Fasfgsdaads Essays - Hacking, Identity Theft, Hacker,

Fasfgsdaads Now Showing Matches 1 To 15 Page 1 of 2 Kids & Hacking / Crime Or Exploration? [ send me this paper ] A 5 page exploration of the topic of kids and hacking, the non-malicious but unauthorized entry into private computer systems. Addresses the problem of hacking and suggests ways to deal with these cases from both a legal standpoint and a parental guidance standpoint. Psychology

Access, amenities, attractions and ancillary services Essays

Access, amenities, attractions and ancillary services Essays Access, amenities, attractions and ancillary services Paper Access, amenities, attractions and ancillary services Paper The four As (access, amenities, attractions and ancillary services) can be used to investigate the provision of tourism at a destination. Using information gathered from panel discussions in week 2 and 3 of the course and from information gathered during the field trip, you are required to critically evaluate the provision of tourism in Cambridge and to identify the ways in which government policy and strategy has affected this provision. It is difficult to decide which one of the Coopers four As is the most important, but considering the reason why people travel the attractions are definitely significant element of leisure tourism to a destination. Attractions are created to bring people to them and to provide them enjoyment and education as well as to fulfil their leisure and recreational necessitates. There are different sorts of attractions, for example favourable climate might be the key attraction for somebody (Mediterranean destinations) whereas for the majority of people there are historic cities (Athens), natural attractions (The Grand Canyon) and entertainment centres (Alton Tower) (Mill and Morrison 1992). Amenities including accommodation are also essential element of tourism industry within destination because it contributes to the countrys economy. The quality and range of that component vary depending on customers needs and expectations. It includes hotels, guesthouses, bed and breakfast apartments, cottages, camping sites as well as VFR (Cooper et al). Another very important although expensive aspect of tourism is easy access to the destinations location of access routes, railways and highways, the closeness of airports (Page 2003). Ancillary services provide support to the tourists (promotional information) and to the suppliers of tourism services (access to marketing research, advice about marketing, quality and training, promoting the destination) (Holloway 2002). Cambridge is a historic city with a population of around 105,000. In 1999 4.1 million visitors came to the city. That number has doubled from the middle 1970s to the late 1980s mostly due to a revised classification of day visitors. The total value of tourism to Cambridge is estimated at more than à ¯Ã‚ ¿Ã‚ ½260 million. It provides 5,500 full-time jobs and 2,000 part-time and seasonal jobs. The majority of people visiting Cambridge are day visitors, most of them staying for part of a day, the rest just for one or two nights (Maitland 1996). Most of them come to the city on holiday and sightseeing and 10% for business during the peak season from June to September. 15% of the visitors were staying for longer with half of them coming from out of the country (Cambridge). In the city situated by the River Cam and its surroundings there are many attractions. University of Cambridge with thirty-one Colleges attracts visitors from all over the world. It is one of the oldest universities in the world and one of the biggest in the United Kingdom. Kings College was funded in 1411 intended only for 70 people and never meant to raise money for the college. After charging for the entrance as a way to cope with visitor pressure the number of them has fallen from 1 million to 330,000. Charging at the most popular Colleges increases the number of visitors at the less popular. The estimated income from tourists is 470,000 a year that is spent on restoration of the chapel, repairs and provision of information or services for visitors. There is no income from any other sources. Kings College offers audio guides in French, German and Japanese and provides free leaflets in seven major languages. Although there are many people wanting to visit Colleges it makes it more difficult because of the lack of signs with direction where the Colleges are. The reason for that is because there is no cooperation between City Council and Colleges. Kings College does not provide any facilities in the chapel to have a tea, coffee, no Visitor Centre, rehearsal rooms, changing rooms, no even toilets. The explanation for that are visual effects, grade list. There is no planning permission to build these facilities that would collide with the Kings view appearance. Provision of facilities for people with disabilities is also insignificant because it could collide with the character and fabric of these historic buildings (Buxton 2006). Cambridge is easily accessible by road and rail and Stansted airport is just 30 miles away. More than half of visitors come by car and 31% by train. To avoid traffic in the centre of the city there has been introduced high quality parking and bus regular service called Cambridge Park Ride used by more than 1.5 million people a year. Visitors use for free 5000 spaces spread across five sites located on the main routes into the city. Unfortunately it is not possible to park overnight. Caravanetes at two sites do not allow caravans (Cambridge). The main problem with access in that historic city is congestion (caused by cars, coaches and pedestrians) that affects the experience of both residents and tourists as well as the environment through the pollution, noise they make and danger they create for pedestrians and cyclist. Visitors, especially language school students cause also disturbance, obstruction of pavements, unsafe cycling and rubbish (Maitland 1996). More difficulties are causing the following: small and narrow roads, no coach stations and not many bus lanes. Visitors are cramped because of one way system. Cambridge does not want National Express buses to come straight from the airport causing more traffic. Another problem are coaches causing traffic dropping off visitors that usually stay just for one day, very often they have their own food so that they do not spend money and the city does not get any advantages from that sorts of tourists. Cars that are allowed to access centre of the city closed for traffic between 10-4 are these with deliveries to the shops only (Campbell-Bain 2006). Cambridge has less accommodation than majority of other destinations similar to it. It provides 2,200 bed spaces in Cambridge and 1,100 in the outskirts of the city. An occupancy rate is very high of even 90% (Palmer 2006). Its largest hotel is Holiday Inn with 196 rooms. It provides five function rooms fully equipped with multi-media wall, video conferencing facilities and surround sound. Churchill College offers 16 conference rooms able to seat up almost 100 delegates (Chester 1999). Cambridge is important place for conferences. Figures suggest an average 500 conferences a year. In the summer when students go for holiday residence halls are used for conferences what makes source of income. One of the problems associated with provision of accommodation in Cambridge is that there are no campsites (one campsite outside with 120 pitches) and most of the hotels are 4* which means that only certain types of visitors are able to afford that. People wanting to stay in the city centre usually have to use accommodation on the outskirts of the city because of the lack of bed spaces (Heath 2006). There has been no increase in provision of accommodation since the 1990s. A range of accommodation is necessary, serviced and self catering. In order to increase accommodation stock for visitors Cambridge got permission to build new hotels at the Cattle Market with 120 bedrooms and Coldhams Lane with 80 bedrooms (Cambridge Tourism Strategy 2001-2006). Cambridge tries to increase provision for accommodation by converting houses into tourist accommodation (Maitland 1996). The key issue of current Cambridge Tourism Strategy 2001-2006 is to maximise the benefits and minimise the problems of tourism. It guides policies and decisions of the Tourist Information Centre. Maitland1996 suggests that for the success of policy that improves provision of tourism in Cambridge cooperation and partnership of the following bodies is necessary: local (City Council, Destination Cambridge, Planning, City Centre Management), regional (East of England Tourist Board) and national (Visit Britain, Cambridge County Council). Residents contribution is also essential. Cambridge City Council implemented in 1980 tourism policy to manage rather than promote tourism in that historic city. Marketing in Cambridge is selective, the advertisements in the trade press are limited (promoting attractions in the surrounding area) and there are no advertisements in the consumer press. Responsible for marketing are the following bodies: Tourism Information Centre, Visit Britain and Destination Cambridge (provide information about amenities and attractions). Over 25 years the key strategic aims have remained the same- not to attract more tourists, or rather to attract only certain type of visitors. Cambridge City Council tries to attract more business visitors because of their high expenditure. People coming to Cambridge should use the city as a base to explore the region (Palmer 2006). Cambridge Tourism Strategy 2001-2006 identifies the following key issues: more and better quality toilets (programme of improvements), site for Coach Park with facilities for drivers, information and improved access for tourism, especially for people with disabilities (hearing bulbs for deaf, facility for blind to find their way around situated near the market, free of charge electrically powered scooters, wheelchairs and manual wheelchairs, 50% reduction on all single and return fares) as well as the elderly, improved range of attractions, signing to attractions, free welcoming leaflet, central place for meeting/picnic eating and covered seating areas, promotion of museums and attractions. There has been implemented improvement to the quality and efficiency of the Tourism Information Centre (including multilingual information) in order to provide visitors better service including sales of maps and guide books, accommodation, information on public transport, local and national events, places of interest and local services. Tourism Information Centre developed telephone advanced booking scheme which is very useful for visitors who want to plan their trip, especially from overseas who would like to book accommodation before arriving to the destination. Another important point is signing to get to the car parks, services and information at the car parks, signs to the historic centre. In order to improve visitor safety there have been installed more CCTV cameras and better lighting. Promoting walking and cycling and use of bollards help to avoid congestion in the central area of the city (Cambridge Tourism Strategy 2001-2006). The Grand Arcade is being built in the centre of Cambridge and is the most significant retail development for over 30 years. It is scheduled to open in 2008 and without any doubt will bring high number of shoppers. The Grand Arcade will provide visitors 900 car parking spaces, 500 cycle spaces, storage lockers, 50 new shops, two cafes and a new restaurant (The Grand Arcade). Overload of tourists makes Cambridge less attractive. Maitland 1996 explains that to decrease overcrowding and control visits at the Colleges City Council introduced in 1985 the College Pass scheme and the Courtesy Couriers. The Pass scheme allows parties of 10 or more visitors (maximum 20) to pre-book with Tourist Information Centre their visit accompanied by a Blue Badge Guide. Only certain number of groups is allowed for a visit and visitors without a pass are refused admission. The Courtesy Couriers are in the most popular places in the city centre and provide essential information to visitors. Cambridge reduced congestion by introduction of Park Ride with five sites around the city. There are buses going on a regular basis from there to the heart of Cambridge. To help visitors identify buses there are different colours of each of the routes. To attract customer to use Park Ride there are cheaper fares for a standard trip (à ¯Ã‚ ¿Ã‚ ½1.80 return), parking policy links parking charges to Park Ride fares. Park Ride is the cheapest alternative for stays over 2 hours. Park Ride staffed 24 hours a day provide facilities like toilets, baby change rooms, waiting rooms, snack and drink machines, information points, cycling parking. The site is equipped with CCTV cameras in order to provide visitors security and to encourage better use of city facilities and attractions. There is a tourist information point at Trumpington, where visitors have an opportunity to book a hotel room. At all sites there are distributed tourist attraction leaflets and maps. Park Ride website provides maps showing the way how to get to the sites. In some magazines there are discounts on tickets to the attractions. To promote Park Ride it has been placed at the heart of the Christmas access plan, it appears on travel news bulletins and is promoted through joint promotions with retailers (Marks Spencer, John Lewis). Cambridge City Council tries to change parents travel habits through their children and organized in the summer 2005 road show with activities for children (Campbell-Bain 2006). Tourism is very important to the economy of the country. It brings benefits (creates jobs, support services used by residents, supports conservation, spending on services) but at the same time causes problems like overcrowding, increase of public costs of services, disturbance and wear and tear on buildings. Provision of facilities for visitors is on a high level in Cambridge. However more cooperation should be carried on between Colleges which are private institutions and Cambridge City Council in order to provide even better service for tourists. Partnership of different bodies as well as residents is necessary. Many strategies have been already implemented in Cambridge but there is still lots of work to do to improve visitors experience in Cambridge.

Toxicology and terrorism (the threat of chemical wepons and there Essay

Toxicology and terrorism (the threat of chemical wepons and there effects) - Essay Example This essay will therefore, explore the health impacts of the September 11 attack on the US in relation to toxic exposure. Dust that resulted from the collapse of the two buildings was heavily toxic according to experts. After the collapse of the two buildings, hundreds of tons of debris were introduced into the atmosphere through dust and smoke. Of the toxic substances resulting from the site, more than 50% consisted of non-fibrous material, 40% consisted of glass fibers that are known to be highly toxic. In addition, large quantities of heavy metals such as mercury and lead were also produced from the site of explosion. The toxic dust emanating from the site also contained high asbestos, polycyclic, aromatic hydrocarbons and cadmium. All the toxic materials produced from the site have diverse and long-lasting health effects on the victims. Majority of the people affected by the toxic materials are the rescue workers and security personnel who stayed around the explosion site for a long time. The toxic substances also affected people who were rescued from the site after being trapped in the rabbles for long time. Toxic materials such as crystalline silica, asbestos, and lead are believed to cause cancer due to their carcinogenic effects. Some of these materials can also cause terminal illness such as heart disease and kidney failure (Timbrell, 2002). Studies carried out on rescue and recovery officers at ground zero indicate a strong correlation between their level of exposure to the toxic debris and their health. Of all rescue officers who in action at ground zero, 75 have been diagnosed with different types of cancer including blood cancer. Respiratory diseases are also common among people who were exposed to t oxic debris (Gupta, 2009). Following these attacks, and the knowledge I have acquired from studying toxicology, I feel adequately prepared to manage toxicological threats. The September 11

Audacity. The Role Of The Technology In The Learning Process Essay

Audacity. The Role Of The Technology In The Learning Process - Essay Example Students could go to the computer lab, and, instead of having to write their homework or projects in class, could get a jumpstart on their homework and projects by dictating them into microphones connected to the computer. The words will then appear on the screen and the students don't have to do any typing whatsoever. This would be ideal for students who have learning disabilities or difficulties spelling, as it takes care of that aspect for them. Their speech is all they need. This aligns to NET-S standards by helping students use their creativity, use digital media to communicate, use information, think critically, practice responsible use of technology, and operate new technology.4 This aligns to NETS-T standards by facilitating and inspiring student creativity, desigining and developing a digital-age learning experience, modeling digital-age work and learning through use of Audacity, promoting model digital citizenship and responsibility by using this technology correctly, and engaging in professional growth and leadership by demonstrating the effective use of the digital tools and resources of Audacity.5 It supports the learner by helping him or her not have to physically write his or her papers; rather, he or she can dictate the papers to the computer and the software will process them for him or her. That is the beauty of this software. What is the role(s) of the

Health Issues Annotated Bibliography Example | Topics and Well Written Essays - 2000 words

Health Issues - Annotated Bibliography Example By evaluating the journal, there is a general consensus that wakefulness pressure injuries are consequences of economic losses in many countries health care system making it critical topic of discussion. Thus through evaluation, Healthcare professionals should construct the case for various resources to offer appropriate prevention strategies while providing clinical education where possible. Through critical analysis, despite the fact that pressure injuries are preventable, rarely do we appropriate measures of tying these preventions to cost of implementation. The result of implementing such program as the one conducted in Ballarat Health Services (BHS) is considered appropriate in improving patients’ wellness and economic outcomes. Furthermore, the authors contribute to the clear understanding of cost implications on prevention of pressure injuries since cost in such treatment is inevitable.Likewise, many health care institutions in many parts of the world are increasingly faced with immense pressure to cope with rising patient load and health care economic. The cost of prevention of pressure injuries can impact on hospital length of stay and other accrued costs thus their reduction becomes key. However, full statistical analysis has not been performed, that reveal if these improvements at BHS were statistically significant.In this way, these findings are limited due to the fact that this is an instance of an intervention as opposed to a trial that is controlled structurally and randomized.

Norwegian International Ship (NIS) Register: Pros and Cons

Norwegian International Ship (NIS) Register: Pros and Cons Introduction The concept of ship registration dates back to the time when vessels started to sail under national flags. Belonging to different countries, the nationality of a ship provides not only protection of the owners rights, support and other advantages, but also responsibilities and certain limitations. Registration means subjecting the ship to the jurisdiction of a country. However, the ways and approaches to ship registration were not rigid and inflexible. Prior to the 1980s, national registers were the only phenomenon in the ship registration practice. But the so-called open registers appeared due to several developing countries, such as Panama, Liberia and the Bahamas. They provided more flexible conditions and lower costs than national registers. Ship owners were attracted by open registers to become more competitive in comparison with their rivals. The response of the developed countries was to introduce international or second registers that gave wider opportunities than national on es, but provided better technical support and service to the member-vessels. The current literature review is aimed at providing the overall classification of ship register types and to concentrate on the four registering companies: NIS, NOR (Norwegian Ship registers), IOM Ship Register (Isle of Man) and UK Ship Register. Definition, Classification and Functions of Ship Registers Rayfuse (2004) argues that according to existing international legislation, ships are allowed to sail under the flag of one country only. Consequently, the concept of a ship register or flag state addresses a vessel to the state, which carries out the regulatory control over this ship (Harwood, 2006). However, this registration will imply further certification and inspection of the ship. Special attention is given by ship registers to the maintenance of environmental regulations and the prevention of pollution (Raikes, 2009). Hinkelman (2005) proposed an overwhelming classification of ship registers types. The researcher argues that all the register types are subdivided into national registers, flags of convenience (FOCs), second registers and bareboat charter registers. In the case of national registers, the direct link between the nationality of the vessels owner and the flag state is implied. National registers are often referred to as closed registers (Hinkelman, 2005). Flags of convenience (FOCs) do not directly link the nationality of the owner with the state flag. On the contrary, they are foreign registers, which provide more convenient conditions for the ship owners. Bareboat charter registers grant the possibility to obtain for vessels a foreign registration for a certain time period. However, they retain their primary registration (Hinkelman, 2005). The current dissertation focuses predominantly on second and national registers. Second registers are often referred to as offshore registers. Their operation is determined by the International Transport Workers Federation (ITF) (Mulcahy and Tillotson, 2004). This type of register is usually established either by the separate legislation in the country, which already has a national (primary register), or in the offshore territory with the direct legal connection to the host country. The main second registers are the Norwegian International Ship Register (NIS) (Norway), Isle of Man (UK), Madeira (Portugal), Kerguelen (France) and Danish International Ship Register (DIS) (Denmark) (Farthing and Brownrigg, 1997). From the standpoint of the world economy, the main function of international ship registers is to assist in global maritime commerce. According to Odeke (1998) this assistance may be seen in eliminating certain restrictions and limitations imposed by primary registers. Besides the implementation of the official control function, international registers protect the rights of the owners of vessels. Furthermore, second registers tend to subscribe certain original regulations for vessels owners. They stipulate definite manning, taxation rules and safety requirements (Chircop and LindÃÆ'Â ©n, 2006). For instance, the nationality requirements for manning are usually relaxed by the international registers. At the same time, the second register country has the right to call all registered vessels in the event of war or other emergencies (DeSombre, 2006). Klikauer and Morris (2002) argue that it is beneficial for countries to have their own second registers. International registers charge registration taxes and fees from the vessels owners. Even providing the above mentioned services to the ships, they remain profitable. International registers attract ship owners, as they ordinary provide more favourable conditions and terms than those of the home states (Raikes, 2009). It may be even stated that the second registers compete against each other in attracting new candidates. Norwegian International Ship (NIS) Register Background The Norwegian International Ship Register was founded in 1987. The second register provides the possibility of the registration and certification for vessels under the flag of Norway, which has been an outstanding nautical nation since the time of the Vikings. The main purpose of the NIS is formulated as the following: to offer a flexible and commercially attractive alternative to open registers while retaining the essential features of quality registers (Branch, 2007, p. 164). The organisation was established to compete against other international registers for the benefit of Norway. The Norwegian International Ship Register allows the certification of the following types of ships: hovercraft, cargo and self-propelled ships, movable platforms and installations. The citizenship of the owner is not limited or restricted by the NIS. The ships sailing under the Norwegian flag have to subject to the jurisdiction of that country. The key differences with the ordinary NOR may be seen in the following. First, according to the NIS, direct certification of foreign companies is allowed which is not possible in case of NOR. Secondly, according to the NIS, the employment of foreign crew with the standard local salary level is allowed. Limitations of the NIS The limitations subscribed by the NIS were originally formulated by the International Labour Organisation (ILO) of Norway and the International Maritime Organization (IMO). The main limitation of the NIS is that the ships under the Norwegian flag are not allowed to carry passengers or cargo from one Norwegian port to another Norwegian port. Furthermore, regular transportation of passengers between foreign and Norwegian ports is not permitted either. It is specified that Norwegian gas and oil installations are considered to be Norwegian ports from the standpoint of this limitation. Despite the fact that the NIS legislation allows foreign ownership of the vessel, owners are obliged to have a Norwegian representative. This requirement may be also interpreted as a limitation for foreign owners. Another limitation may be seen in the fact that a foreign crew of the vessel is not allowed to carry out all the technical and commercial maintenance operations by themselves. Furthermore, their home country cannot be involved in these operations either. The NIS legislation implies the participation of the third party, a Norwegian company, which will accomplish the minimum set of technical and commercial operations for a foreign vessel. Hence, a certain degree of dependence in technical and financial operations for foreign vessels may be classified as a limitation because crew cannot make a choice of their own. At the same time, the NIS legislation does not limit the age of the vessel to be registered. The main requirement is satisfactory technical functioning of the ship. The Number of Registered Ships It is reasonable to trace back the dynamics of the registered quantities of vessels in the NIS. At the beginning of 1999, the number of registered vessels was equal to 705. In forthcoming years it was fluctuating and finally dropped. In 2000, 2001 and 2002 the number of the registered vessels constituted 712, 717 and 693 respectively. However, in 2008, this figure constituted only 577 vessels. The NIS registered 358 vessels owned by the Norwegians and 192 owned by foreigners. This illustrates that the general tend in the number of NIS registration was decreasing. To estimate the NIS registration in tonnage, the following indicators can be mentioned. During the period from 1999 to 2005, the tonnage of the NIS registered vessels changed from 19,000 gross tons to around 14,000 gross tons. Again, the overall trend for the NIS registers in tonnage was decreasing. Advantages The following advantages can be attributed to registration in the NIS. Norwegians are universally recognised as a competent and experienced maritime nation. The Norwegian taxation system is relatively mild in comparison with the overall European taxation regulations. The Norwegian judicial system characterises itself as one of the most predictable and sophisticated towards the maritime business. The NIS system has a very good reputation, which eliminates further inspection of the cargo in foreign ports. The registered vessels will reap all the benefits of high-quality tonnage. The implementation by the NIS of other international standards, such as ILO, IMO, ISM, SOLAS, WTO, OECD and MARPOL, increases the universality and uniformity of their legislation, which is advantageous for trade. The NIS provides more than 500 service stations on a global scale, which are easy to apply to for technical and financial management and support. The income of the crews including foreign citizens is not taxed by the Norwegian authorities. Disadvantages It may be argued that the following disadvantages can be found in the NIS. Foreign owners and cargo or passenger transportation companies are not permitted to enter the internal Norwegian market. The NIS legislation does not allow transportation between Norwegian ports for foreign vessels. However, this disadvantage is recognised by foreign owners only. The Norwegian authorities secure themselves against additional competition in the sea transportation market, which is recognised as an advantage for them. Foreign ships have no possibility to turn to their domestic technical and financial support services. Ship owners have to coordinate their payments to the employees within Norwegian legislation. Mandatory participation of the Norwegian representative in the communication with the Norwegian government. Norwegian Ordinary Register (NOR) Background The Norwegian Ordinary Register (NOR) has certain similarities with the NIS, but the main difference may be found in the class of the register. According to the above given classification, the NOR belongs to the national type of registers. It means, that it emphasises the direct link between the nationality of the owner and the host country. The NOR can be considered a closed register. The NOR legislation implies two options upon registration of vessels: mandatory and voluntary registrations. The mandatory registration is necessary for all the Norwegian vessels, which have a length of 15 meters or more. However, if they are already registered in other countries (have international or second registration), the NOR registration is not required. The voluntary option of registration can be applied to the Norwegian vessels, which have a length from 7 to 15 meters. In addition, other vessels, which are not used for commercial purposes may be registered voluntarily according to the NOR. Floating docks and cranes, hovercrafts and installations and moving platforms can be registered on the voluntary basis. In all the other cases, which are prescribed by the Act concerning the Registration and Marking of Fishing Vessels, the registration of vessels is mandatory. Limitations of the NOR According to the Organisation for Economic Co-operation and Development (2005), the main limitations of the NOR may be found in its nature of being a national or closed register. In particular, to be registered by the NOR, the shipping company is to be owned by an EEA citizen. Nevertheless, non-EEA ownership is possible too, but the share owned by the EEA citizens must be no less than 60%. If compared with the NIS, such limitation does not exist there. On registration in the NOR, the company that owns a vessels becomes a company with limited liability. The headquarters of a cargo or passenger transporter must be on the territory of the EEA. Similar requirements are attributed to the crew of the vessel registered in accordance with the NOR standards. The prevailing majority of the crew members including the captain itself are to be EEA citizens, who had resided in the EEA area the two preceding years. Another limitation deals with the technical and financial management of the registered vessel. The NOR legislation allows technical support for a vessel from a Norwegian technical servicer only. The maintenance may be given abroad, but this company has to ultimately belong to Norway. The Number of Registered Ships In 2007, the total number of vessels registered in NOR was equal to 749. In 2008, this figure increased by 2.8% and was equal to 770. The NOR registration in tonnage was equal to 2,411 gross tons in 2007. In 2008, this figure decreased and constituted only 2,305 gross tons. It is quite difficult to comment about the tend in the NOR registrations because the two recent years demonstrated a small rise in numbers, but a fall in tonnage. Advantages The following advantages are usually attributed to the NOR. The vessels operating in the inner market reap the benefits of high-quality support and the protection of foreign competitors. Sophisticated and highly experienced maritime tradition contributes greatly to the development of sea transportation businesses for different types of vessels. It is beneficial for ship owners that the country has two types of ship registers: national and international. Disadvantages The following disadvantages may be seen in the NOR registration for vessels. The registration fees are not stable and fluctuate from year to year depending on the prescriptions of the Maritime Act. Opportunities of technical support are limited only to the domestic providers of this service. It may be concluded that as Norwegian International Ship (NIS) Register and Norwegian Ordinary Registers (NOR) belong to one country, they have much in common. However, the main difference between these registers is that they belong to different register groups: national (NOR) and international or second (NIS) registers. The NOR completely binds the registered ships to the host country, Norway. It may be noticed in terms of ownership, cooperation with maintenance and support services and the location of the headquarters. The NIS naturally allows foreign ownership, but the limitation of mandatory service remains. Moreover, companies are obliged to have a Norwegian representative. UK Register Background The UK register is part of the Maritime and Coastal Agency (MCA), which controls and monitors all of the marine activity in the UK. Since the UK is a kingdom, all of the activity is ultimately answerable to Her Majesty the Queen of Great Britain. The UK register is a closed register. The UK register handles: Merchant ships Fishing vessels Large yachts Pleasure Crafts/ Small ships With 116 (UK Ship Register, 2010) ports around the UK, all of the above vessels can register and receive a UK flag. Although the register provides a list of restrictions on who can be registered, it covers quite a wide range of geographical locations (e.g. British Dependant territories citizens, EEA countries, those that have a registered business in one of the EEA countries). Benefits of having a UK Flag The UK flag is considered to be one of the best performing flags in the world, ranking 3rd (lowest by risk) in the Paris MoU list The UK Flag is one of the top performing Flags on the Paris MoU White List' (UK register, 2010). The register is proud to offer their customers assistance both before and after registration. Financially, it rewards its members with relatively low annual renewal fees and contributes around ÂÂ £1.4 million to a Crew Relief Cost Scheme. Furthermore, UK registered ships are not targeted by Port State Control regimes in the worlds major trading areas ISPS plan approvals and verification audits at no cost to owners and operators An international reputation for expert advice and guidance with a proactive leading role at the IMO, EU and Quality Shipping Committees Worldwide security threat level information provided to UK registered ships with support for British Nationals on board from British Consuls and Royal Navy protection dependent on the availability of assets and exact situation Quality Assurance offering certification to ISO 9001 and ISO 14001 standards with audits being taken in harmonisation with ISM Alternate Compliance Scheme: A voluntary scheme that streamlines the survey and certification process by minimising duplication of effort with Classification Societies. Eligibility is conditional upon certain criteria being met (UK Register, 2010). Disadvantages of the UK Flag The National Audit Office (2009) has reported that the efficiency with which the MAC operates has deteriorated over the years. Until 2000 the agency have managed to carry out all of the required surveys in order to check the quality of the ships that operate under a UK flag. However, by 2007, the targets were not met. Furthermore, it was predicted, that the targets would not be met again in 2008-2009. Failure to meet its targets will increase the risk that UK vessels which do not comply with regulations operate without detection in UK ports and waters (National Audit Office, 2009, p.5). In order to be efficient, the MAC needs more resources However, at the moment, even the cost of surveys are not met by the revenues that are brought in by the owners of the vessels. Another worrying fact, is that the quality of the UK flag, which has been enjoying a very good reputation over the years, is starting to disappear. The audit has found that an increasing number of UK flag holders are being detained overseas due to the inability to pass quality checks. Although relatively this detention number is lower compared to other flags, it has been argued that the difference is getting smaller every year. Partly, because the quality of the other flags is increasing and partly because the quality of the UK flag vessels is deteriorating. Registered Ships In order to increase the growth in registered ships, the Government has introduced a tonnage tax in 2000. In turn, instead of charging vessels on the profits that they make off their activities, they are now charged on the tonnage of their vessels. This regulatory measure has allowed the UK register to see a good increase in the number of vessels. By the end of 2007 the UK registered merchant fleet had grown from 1,050 to 1,518. Of these, 646 vessels were trading vessels compared with 417 vessels in 2000 (National Audit Office, 2009, p.5). The tonnage that was brought in also increased. In 2007, the average tonnage per vessel increased from 11,000 to 19,000. This increase had an interesting effect on the number of overseas surveys that the MCA had to perform in 2007. Nearly a quarter of them had to be done overseas. This is a large increase, considering that in 2000-2001, 5% were performed overseas, while the rest were done domestically (National Audit Office, 2009, p.5). Large increases were also seen in the number of Certificates of Equivalent Competency that were issued, from 3,244 in 2003 to 4,722 in 2007. However, although absolute numbers have increased, the overall rate of growth has declined. In 2007, the fleet grew by 10%, compared to 13.33% average growth from 2001 to 2003. The MAC argues that too many external factors are at play, which do not allow them to enhance the growth with more control. For example, the MAC found that some shipping companies were happy to wait and see whether the EU would bring in a tonnage tax as well, before making the final decision on their flagging. In turn, this shows that although the UK ship register provides a large number of benefits, they are not relatively strong enough to become a deciding factor for the shipping companies. Isle of Man Registry Background Isle of Man Registry (IOM) works closely with the Isle of Man government to provide relevant solutions to its members. Tynwald (the local parliament) is ultimately answerable to the Crown, however, as has long been agreed, the UK government does not legislate the IOM, and therefore, shipping legislation is approved by Tynwald alone. The Isle of Man operates a Category One, Red Ensign Group British Register that provides for the registration of ships of any size or type. The Isle of Man Register is a component part of the British Register (The Red Ensign Group, 2010). IOM registry is relatively new, established only in 1984. Over the years, the IOM has seeked local private solutions for its clients, and today works closely with local marine lawyers, accountants, PI clubs and even banks, bringing a diverse, one-stop-shop solution to anyone who registers. Due to its offshore jurisdiction capabilities and proximity to Europe, IOM can provide a highly competitive solution. The IOM strongly competes on its tax exemption regime, its financial centre capabilities and developed technical solutions whilst on the island. The IOM registers a large number of different vessels, including VLCC, superyachts, fishing boats and pleasure crafts. Advantages of the IOM The Isle of Man Ship Registry has recently been voted best in the world, claiming the top spot in the international shipping industry round table annual flag state performance table (PDMS, 2008). Like the rest of the registrars, IOM conveys that it will provide the ship owners with the cost-efficient and customer-friendly solution. Quality is key to the Isle of Man, where our reputation as a high quality jurisdiction makes us the flag of choice for todays modern maritime business (IOM, 2010). Furthermore, the website states that this registers customer service has a can-do approach. A professional Ship Registry providing a high quality of service available 24/7 with fast response to queries Reasonable costs and no annual tonnage dues A favourable taxation regime designed to encourage business The right to fly the Red Ensign and access the support of British consular services world-wide and British Royal Navy protection Flexibility in the requirements for registered owners The availability of Demise registry both IN and OUT Support for ships treated unfairly by Port State Control Full political support for shipping ISO 9001/2008 Accreditation Not a Flag of Convenience Regular advice bulletins on key issues to help owners respond to them (IOM, 2010). Unlike the rest of the registers, it can be argued that IOM offers a number of unique solutions and help. For example, the Ship Managers and Owner Association (IOMSA) brings together the ship owners with the relevant legal and financial representatives, where they are able to discuss outstanding issues and come up with solutions. A similar association is offered to the superyachts sector (Manx Yacht Forum). In turn, it can be argued, that the register can see the issues quickly and address them, which takes the customer service to a different level. Furthermore, since a large proportion of its business is coming from the private yacht owners, the IOM offers one annual yacht fee, which includes all of the charges and exemptions in it already. This makes it very easy for the owners to delegate all of their paper work to the registers, without getting involved in the complex structure of the system. The Annual Report (2008) puts strong emphases on the quality of the vessels that register with the IOM registry. Consistent quality checks before the registration and during the time that the vessel is under the IOM flag, reflects in the strong decline in the number of accidents that the IOM are subject to. Over 5 years, the number of accidents declined from 53 in 2004 to 35 in 2008 (Annual Report, 2008, p. 20). The Number of Registered Ships The IOM has grown over the years, yet, this growth has never been aggressive. In 2008, its main growth was in the registration of yachts, where the target was to register 1 per month. In 2008, 995 vessels were sailing under the IOM flag. Figure 1. IOM registered vessels by type Source: IOM, Annual Report, 2008, p. 10 It is extremely important for the IOM register to be within the first third on the Paris MOU register. So far, out of 83 members of the Paris MOU, they have managed to stay within the first 11. Figure 2: Paris MOU register and IOM position Source: Annual Report, 2008, p. 21 Conclusion The literature review has shown that there are the second registers have been developed by the countries in order to compete with those that were offered by the developing countries. The closed registers examined still prevail in size (by the number of registered vessels), however, the difference is not very large. Each of the registers offers their members a large number of benefits. However, as the case with NIS has shown, reluctance to be flexible is likely to results in less demand for their services. It was interesting to see the results produced by IOM. The registry has managed to grow steadily, despite having a large amount of competition. The low costs that the IOM offers has not impacted on the quality of the service provided. It has been found that the UK Register is much bigger in size than NOR and enjoys a steady growth. Despite the deteriorating ability to meet its survey targets, it still has the 3rd place in the MOU whitelist (see Appendix). It can be argued that if the vessels are less likely to be detained overseas due to deficiencies, this plays an important part on their ability to make a profit. Therefore, low risk registers, such as the UK Register is likely to be more attractive. Both NIS and NOR has seen a decline in their registered members. It can be argued that unlike the UK register and the IOM, they did not make enough competitive changes to stay attractive. References AppleBy (2009) Brief: Ship registration in the Isle of Man [online]: http://dc.co.im/uploaded/Publication/1362_File_5.pdf [Accessed on 2 March 2010] Branch, A. (2007) Elements of shipping, 7th ed., Taylor Francis, p. 164 Burroughs R (1984) Offshore supply vessels: An emerging maritime industry Maritime Policy Management, Vol. 11, No. 4, pp. 269 276 The Chartered Institute of Logistics and Transport (2008) UK Ship Register continues to grow [online]: http://www.ciltuk.org.uk/pages/industry-news/article?EBA1745A-D18A-4443-A2FE-946C24DFD242 [Accessed on 2 March 2010] Chircop, A. and LindÃÆ'Â ©n, O. (2006) Places of refuge for ships: emerging environmental concerns of a maritime custom, Martinus Nijhoff Publishers, p. 265 Department of Trade and Industry (2010) Registration of Manx Ships [online]: http://www.gov.im/lib/docs/dti/shipregistry/Registration/rans/ran01registrationofmanxships.pdf [Accessed on 2 March 2010] DeSombre, E. (2006) Flagging standards: globalization and environmental, safety, and labor regulations at sea, MIT Press, p. 83 Farthing, B. and Brownrigg, M. (1997) Farthing on international shipping, 3rd ed., the University of Virginia, p. 187 Harwood, S. (2006) Shipping finance, 3rd ed., Euromoney Books, pp. 200-204 Hinkelman, E. (2005) Dictionary of international trade: handbook of the global trade community includes 21 key appendices, 6th ed., World Trade Press, p. 374 IOM (2008) Annual Report, [online]: http://www.gov.im/lib/docs/dti/shipregistry/formsdocs/reports/iomsr/reportfinalwebsiteonly.pdf [Accessed on 2 March 2010] Isle of Man (2010) Ship registry [online]: http://www.gov.im/dti/shipregistry/ [Accessed on 2 March 2010] Isle of Man Government (2010) Registry: Qualified Owners [online]: http://www.gov.im/dti/shipregistry/registration/qualifiedowners.xml [Accessed on 2 March 2010] Klikauer, T. and Morris, R. (2002) Into murky waters: Globalisation and deregulation in Germanys shipping employee relations, Employee Relations, Vol. 24, Issue: 1, pp. 12-28 Mulcahy, L. and Tillotson, J. (2004) Contract law in perspective, 4th ed., Routledge Cavendish, p. 147 National Audit Office (2009) The Maritime and Coastguard Agencys Response to Growth in the UK Merchant Fleet Great Britain, [online]: http://books.google.co.uk/books?id=n5QIqJW-eVsCHYPERLINK http://books.google.co.uk/books?id=n5QIqJW-eVsCdq=UK+Ship+Registerlr=source=gbs_navlinks_sHYPERLINK http://books.google.co.uk/books?id=n5QIqJW-eVsCdq=UK+Ship+Registerlr=source=gbs_navlinks_sdq=HYPERLINK http://books.google.co.uk/books?id=n5QIqJW-eVsCdq=UK+Ship+Registerlr=source=gbs_navlinks_sHYPERLINK http://books.google.co.uk/books?id=n5QIqJW-eVsCdq=UK+Ship+Registerlr=source=gbs_navlinks_sUK+Ship+RegisterHYPERLINK http://books.google.co.uk/books?id=n5QIqJW-eVsCdq=UK+Ship+Registerlr=source=gbs_navlinks_sHYPERLINK http://books.google.co.uk/books?id=n5QIqJW-eVsCdq=UK+Ship+Registerlr=source=gbs_navlinks_sHYPERLINK http://books.google.co.uk/books?id=n5QIqJW-eVsCdq=UK+Ship+Registerlr=source=gbs_navlinks_slr=HYPERLINK http://books.google.co.uk/books?id=n5QIqJW-eVsCdq=UK+Ship+Registerlr=source=gbs_navli nks_sHYPERLINK http://books.google.co.uk/books?id=n5QIqJW-eVsCdq=UK+Ship+Registerlr=source=gbs_navlinks_ssource=gbs_navlinks_s [Accessed on 2 March 2010] NOR (2010) NOR [online]: http://www.nis-nor.no/NOR.aspx [Accessed on 2 March 2010] NIS (2010) NIS [online]: http://www.nis-nor.no/NHYPERLINK http://www.nis-nor.no/NOR.aspxISHYPERLINK http://www.nis-nor.no/NOR.aspx.aspx [Accessed on 2 March 2010] PDMS (2008) Client: Isle of Man Register [online] http://www.pdms.com/clients/casestudies/marineadmin.xml [Accessed on 2 March 2010] Odeke, A. (1998) Bareboat charter (ship) registration, Martinus Nijhoff Publishers, pp. 8-9 Organisation for Economic Co-operation and Development (2005) National treatment for foreign-controlled enterprises, OECD Publishing, p. 73 Paris MOU (2010) Black Grey White list [online]: http://www.parismou.org/upload/anrep/BGWlist2006-2008.pdf [Accessed on 2 March 2010] Paris MOU (2010) Basic Figures [online]: http://www.parismou.org/ParisMOU/Statistical+information/Basic+figures/xp/menu.4270/default.aspx [Accessed on 2 March 2010] Raikes, F. (2009) The Maritime Codes of Italy, BiblioBazaar, LLC, p. 115 Rayfuse, R. (2004) Non-flag state enforcement in high seas fisheries, Martinus Nijhoff Publishers, p. 22 Saunders, M., Lewis, P. and Thornhill, A. (2009) Research Methods for Business Students, 5th ed., Pearson Education, pp. 56-66 Ship Management (2010) Isle of Man to introduce annual fee in April [online] http://www.shipmanagementinternational.com/?p=1557 [Accessed on 2 March 2010] Sletmo G. and S. HosteÂÂ  (1993) Shipping and the competitive advantage of nations: the role of international

The Hot Zone by Richard Preston :: Book Report The Hot Zone

The Hot Zone by Richard Preston   Ã‚  Ã‚  Ã‚  Ã‚  In October of l989, Macaque monkeys, housed at the Reston Primate Quarantine Unit in Reston, Virginia, began dying from a mysterious disease at an alarming rate. The monkeys, imported from the Philippines, were to be sold as laboratory animals. Twenty-nine of a shipment of one hundred died within a month. Dan Dalgard, the veterinarian who cared for the monkeys, feared they were dying from Simian Hemorrhagic Fever, a disease lethal to monkeys but harmless to humans. Dr. Dalgard decided to enlist the aid of the United States Army Medical Research Institute of Infectious Diseases (USAMRIID) to help diagnose the case. On November 28th, Dr. Peter Jahlring of the Institute was in his lab testing a virus culture from the monkeys. Much to his horror, the blood tested positive for the deadly Ebola Zaire virus. Ebola Zaire is the most lethal of all strains of Ebola. It is so lethal that nine out of ten of its victims die. Later, the geniuses at USAMRIID found out that it wasn't Zaire, ! but a new strain of Ebola, which they named Ebola Reston. This was added to the list of strains: Ebola Zaire, Ebola Sudan, and now, Reston. These are all level-four hot viruses. That means there are no vaccines and there are no cures for these killers.   Ã‚  Ã‚  Ã‚  Ã‚  In 1976 Ebola climbed out of its primordial hiding place in the jungles of Africa, and in two outbreaks in Zaire and Sudan wiped out six hundred people. But the virus had never been seen outside of Africa and the consequences of having the virus in a busy suburb of Washington DC is too terrifying to contemplate. Theoretically, an airborne strain of Ebola could emerge and circle the world in about six weeks. Ebola virus victims usually "crash and bleed," a military term which literally means the virus attacks every organ of the body and transforms every part of the body into a digested slime of virus particles. A big point that Preston wanted to get across was the fact that the public thinks that the HIV virus is quite possibly the most horrible virus on Earth, when no one takes into mind the effects and death of the victims of Ebola. Preston shows how Ebola and Marburg (a close relative of Ebola) is one hundred times more contagious, one hundred times as lethal, and one hundr! ed times as fast as HIV. "Ebola does in ten days what it takes HIV ten years to accomplish," wrote Richard Preston. The virus, though, has a hard time spreading, because the