and orders. To further enhance safety in Africa, member States are allowed through the legislative system to make aviation safety laws, which must be in consonance with international aviation laws, rule and regulations. These laws must be appraised and modified to accommodate existing ICAO SARPs. When these are done, the Civil Aviation Authorities, CAAs, are authorized by their member States to implement and put to force all the international Conventions, protocols and resolutions. Meanwhile, each CAAs of member States must be autonomous with legitimate power and devoid of interference when carrying out enforcement of safety laws and over sighting over the aviation industry so as to easily realize safe air transportation in all the African regions involved in aviation. The oversight in aviation safety actually means adequately putting in place safety measures via the effective implementation of the safety-related Standards and Recommended Practices (SARPs) in civil aviation. The CAAs exercise there oversight obligations on aircraft operators, maintenance and repair organisations, Airports/Aerodrome and Air Navigation Service Providers, Aeronautical Meteorology, Aviation Training Organisations, handling companies, aviation fuel suppliers, among others. All licences issued to personnel involved in the aviation sector are under the logistical approach of CAAs in ensuring safety as well. The member States also have the role of conducting training and orientation programmes for all safety inspectors. Such programmes includes ICAO s Train the Trainers courses, seminars, workshop, conferences and so on which help to update aviation stakeholders towards embracing all the safety cultures and practices. The AFCAC under the discretion of OAU allows Member State to create Regional/Sub-Regional Aviation Safety Oversight Organisations (RSOOs), which helps the involved Member States to improve the regulatory, and oversight proficiencies. Examples of the RSOOs include Civil Aviation Safety and Security Oversight Agency (CASSOA) of the East African Community (EAC) and the Banjul Accord Group Aviation Safety Oversight Organisation (BAGASOO). (2) Federal Aviation Administration The F.A.A. (Federal Aviation Administration), is an aviation authority of the United States of America, which was founded in 1958. It concerns itself with the airspace glitches; most of the glitches they are concerned with are on the runways of aerodromes coupled with extra-terrestrial life. Since the year this body was established, regulation of air commerce for the promotion of Aviation safety and development had been a centerpiece of their duty. FAA rules are known as Federal Aviation Regulations ( FAR ), and are published annually in the Code of Federal Regulations ( CFR ). FAA regulations are extensive, comprising many thousands of separate sections, which touches areas of both commercial and general aviation. This includes design of aircraft and certification, airspace design, procedures involved in air traffic control, rules involved in carriers operations, implementation of administrative rules and so on. The agency, established as an independent authority with a civilian administrator, is combined with the Civil Aeronautics Administration, the Airways Modernization Board, and the Civil Aeronautics Board to carry out their functions. It was made a division of the Transportation Department in 1967. One of the responsibilities of FAA which is stated under the Federal Aviation Act of 1958 (49 U.S.C.A.  § 106) is to regulating air commerce to promote its development and safety and to meet national defense requirements and also in addition to their responsibility is the development and implementation of programs and regulations to control aircraft noise, sonic booms, and other environmental effects of civil aviation. According to the mission, vision and values of FAA, safety seems to be the core key of there existence. Between 2001 and 2007, with the influence of FAA, aviation industry has witnessed one of its safest periods for scheduled air carriers. According to statistics, rate of accidents has dropped drastically. In the world today, FAA has delivered the safest and reliable transport system in this industry. In the civil aviation, not only FAA is involved, there are other federal entities that are worth noting. It includes National Aeronautics and Space Administration (NASA). This body has safety programmes that emphasize not only accident reduction, but also a decrease in injuries when accidents do occur. The program has to do with research to reduce human-error-caused accidents and incidents, predict and prevent mechanical and software malfunctions, and eliminate accidents involving hazardous weather and controlled flight into terrain. These programmes additionally will utilize information technology to set a more safe aviation framework to bolster pilots and air traffic controller. Another entity is National Oceanic and Atmospheric Administration, which basically support FAA as regards making provision for research and operations for the forecasting of weather. Also, is Transportation Security Administration in the Department of Homeland Security, which exercise authority over civil a viation security and consequently, the National Transportation Safety Board, which investigates aviation accidents and makes safety recommendations to FAA and proposals for additional regulations. In addition, the Transport Security Administration (TSA) is saddled with the responsibility of aviation security. The FAA is additionally actualizing the Next Generation Air Transportation System (NextGen), a progression of technological and system abilities to propel air carrier operations by improving safety, lessening travel delays, saving fuel and diminishing flight’s ecological effect. The FAA Office of Aviation Safety (AVS) governs compliance with FAA safety regulations and directives. Perhaps a FAR violation is conveyed or noticed, the FAA will conduct an investigation and may introduce prosecution action. In the shape the violation takes, the FAA might enforce civil fine charges or suggest the issue to be prosecuted criminally. The FAA Office of Aviation Safety (AVS) oversees compliance with FAA safety regulations and orders. On the off chance that a FAR infringement is accounted for or found, the FAA may carry out investigation and may lay down enforcement action. Depending on the infringement, the FAA may force a common fine or elude the matter for criminal indictment. The immediate and precise reporting of mishaps and occurrences in the field is a vital part of safety and accident preventive actions. Keeping in mind the end goal to assemble this data, the FAA has initiated the Aviation Safety Action Program (ASAP), which is a voluntary reporting system of safety issues and occasions that is intended to improve safety and avert accidents. The FAA likewise obliges carriers, owners, operators and others to make available report that has to do with failures, technical malfunctions or anomalies to a Service Difficulty Reporting System. These reports, which are freely accessible through the FAA’s website, are implied to recognize patterns or issues with administration, and alarm the FAA and relevant unit of the aviation sector. FAA has issued new necessities with respect to qualification standards for first officers, for the most part obliging that they meet the same certification minimum training and experience prerequisites as airline captains. FAA is revamping regulations regarding airline-training programs for flight crews and dispatchers, and air carrier safety management systems to provide comprehensive, process-oriented programs for managing safety throughout an airline organization. It additionally plans to put up some adjustments to air carrier training programmes to address mentoring, leadership, and expert improvement of less experienced pilots. (3) European Aviation Safety Agency EASA is an Agency of the European Union. As a Community Agency, EASA is a body governed by European public law; it is distinct from the Community Institutions (Council, Parliament, Commission, and so on.) and has its own legitimate identity. EASA was set up by a Council and Parliament (Regulation (EC) 1592/2002 cancelled by Regulation (EC) No 216/2008 and corrected by Regulation (EC) 1108/2009) and was given particular to ensure a high and uniform level of safety in civil aviation, by the implementation of common safety rules and measures. EASA has assumed control over the obligations of the previous Joint Aviation Authorities (JAA) framework, which ended on 30 June 2009. On the other hand, it is not a successor body in lawful terms since it works straightforwardly under EU statute. The primary distinction between EASA and the JAA is that EASA is Regulatory Authority, which uses NAAs to actualize its Regulations while the JAA depended upon the active involvement of NAAs to apply its orchestrated regulations without having any intensity of law at source. Since it is self apparently difficult to make another Regulatory System â€Å"overnight† EASA has needed to acknowledge expansive parts of the JAA framework as its own particular whilst it builds up the new blended framework needed under EU statute. EASA is, in addition, actually responsible to giving of advice to the EU when new laws that concern aviation are drafted. The entire safety rule, which does not exempt inspecting EU member States, are developed, implemented and monitored by the EASA. They are known for Certification of organisations located outside the territory subject to the EC law and responsible for providing ATM/ANS services or ATCO training in the Member States where EC law applies; and the Safety analysis and research, including publication of an Annual Safety Review. EASA is also an agency that helps the Community legislature to design common standards to guarantee the most elevated conceivable levels of safety and protection of the environment. They guarantee that all the standards are complied with in Europe and that any important safety measures are all carried out and it ensures the adoption of these standards around the world. Since the inception and operation of the Basic Regulation, EASA is the equipped and eligible Community Aviation Authority to see into the safety in air transport. Aftereffects or outcome of air incidents and accidents investigation is to be treated and followed up on as an issue of direness, specifically when they have connection with inadequate aircraft design or plan and/or operational matters, keeping in mind the end goal to guarantee public confidence in air transport without ill reference to the Community law; consequently, EASA is the beneficiary of safety suggestions within its remit. Under international and community law, all safety recommendations must be given full acknowledgement by the element to which they are directed to. At whatever point the investigation is carried out in an EU Member State, EASA displays an advisory role to guide the Investigator in control. Outside an EU Member State, EASA also advise the European Accredited Representative delegated by the State where the vital spot of business of the aircraft producer is. 2.4.3 National regulatory arrangements and requirements A national safety regulatory capacity is built up in every state. There is an extensive variety in the execution of the international safety regulations at the national level. This takes into consideration flexibility at all regional levels but it as well amounts to some irregularities. Numerous safety regulatory requirements seem hard to execute, both in states with restricted pre-existing safety regulation and those with well-grounded regulatory systems. Making sure that national regulatory structures are consistently in line with each other is difficult to achieve most times. Despite all this, there is still broad consensus that the matter of safety is global in nature, and that ICAO should remain the world regulatory authority for the safety of civil aviation. It is also noteworthy to say that before there can be in existence an international service airline operation to a destinated State, the State with the airline must enter into treaty with the government of the destinated State. This type of treaty is termed as Bilateral Air Service Agreements. 2.5 Bilateral Air Service Agreement (BASA) This treaty facilitates cooperation between States, standardization of regulations and harmonization of these regulations on matters that has to do with aviation safety. Under the Chicago Convention, it was clearly stated that no scheduled international air service may be operated over or into the territory of a contracting state without their permission. Since the need for movement across borders is just too inevitable, and destination country would want a situation whereby there standards for safety is not compromised, there came up the need for States to enter into agreements with each other which appeared in the form of bilateral air service. Under the Appendix 5 ICAO Template Air Service Agreement (TASA), which is an ICAO guidance material for agreement negotiation with parties entering into agreement, it was stated that each party grants to the other party the right to fly without landing across the territory of the other party and the right to make stops in the territory of the other party for non-traffic purposes. The selected airlines of each party can take on board, in the territory of the other party, passengers, cargo, mail and still go on operating for other reasons within the territory of the party. For safety reasons, each party, according to this Appendix, have the right to, in written, select the appropriate airlines that is worth operating and also the right to withdraw or change the airline if the part designating the airline fails to comply with the safety provisions. Any designated airlines for operation within the territories of each party has the discretionary right to reject or accept this designation.

Psychological Aspects of Cybersecurity Assignment

Psychological Aspects of Cybersecurity - Assignment Example Today, when the dependency on the use of computer systems and internet technology has increased significantly, the understanding and incorporation of cyber security proves to be highly essential (â€Å"What is Cyber Security?† 2010). The present study has considered social networking as the primary focus in regard to the psychological aspects of cyber security. Social networking in the present times is used by millions of individuals as a means of remaining connected with the outer world, with friends, near and dear ones as well as for professional purposes. However, a lot of personal information is, in turn, being shared in the process that might be used by cyber attackers to spread malevolent codes, viruses, or may even access the personal information and misuse it for their own purposes (McDowell & Morda, 2011, p.1). Thus the need for cyber security arises, and this study focuses on the vulnerabilities and threats associated with social networking and having impacts on the services and the users, thus trying to determine the possible cyber security measures and the level of customer satisfaction that may be achieved. In the recent years, the use of social networks has been found to have increased significantly. There are several online social networking websites like Facebook, Myspace, YouTube, and LinkedIn, to name a few. The relative size of the addressees in these social networks is huge, which is often not known to the users of the site. Moreover, the nature of such users is also unknown. Hence individuals tend to reveal a lot of personal information. This may actually result in a number of security related threats for the members and hence for the services as well. Thus it proved to be necessary to incorporate such cyber security as to protect personal information on social networks (Hasib, 2008). When individuals post their personal information on social networks, a permanent record of the users is created that may be used

Country Risk Premium Essay Example | Topics and Well Written Essays - 3000 words

Country Risk Premium - Essay Example The risk models that are often utilized for corporate financial valuation, it is essential to undertake the ultimate estimation with regards to the risk and return premiums for the average investments termed as equity or market risk premium. It is hence vital for validating the Capital AssetsPricing Model, since it is currently considered as the most utilized both in the practical and theoretical analysis.The research shows that; investors often have to make some cognitive strategies on the verge of investing in emerging countries. This is due to the fact that undertaking huge investments in emerging countries such as Latin America countries, Asia and South East Europe, among others is considered as being riskier than doing so in developed markets such as that of Japan, Western Europe, and the USA. Certainly, the investments returns are also a little bit lower in the developed markets as compared to that of the emerging markets. The estimates of the much-needed return rates based on the developed markets scenario is mostly done with the Capital Assets Pricing Model. The practical weaknesses of this perspective are greatly recognized although there is a wide acceptance of its theoretical fundamentals. In the case of the emerging markets, it is often deemed as being more challenging to assess the return rates. The country risk should usually be rewarded with the country risk premium based on the required return rate with regards to an equivalent rate of investment in the developed countries.

Proper Conduct in a Classroom Essay Example for Free

Proper Conduct in a Classroom Essay Being respectful in class is important to the social structure of the educational environment. Without a certain degree of respect it would distract a lot of our valuable attention, and direct it away from our daily learning. This greatly would hinder our learning abilities and minimizes our educational benefits. The dilemma that we face is that a lot of student to not know how to present the proper behavior in class. The good thing is good classroom educate is an easily obtainable skill, but a perishable skill as well before we learn how to demonstrate good classroom behavior; we must first learn the benefits of good behavior. Disrespect in class causes havoc and disorderliness. For instance If one were to speak out of turn not only would it upset the follow class mate because they did not get a fair chance to speak, but it would give the impression that other people can speak out of turn as well. If ever one spoke out of turn there would be no way to accomplish any thing. There will be too many interruptions, and some students will miss the opportunity to express their ideas. Respecting other and proper educate is the only way to keep order in the classroom. So how do we establish order in the learning environment? It is too simple. It is vital to speak when called upon, so students can get a fair chance to express their ideas, and solution. Plus this helps to alleviate distracts and annoyances. Talking out of turn is not the only distraction. Students should not get up, or leave on their own accord as well. However it is acceptable to ask to be excused. It is also important to be mindful of other pupil’s thoughts, ideas, emotions, and feeling. Spite, and animosity just agitates the concept of learning. Students should give each other constructive criticism, and listen to each others thoughts. It is also important to address the instructor by title (Mr., Mrs., Ms., Miss., Dr., Prof., Sir, Ma’am.), and address all your comments, concerns, and questions towards the instructor in a polite manner. Respectful behavior in classrooms is easy. However just as easy as it is, it is even easier to forget to utilize this skill. One must make a habit of being respectful. It is a system you must employ on a day-to-day basis. If followed the method and example of classroom educate I have previously displayed will help make a more relaxing, and less stressful learning environment.

Mickey Mantle :: essays research papers

? Questions 1.) How old was Mickey Mantle when he joined the New York Yankees? When Mickey Mantle joined the Yankees in 1952 he was 20 years old. 2.) In what year did Mickey mantle first play in the World Series?   Ã‚  Ã‚  Ã‚  Ã‚  The first year Mickey Mantle played in the World Series was in 1956. 3.) In what years did Mickey Mantle win the Triple Crown Award?   Ã‚  Ã‚  Ã‚  Ã‚  In 1955, Mickey Mantle won the Triple Crown Award and the Most Valuable Player award. 4.) Where and when was Mickey Mantle born?   Ã‚  Ã‚  Ã‚  Ã‚  Mickey Mantle was born on October 20 1931 in Spavinaw, Oklahoma. 5.) How many times did Mickey Mantle win The Most Valuable Player award?   Ã‚  Ã‚  Ã‚  Ã‚  Mickey mantle won the Most Valuable Player award three times during his career.   Ã‚  Ã‚  Ã‚  Ã‚   Chapter Summary One of my favorite chapters in this book was chapter fourteen. The name of the chapter is â€Å"The Leader.† â€Å"The Leader† is about how Mickey Mantle became the New York Yankee’s best player and how he took Joe DiMaggio's place on the team. Chapter fourteen is about Mickey Mantle’s tenth season. During that season Mickey Mantle batted .317 and won the Triple Crown Award for the second time in a row. Only a few other players have done that in baseball history. He batted in one hundred and twenty eight runs, two away from his career high of one hundred and thirty. That year he also hit fifty-four home runs, breaking Babe Ruth's record of fifty home runs.   Ã‚  Ã‚  Ã‚  Ã‚  The book Mickey Mantle was mostly about how Mickey Mantle became a player in Major League Baseball. Mickey Mantle was born on October 20, 1931. His Dad was Elven Mantle. He taught Mickey Mantle how to switch hit and play outfield. His mom was Lovell Mantle. He grew up in Spavinaw, Oklahoma. When he was seventeen he went to play minor league baseball. He played for the Kansas-Missouri League. He signed a contract to play for the Yankees in 1951. It was for 50,000 dollars. Mickey Mantle won five MVP awards during his career. In 1961 he signed a contract with the Yankees for 80,000 dollars. At the time he was the highest paid player in the League.   Ã‚  Ã‚  Ã‚  Ã‚   Mickey Mantle,   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Mister Yankee By Al Silverman Questions ? 6.) How did Mickey Mantles benefit from being a switch hitter his entire career even though he hit .325 right handed and .285 left handed?   Ã‚  Ã‚  Ã‚  Ã‚  If he was up against a left-handed pitcher he could hit right handed; if it was a   Ã‚  Ã‚  Ã‚  Ã‚  right handed pitcher he could hit left-handed

Nature of childhood Essay

There are many aspects of early years practice which have their origins in the past and which reflect particular ideas about the nature of childhood. It can be argued that it is important to identify these aspects so as to understand current interpretations of early years practice. Discuss with reference to the philosophies of two key historical figures. Current early years practices such as play, a stimulating environment, the role of the practitioner, and recognising the child’s parents as playing a key role in their education originate from theories that were made in the past. The following pages will outline the influential ideas of Friedrich Froebel and Dr. Maria Montessori and discuss them in relation to the current ideas relating to the above topics. Before the nineteenth century, childhood was not seen as a stage of life separate from adulthood. Instead, the concept of childhood was regarded as an immature form of adulthood (Wood, E. 1996) children were regarded as being naturally evil and so education was not prioritised. Most children learnt the values of life through labouring alongside adults. Into the nineteenth century, and with the concept of original sin dropped, three different views of childhood and education arose. The nativist view is the view that children are born with a pre-programmed development pathway. The empiricist view believes that each child is an empty vessel waiting to be filled, and the interactionist view recognises that children do have pre-programmed ideas whilst understanding the influence that the child’s socio-cultural surrounding has on his education. (Bruce, T. 1997) At the moment, the interactionist view is the most popular method of educating children (Ibid) and professionals regard both Friedrich Froebel and Maria Montessori as interactionists. However, both approached the development of childhood from a very different angle. Friedrich Froebel believed that The human being is born for research; and he is to practice it even as a child (Anonymous, 2000,p1) He assumed that children have to investigate the inner properties of things in order to discover hidden influences and causes. Froebel also considered children as being naturally good suggesting that this goodness could be harnessed and fostered through nurture care and education. (ibid) and so developed a special environment where children could grow and learn. This he called his Kindergarten or garden for the children. Froebel also considered the spiritual, physical, feeling and intellectual aspects of a child as a whole and believed that within his special environment (which will be discussed further on) allowing children free playful, conversational experiences would build and shape all of a child’s senses. Like Froebel, Dr. Montessori believe that the best way to educate a child was to design a method that would track the natural physiological and physical development of the child and allow touch, movement and freedom to aid the child to learn. (Montessori, 1964). Maria Montessori however did not regard her method of education as instigating play claiming; If I were persuaded that children need to play, I would provide a proper apparatus, but I am not so persuaded. (Ibid) The Dr. claimed that a child’s mind was most absorbent between the ages of 0-6 years, and that children learn best through movement and senses although this should not be regarded as play. She also viewed the child as a whole however, in contrast to Froebel’s theories, she believed that each sense should be isolated and developed separately. To achieve this Montessori developed thematic activities based on real life experiences, and allowed her children to work individually or as part of a group. Again, a special environment was set up where children could move about freely and pick and plan there own method of self education using apparatus that could only be utilised one way.

Why Abortion Is Immoral

In â€Å"Why abortion is immoral,† by Don Marquis, Marquis sets out an argument that abortion is â€Å"seriously immoral that it is in the same moral category as killing an innocent adult human being. † Marquis first wants us to understand why killing a person is wrong. He presents us with an argument that the loss of one’s life is one of the greatest losses one can suffer. Because this prevents a person from having a valuable human future, a future like ours. What makes killing any adult human being wrong? If a person is killed all the experience, activities, projects, and enjoyment would be deprive from a person future. Therefore, Marquis believe that killing is one of the worst of crimes because their future is taken away along with their life. Many people who agree with abortion would disagree with Marquis that abortion is the same as killing a person, as much as killing the fetus that would later become a person. For Marquis, it all comes down to our future. Why is killing the fetus wrong? If the fetus survive to full growth, â€Å"the future of the fetus would includes a set of experiences, projects, activities, and such which one identical with the future of adult human being. Many people use the word fetus to mean, an unborn person after three months of conception. Marquis use the word to mean that in the first fourteen days of pregnancy, a fetus is â€Å" not enough like us† to count. Around the fourteen day it is still a possibility that the fetus can divide into twins. Another argument that Marquis states is that abortion is prima facie immoral. What he meant is that the abortion issues does not concern just the interest of the fetus. It concerns a person moral right to his or her body. That a woman moral right to choose whether or not to continue a pregnancy. Only the mother should go under the procedure of abortion. Since it is the mother that have to make a choice and with the decision she makes. Another argument about morality and abortion would be by Judith Jarvis Thomson. In her argument, Judith Jarvis Thomson assumes that the fetus(and embryo and zygote) is â€Å"an innocent human being, a person, from the moment of conception. † She believes that every person has a right to life. A fetus is a person. Therefore a fetus has a right to life, and that the fetus may not be killed. She believes that a mother has the right to her body. But if the mother becomes pregnant and decides that the she doesn’t want the baby then the fetus can outweighs the mother decision to what happens in her body. Thomson state that, â€Å"the fetus should not be killed and that an abortion should not be performed. † But Thomson tries to show that it is not right, that the right to life just means you have the right to not be unjustly killed. This is where she introduce her famous violinist story. Thomson ask us to imagine â€Å"that you were kidnapped by the society of music lovers and that you woke up to find that the violinist’s circulatory system was plugged into yours and you were sharing your kidneys. The director of the hospital then tell you that if you unplugged the cord the violinist will die, and you will be plugged for only nine month and by then you will recover. You also come to find out that by saving the violinist, its killing you because its making your kidney weak. The doctor then tells you that it’s not nine months but nine years. What would you do? Because Thomson believes that all persons have the right to live and violinist are person. We assume that they have a right to life. Thomson then state â€Å" that you have the right to decide what will happen to and in your body, but a person right to live outweighs your right to decide what happens to and in your body. † If a women is pregnant due to rape a women is not permitted to have an abortion. Because the unborn child that a women is carrying does not cause any harm relating to the rape. The unborn child has the right to live, the unborn child is innocent. Thomson states that â€Å" a women’s right to use her body does not entail her right to end someone else’s life in order do what she wants with her body. † In conclusion, both Thomson and Marquis believes that a person has a right to live. But both comes out with arguments that are different supporting their arguments. Marquis believes that a person should not be killed because when one is dead they’re deprived of the future goods, and experience that they will encountered. If their killed they would not have a future like ours. Marquis believe that killing a fetus only is wrong because it won’t have a future like ours. Marquis also states that a women have the right to decide if she wants the abortion or not. Thomson believes that it’s wrong to have an abortion, when the unborn child is innocent. The unborn child outweighs the mother decision to what happens to her body. Thomson argues that every person has the right to live and a fetus may not be killed.

The 3 Types of Joints in the Body

The 3 Types of Joints in the Body Bones come together at places in the body called joints, which enable us to move our bodies in different ways. Key Takeaways: Joints Joints are locations in the body where bones meet. They enable movement and are classified by either their structure or function.Structural classifications of joints include fibrous, cartilaginous, and synovial joints.Functional classifications of joints include immovable, slightly movable, and freely movable joints.Freely movable (synovial) joints are most abundant and include six types: pivot, hinge, condyloid, saddle, plane, and ball-and-socket joints. There are three types of joints in the body. Synovial joints are freely movable and allow for motion at the location where bones meet. They provide a wide range of motion and flexibility. Other joints provide more stability and less flexibility. Bones at cartilaginous joints connected by cartilage and are slightly movable. Bones at fibrous joints are immovable and connected by fibrous connective tissue. Joints can be classified by either their structure or function. Structural classifications are based on how the bones at joints are connected. Fibrous, synovial, and cartilaginous are structural classifications of joints. Classifications based on joint function consider how movable bones are at joint locations. These classifications include immovable (synarthrosis), slightly movable (amphiarthrosis), and freely movable (diarthrosis) joints. Immovable (Fibrous) Joints Fibrous joints hold skull bones together to protect the brain. Leonello Calvetti/Stocktrek Images/Getty Images Immovable or fibrous joints are those that do not allow movement (or allow for only very slight movement) at joint locations. Bones at these joints have no joint cavity and are held together structurally by thick fibrous connective tissue, usually collagen. These joints are important for stability and protection. There are three types of immovable joints: sutures, syndesmosis, and gomphosis. Sutures: These narrow fibrous joints connect bones of the skull (excluding the jaw bone). In adults, the bones are held tightly together to protect the brain and help shape the face. In newborns and infants, bones at these joints are separated by a larger area of connective tissue and are more flexible. Overtime, cranial bones fuse together providing more stability and protection for the brain.Syndesmosis: This type of fibrous joint connects two bones that are relatively far apart. The bones are linked by ligaments or a thick membrane (interosseous membrane). A syndesmosis can be found between the bones of the forearm (ulna and radius) and between the two long bones of the lower leg (tibia and fibula).Gomphosis: This type of fibrous joint holds a tooth in place in its socket in the upper and lower jaw. A gomphosis is an exception to the rule that joints connect bone to bone, as it connects teeth to bone. This specialized joint is also called a peg and socket joint and allows for limi ted to no movement. Slightly Movable (Cartilaginous) Joints Intervertebral discs are cartilaginous joints, composed of thick fibrocartilage, that support bones while allowing limited movement. MedicalRF.com/Getty Images Slightly movable joints permit some movement but provide less stability than immovable joints. These joints can be structurally classified as cartilaginous joints, as bones are connected by cartilage at the joints. Cartilage is a tough, elastic connective tissue that helps to reduce friction between bones. Two types of cartilage may be found at cartilaginous joints: hyaline cartilage and fibrocartilage. Hyaline cartilage is very flexible and elastic, while fibrocartilage is stronger and less flexible. Cartilaginous joints formed with hyaline cartilage can be found between certain bones of the rib cage. Intervertebral discs located between spinal vertebrae are examples of slightly movable joints composed of fibrocartilage. The fibrocartilage provides support for bones while allowing for limited movement. These are important functions as it relates to the spinal column as spinal vertebrae help to protect the spinal cord. The pubic symphysis (which connects the right and left hip bones) is another example of a cartilaginous joint that unites bones with fibrocartilage. The pubic symphysis helps to support and stabilize the pelvis. Freely Movable (Synovial) Joints Synovial joints are freely movable and provide the greatest degree of mobility. OpenStax College/Wikimedia Commons/CC BY 3.0 Freely movable joints are classified structurally as synovial joints. Unlike fibrous and cartilaginous joints, synovial joints have a joint cavity (fluids of synovial joints include joints in the wrist, elbow, knees, shoulders, and hip. Three main structural components are found in all synovial joints and include a synovial cavity, articular capsule, and articular cartilage. Synovial Cavity: This space between adjacent bones is filled with synovial fluid and is where bones can move freely in relation to each another. Synovial fluid helps to prevent friction between bones.Articular Capsule: Composed of fibrous connective tissue, this capsule surrounds the joint and connects to adjacent bones. The inner layer of the capsule is lined with a synovial membrane that produces the thick synovial fluid.Articular Cartilage: Within the articular capsule, the rounded ends of adjacent bones are covered with smooth articular (relating to joints) cartilage composed of hyaline cartilage. Articular cartilage absorbs shock and provides a smooth surface for fluent movements. Additionally, bones at synovial joints may be supported by structures outside of the joint such as ligaments, tendons, and bursae (fluid-filled sacs that reduce friction between supporting structures at joints). Types of Synovial Joints in the Body OpenStax College/Wikimedia Commons/CC BY 3.0 Synovial joints allow for a number of different types of body movements. There are six types of synovial joints found at different locations in the body. Pivot Joint: This joint permits rotational movement around a single axis. One bone is encircled by a ring formed by the other bone at the joint and a ligament. The bone that pivots may either rotate within the ring or the ring may rotate around the bone. The joint between the first and second cervical vertebrae near the base of the skull is an example of a pivot joint. It allows the head to turn from side to side.Hinge Joint: This joint permits bending and straightening movements along one plane. Similar to a door hinge, movement is limited to a single direction. Examples of hinge joints include the elbow, knee, ankle, and joints between the bones of the fingers and toes.Condyloid Joint: Several different types of movements are allowed by this type of joint, including bending and straightening, side-to-side, and circular movements. One of the bones has an oval-shaped, or convex, end (male surface) that fits into the depressed oval-shaped, or concave end (female surface) of another bo ne. This type of joint can be found between the radius bone of the forearm and bones of the wrist. Saddle Joint: These distinct joints are very flexible, allowing for bending and straightening, side-to-side, and circular movements. The bones at these joints form what looks like a rider on a saddle. One bone is turned inward at one end, while the other is turned outward. An example of a saddle joint is the thumb joint between the thumb and palm.Plane Joint: Bones at this type of joint slide past each other in a gliding motion. The bones at plane joints are of similar size and the surfaces where the bones meet at the joint are nearly flat. These joints can be found between bones of the wrist and foot, as well as between the collar bone and shoulder blade.Ball-and-Socket Joint: These joints allow the greatest degree of motion permitting bending and straitening, side-to-side, circular, and rotational movement. The end of one bone at this type of joint is rounded (ball) and fits into the cupped end (socket) of another bone. The hip and shoulder joints are examples of ball-and-socket jo ints. Each of the different types of synovial joints allows for specialized movements that permit different degrees of motion. They may allow movement in a single direction only or movement along multiple planes, depending on the type of joint. The range of motion of a joint is therefore limited by the type of joint and by its supporting ligaments and muscles. Sources Betts, J. Gordon. Anatomy and Physiology. Kelly A. Young, James A. Wise, et al., OpenStax at Rice University. Chen, Hao. Heads, Shoulders, Elbows, Knees, and Toes: Modular Gdf5 Enhancers Control Different Joints in the Vertebrate Skeleton. Terence D. Capellini, Michael Schoor, et al., PLOS Genetics, November 30, 2016.

Intelligences Essay Example | Topics and Well Written Essays - 500 words - 1

Intelligences - Essay Example r all, addition, subtraction, multiplication and division have lots of uses in daily life, if only to figure out how much to pay for fries and burgers and how much change you’re supposed to get back. Arithmetic was easy as 1-2-3. But algebra was not as easy as A-B-C, and I didn’t get it why letters had to substitute for the numbers when numbers were just fine for me. And trigonometry really lost me; its use of Greek symbols spelled Greek to me. But I do think a lot about people. People interest me, and I find them fascinating. It seems to me that people are the same everywhere in the world, despite differences in culture, faith, and ideologies. We nevertheless all agree where it really matters. We all love our children and look after their welfare the best way we can. We all regard our parents with love and respect, even if we show it in different ways. And with the advent of the internet, we are all quickly gravitating towards a single culture. We swoon over the same movie stars and dance to the same music. We share common experiences with each other even if we had never met. That’s why I feel I easily understand people. I am people-intelligent. Also dance-intelligent, so to speak. When dance music plays, feet come to life, hips sway to the beat, arms flail in the air. They say that we gain our sense of rhythm from the beating of our mothers’ hearts as we grew in the womb. Maybe so, in which case there shouldn’t be any reason for people to say they were born with two left feet as an excuse for why they can’t dance. Unless they really had two left feet. Not me. I was born to dance. But most of all, I think that I am best at being a mom. There’s no school that could teach how one can be a good parent; you just are, or you aren’t. All the universities in the world could not teach a mother to understand the different ways her infant cries – that he has a different cry when he’s hungry, or irritated, or wet, or sick; or to

An environmental accident for which a company was liable. It can also Term Paper

An environmental accident for which a company was liable. It can also be a deliberate environmental incident for which a compan - Term Paper Example Sea water breached the tsunami walls protecting the facility after a tsunami that followed the earthquake. The tsunami wave was 13 meters while the tsunami walls protecting the facility were only 10 meters high. TEPCO had predicted a possibility of a tsunami wave breaching the wall in case of an earthquake of a high magnitude. The paper seeks to establish the liability of the company in regard to the Fukushima Daiichi nuclear disaster. Table of contents 1. Introduction†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦4 1.1 Fukushima I nuclear power plant†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦.†¦Ã¢â‚¬ ¦..4 2. Causes of the Fukushima I nuclear plant disaster†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦...5 3. Safety issues r elating to the Fukushima nuclear plant prior to the disaster.†¦Ã¢â‚¬ ¦..†¦..6 3.1 Changed layout of the emergency cooling system†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦. 6 3.2 Falsified safety records by TEPCO†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦..†¦6 3.3 Prior failure of the backup generator †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦6 3.4 Ignored tsunami warning†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦Ã¢â‚¬ ¦..7 3.5 Location of the reactor†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦Ã¢â‚¬ ¦..7 4. ... Unit 3†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦..9 4.4 Issues in Unit 4†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦.10 5 Release of radioactive substances into the environment†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦...10 6. Liability for the Fukushima nuclear disaster†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦11 6.1 Assessing TEPCO’S liability†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦.†¦...12 Work cited †¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦Ã¢â‚¬ ¦14 1. Introduction The Great East Japan Earthquake with magnitude of 9.0 did a substantial damage to Japan and its environs. The gigantic tsunami that followed the quake resulted in more damage. The earthquake was complex and unusual double quake with a severe period of around 3 minutes. As a result of the earthquake Japan shifted a few meters east and the country's coastline sank half a meter. The death toll from the earthquake is recorded at 19,000, and much of the coastal area was destroyed. 1.1 Fukushima I nuclear power plant The Fukushima I Nuclear Power Plant comprised of six boiling water reactors. These reactors were designed by General Electric. During its activity, the plant produced a total power of 4.7 gigawatts. The plant was among the largest nuclear plants around the world. It was run by TEPCO (Tokyo Electric Power Company). At the time of the earthquake unit 1, 2 and 3 of the plant were operational while unit 4 had been de-fueled and both unit 5 and 6 had been shut down for maintenance. After the earthquake the functioning units in all nuclear plants, including unit 1, 2 and 3 in the Fukushima I plant were shut down following government regulations (Ohnishi, 12). A 13