Asia europe transport problems Free Essays

string(84) " network formulated in the corridor South-East Asia – China – Mongolia\." Recent political and economic developments at the global and regional levels have resulted in a more conducive development environment in the Asian and Pacific region and the opening-up of opportunities for international trade and tourism development for the developing countries of the region, including those which are landlocked. Nevertheless, the lack of unhindered access to the sea adds transport costs and time to international trade transactions. In addition, landlocked countries face greater transport risks and hazards than countries which have direct access to nternational sea routes. We will write a custom essay sample on Asia europe transport problems or any similar topic only for you Order Now The United Nations has addressed the specific concerns of landlocked countries in a number of documents. Among those which are directly related to transport are the following: General Assembly resolution 50/97 of 20 December 1995 on specific actions related to the particular needs and problems of landlocked developing countries; â€Å"Global framework for transit transport cooperation between landlocked and transit developing countries and the donor community† (TD/B/LDC/AC. /6); â€Å"Problem of physical infrastructure development of the landlocked countries, ncluding economies in transition† (E/ESCAP/SREC(7)/3); and â€Å"Progress report on measures designed to improve the transit transport environment in Central Asia† (A/ 51/288). With Just-in-time delivery becoming almost a prerequisite for efficient international trade, particularly in an increasingly competitive market environment, adequate attention must be given to resolving problems in transport areas whi ch are crucial for the efficient development of the international trade of landlocked countries. The inauguration in May 1996 of a new rail line linking the Islamic Republic of Iran nd Turkmenistan, thus completing a new â€Å"silk rail route† from China to Europe via the landlocked countries of Central Asia; the priority attention of the Islamic Republic of Iran to the development of the necessary physical infrastructure, as well as bilateral and multilateral agreements for international transport particularly to and from Central Asia; the establishment in May 1996 of a forum for the comprehensive development of regions along the second Europe-Asia continental bridge which is of importance to Mongolia and the landlocked countries of Central Asia; the initiative of he Association of South East Asian Nations (ASEAN) on the development of a rail link from Singapore through Malaysia, Thailand, Viet Nam or the Lao People’s Democratic Republic and on to Kunming, China; and the recently completed study of the South Asian Association for Regional Cooperation (SAARC) on tr ansport and transit needs, including those of Nepal and Bhutan, are vivid illustrations of the commitment of the member countries of ESCAP to the development of a land transport network in Asia in The present note highlights some of the issues and problems of physical and soft nfrastructure in the main modes of transport (with emphasis on land transport, inland waterways and connections to seaports) which serve the landlocked countries in the region, namely Afghanistan, Armenia, Azerbaijan, Bhutan, Kazakstan, Kyrgyzstan, the Lao People’s Democratic Republic, Mongolia, Nepal, Tajikistan, Turkmenistan and Uzbekistan. l. MAJOR ISSUES AND PROBLEMS IN THE TRANSPORT SECTOR To improve the efficiency and competitiveness of international trade and tourism in the landlocked countries of the region, the following issues relating to major modes of transport need to be addressed: (a) choice of alternative transit routes; b) reduction of transit costs and time along the transport routes; and (c) cooperation among the organizations concerned. A. Choice of alternative transit routes Although many of the landlocked countries in the region have several potential routes to seaports, most of them are heavily dependent on one main transit route because of limited resources and, in some cases, the limited options open to them in the past as a result of the political situation at that time. This render these countries vulnerable to disruption of transit services owing to national disasters, technical and operational breakdowns, labour disputes and conflicts. Moreover, in view of regionalization and globalization of economic development, different access routes to different seaports may be required for efficient transport of goods to trade partners located in different parts of the globe. Therefore, it is important for any landlocked country to have a choice of transit land transport routes (and inland waterways if applicable) to the main seaports in Asia, as well as a choice of air transport routes and connections to major subregional, regional and global destinations. In addition, in view of the development of trade within Asia, as well as between Asia and Europe, there is an increasing demand for reliable and efficient intra-Asia and Asia-Europe land bridges with connections to landlocked countries in the region. The landlocked countries need to be part of an integrated approach to the development of an intra-Asia and Asia-Europe land transport network of international importance. 1. Formalization of the international land transport network in Asia The Commission at its forty-eighth session, held in Beijing in April 1992, endorsed comprising the Asian Highway; the Trans-Asian Railway; and facilitation of land ransport, as a priority for phase II (1992-1996) of the Transport and Communications Decade for Asia and the Pacific. The objective of the project is to assist in creating a land transport network in Asia to facilitate international trade and tourism. The route selection criteria include capital-to-capital links and connections to main industrial and agricultural centres, and connections to major seaports and river ports, as well as to major container terminals and depots. The network should also provide interregional land transport linkages, particularly with the region of the Economic Commission for Europe. The project enjoys support from 25 ESCAP members, including all the landlocked countries except Armenia, Azerbaijan and Bhutan which have yet to Join the project. Armenia and Azerbaijan, however, are participating in activities that are related to ALTID. With the successful implementation of phase I (1994-1995) of the ALTID project, considerable progress has been achieved in the formulation of the international land transport network in Asia linking landlocked countries. The Asian Highway network (see figure l) has been revised in the southern corridor connecting the Islamic Republic of Iran – South Asia – South-East Asia (which includes he landlocked countries of Afghanistan, Nepal and the Lao People’s Democratic Republic), and a new network formulated in the corridor South-East Asia – China – Mongolia. You read "Asia europe transport problems" in category "Papers" A study on the development of highway networks in the landlocked Asian republics (Armenia, Azerbaijan, Kazakstan, Kyrgyzstan, Tajikistan, Turkmenistan and Uzbekistan) to identify the potential Asian Highway routes in those countries was completed in 1996. The Trans-Asian Railway network includes the following land bridges between Asia and Europe: Europe-Russian Federation and/or China-Korean peninsula; Europe-Islamic Republic of Iran-Central Asia-China (New Silk Railway); Europe-Islamic Republic of Iran-South Asia-South-East Asia. With the completion during phase I ofa feasibility study on connecting the rail networks of China, Kazakstan, Mongolia, the Russian Federation and the Korean peninsula, and a project on the Trans-Asian Railway in the Indo-China and ASEAN subregions, the network has been formulated in the northern corridor of the Asia-Europe routes (see fgure II) which includes the landlocked countries of Kazakstan and Mongolia, and in the Indo-China and ASEAN subregions (see figure Ill), the Lao People’s Democratic Republic. A potential Trans- Asian Railway network in the southern corridor of the Asia-Europe routes (of importance to Afghanistan and Nepal) was also identified (see fgure ‘V) through a related preliminary study. The Commission at its fifty-second session reiterated its strong support for the ALTID project and emphasized the importance of its completion and of improving the operational efficiency of both the Asian Highway and Trans-Asian Railway networks, including the Asia-Europe links, at the earliest possible date. The Commission adopted resolution 52/9 of 24 April 1996 on Intra-Asia and Asia-Europe land bridges. rogramme of the New Delhi Action Plan on Infrastructure Development in Asia and the Pacific. It also approved the plan of action for the implementation of phase II (1996-1997) of the ALTID project, which includes a detailed study on the southern corridor of the Trans-Asian Railway, and it decided that a study on the development of the Railway in the corridor connecting South-East and North-East Asia (including the Lao People’s Democratic Republic and Mongolia) should be undertaken and that similar studies on the development of the Asian Highway and the Trans-Asian Railway in the corridor connecting northern Europe with the Russian Federation to the landlocked countries of Central Asia and the Islamic Republic of Iran should be included in the projected phase Ill (1998-1999) of the project. 13. When completed and fully operational for the whole of Asia, the land transport network could provide landlocked countries in the region with a choice of alternative land transport routes to major seaports in Asia, and land transport and land-cum-sea links to any other country in Asia and Europe. However, to realize such a potential, the landlocked countries must have unhindered access to the network. . Unhindered access to the international land transport network in Asia The construction of the regional land transport network and all related infrastructure is a necessary but not a sufficient condition for reliable and efficient international transport. A legal framework is also required to provide the basis for unhindered access to the routes for efficient international trade and tourism. A coordinated plan for the development of international land transport routes and services based on agreed performance parameters and standards is also essential. This has been vividly demonstrated by the experience of Europe, where the ollowing four major all-European transport agreements have been adopted: (a) The European Agreement on Main International Traffic Arteries (AGR Agreement) of 1975, which defines the major European roads and establishes uniform technical characteristics; (b) The European Agreement on Main International Railway Lines (AGC Agreement) of 1985, which determines the major lines and infrastructure parameters of the European railway network; (c) The European Agreement on Important International Combined Transport Lines and Related Installations (AGTC Agreement) of 1991, which is the first European ultilateral treaty governing international combined road/rail container and piggyback transport; (d) International infrastructure agreement covering European inland waterways Oanuary 1996). recommended that a legal framework should be developed for Asia in the form of ESCAP agreements on the Asian Highway and Trans-Asian Railway, taking into consideration the related experience of the European Union. With such ESCAP agreements in place, all the countries in Asia, including the landlocked countries, would enjoy free access to road and rail transport routes of international importance. 3. Inland waterways of international importance to some of the landlocked countries in Asia Inland water transport can play an important role for the regional or international trade of some landlocked countries. A number of rivers in these countries can potentially provide the cheapest means of communication with neighbouring countries, or even through them to other countries in the world. For instance, a number of tributaries of the Brahmaputra River flow out of Bhutan through India to Bangladesh; the Lao People’s Democratic Republic is bordered or bisected by the Mekong River which flows through China, Myanmar, the Lao People’s Democratic Republic, Thailand, Cambodia and Viet Nam; Mongolia gives rise to the Yenisey, the Angara and the Amur-Heilongjiang rivers which link the country to China and the Russian Federation; and Nepal has three of the four largest tributaries of the Ganges River flowing from India to Bangladesh. The improvement and development of inland water transport infrastructure and services would benefit all of these countries in various ways, including cost savings, environmental protection and energy savings. In addition, transit by water is more easily accepted by operators of seaports located at river mouths and it is less prone o losses, pilferage and breakage than transit by road and rail. At the present time, however, the rivers are not fully utilized for navigation in most landlocked countries. Most of the rivers are still in a natural state without appropriate improvement and marking. Water levels in the rivers are not always regular or sufficient and the gradient is often very steep. In some river sections, the waterways are full of rapids and shoals which endanger vessel navigation or even interrupt it entirely. Some rivers are blocked with siltation, cables, pipelines, bridges, dams and other structures along or crossing them. Few aids to navigation are nstalled to mark the navigable channels in the rivers. All these factors limit the free use of the rivers for transport. However, the potential of inland water transport for international trade should be evaluated. In order to promote the use of rivers for transport which would serve the needs of landlocked countries, ESCAP is implementing several projects under the regional action programme of the New Delhi Action Plan on Infrastructure Development, which was launched by the Ministerial Conference on Infrastructure in October 1996. One of the projects is on the harmonization of requirements relating to international mportance of common or well harmonized rules, and provide guidance with regard to navigation rules, aids to navigation, the carriage of dangerous goods, facilitation measures and waterway classifications for internationally navigable rivers. Another important project is on the development of inland water transport infrastructure and services. This project includes a regional strategic study for the development of inland water transport in the ESCAP region. An intensive investigation will be carried out to identify the problems faced by the inland water transport sector. The situation ill be compared with successful experiences in other parts of the world. This study should provide a clear picture of the advantages and disadvantages of inland water transport in specific situations, identify opportunities for development and suggest regional actions and national policy options to expand the use of rivers for navigation in the ESCAP region. Expert group and policy-level meetings will be held to discuss the findings and suggestions of the study. Necessary follow-up actions will be taken at both the regional and national levels. With regard to some landlocked Asian republics, the same opportunity may exist or transit transport through inland waterways. Specific studies need to be carried out to identify the potential for the expanded use of inland waterways. 4. Air transport It goes without saying that reliable and efficient air transport is crucial for the economic and social progress of landlocked countries. While the emphasis in this paper is on related aspects of land transport, inland waterways and maritime linkages and transport, the following activities of the International Civil Aviation Organization (ICAO) have been included in the regional action programme 1997-2001) of the New Delhi Action Plan on Infrastructure Development in Asia and the Pacific and endorsed by the Ministerial Conference on Infrastructure: programme of transition to the new civil aviation communications, navigation and surveillance and air traffic management system; programme for economic reform in civil aviation in Asia and the Pacific; programme for the protection of the environment in the vicinity of airports; improvement and harmonization of flight safety standards; expansion of the UNDP-promoted ICAO TRAINAIR programme; and poverty alleviation through rural airfield development in least developed countries. These projects address major problem areas in air transport in the Asian and Pacific region, includ ing in the landlocked countries. B. Reduction of transit time and costs along the transport routes of While the formulation of an international land transport network in Asia is in progress through the implementation of the ALTID project, there are already a provide the landlocked countries with access to seaports. These are reflected in table 1. 1. Reduction of transit time and costs at border crossings and ports Even when all necessary infrastructure is in place, the delay of vehicles at border rossings can entail tremendous losses of resources and time. A similar problem occurs when the waiting time is long for ships to be loaded and unloaded in seaports which serve landlocked countries. When international inland waterways are available for use, delays of cargo at cross-border points have similar economic effects. a) Facilitation of land transport at border-crossings (i)Commission resolution 48/11 on road and rail transport modes in relation to facilitation measures Recognizing that harmonized transport facilitation measures are a prerequisite for efficient international trade and transport along road and rail routes of nternational importance, the Page 1 1 Commission at its forty-eighth session adopted resolution 48/11 of 23 April 1992 on road and rail transport modes in relation to facilitation measures. By that resolution, it recommended that the countries in the region, if they had not already done so, consider the possibility of acceding to seven international conventions. The status of the accession of the landlocked and neighbouring countries in Asia to the international conventions is shown in table 2. It is clear that in order to facilitate international and bilateral trade and tourism the constructive cooperation of the ountries is required to create a minimum legal basis for land transport cross-border traffic. In this respect ESCAP adopted a subregional approach to providing assistance to countries. A special seminar for the Economic Cooperation Organization (ECO) subregion (with the participation of Afghanistan, Azerbaijan, Kazakstan, Kyrgyzstan, Tajikistan, Turkmenistan and Uzbekistan) on the implications and benefits of accession to the conventions was held in Tehran in November 1994. A similar seminar for the North-East Asian countries (including the Lao People’s Democratic Republic and Mongolia) was conducted in May 1996 in Bangkok. Another seminar for countries of the Greater Mekong subregion (including the Lao People’s Democratic Republic) was organized Jointly by ESCAP and the Asian Development Bank at It is very encouraging to note that Uzbekistan has acceded to six conventions, and Kazakstan, Tajikistan and Turkmenistan have each acceded to four. However, Afghanistan, Armenia and Kyrgyzstan are each party to only two; Azerbaijan, to one; and Bhutan, the Lao People’s Democratic Republic, Mongolia and Nepal to none at all. A similar situation of accession to few or no convention occurs in the neighbouring ountries of Bangladesh, Cambodia, China, India, Myanmar, Pakistan, Thailand and Viet Nam. Such a situation calls for the urgent implementation of Commission resolution 48/11 by all landlocked countries and their neighbouring countries. Transit facilitation Transit transport plays a particularly important role in the development of landlocked countries. Two international conventions, namely the Convention and Statute on Freedom of Transit, Barcelona, 20 April 1921 (popularly referred to as the â€Å"Barcelona Transit Convention†), and the Convention on Transit Trade of Landlocked States, New York, 8 July 1965 (â€Å"New York Transit Convention†) assist in facilitating the transit transport of landlocked countries. However, only a few of the Asian landlocked countries and their neighbouring countries are contracting parties of these conventions, as indicated in table 3. There is clearly great potential to improve transit transport in the region. It is recommended that the landlocked countries and the neighbouring countries should accede, if they have not already done so, to the Barcelona and New York transit conventions as soon as possible. The development of a subregional multilateral transit treaty/agreement also ppears to be a promising approach to transit facilitation. Preparation of such a draft transit treaty for the ECO region, for example, could be carried out as part of the project on international transport development in the ECO region, which is being proposed Jointly by ESCAP, the United Nations Conference on Trade and Development and ECO for possible funding by the Islamic Development Bank. (iii) Multilateral and bilateral agreements on land transport facilitation Multilateral and bilateral agreements which govern land transport at border crossings are of great importance to the landlocked countries in Asia. Given the role f the agreements in promoting international traffic, a database covering mainland Asia is being established at ESCAP as part of the ALTID project. As indicated above, there are several main rivers in Asia which may be used by landlocked countries for international transport. To facilitate navigation and river basin development activities, a draft agreement on commercial navigation on the Lancang Jiang – Mekong River (upper reaches of the Mekong River) between the Governments of China, the Lao People’s Democratic Republic, Myanmar and Thailand has been drawn up and it is expected that this agreement will be signed in the near uture. The Agreement on Cooperation for the Sustainable Development of the Mekong River Basin was signed on 5 April 1995 between the countries of the Lower Mekong River basin (Cambodia, the Lao People’s Democratic Republic, Thailand and Viet Nam). The Mekong River Commission is the institutional framework through which the Agreement will be implemented. The bilateral agreement between Bangladesh and India, which is signed on a biennial basis, could also be of practical interest to landlocked countries. Similar arrangements which take into account the related experience in other regions could e of great practical value in facilitating international inland water transport in Asia, including in landlocked countries. c) Facilitation of maritime traffic In addition to facilitation for land transport and transport on inland waterways, facilitation of maritime traffic plays an important role in improving the efficiency of the international land-cum-sea transport systems which serve the land locked In an era of large ships with efficient cargo operations resulting in very short stays in port, the delays caused by documentary â€Å"red tape† result in extra costs and time. To improve the situation, countries in the region having seaports (including those serving landlocked countries) are adopting the Convention on Facilitation of International Maritime Traffic, 1965 (FAL Convention) as amended. The objective of the FAL Convention is to simplify the procedures for the inward clearance of ships, cargoes, passengers and crew on arrival in a port. This can be achieved by the utilization of six standard declaration forms and the adoption of common standards for processing documentation. However, among the ESCAP members and associate members, only Australia, China, the Democratic People’s Republic of Korea, Hong Kong, Fiji, India, the Islamic Republic of Iran, the Marshall Islands, New Zealand, the Russian Federation, United States of America and Vanuatu are party (as of January 1997) to the FAL Convention. It is clear that there is potential to improve the efficiency of the land- cum-sea routes serving landlocked countries if all the coastal countries concerned accede to the FAL Convention. To assist the countries in the process of acceding to the Convention, ESCAP, in cooperation with the International Maritime Organization, ommenced in 1993 a four-year programme of country-level workshops and subregional seminars to promote the adoption of the FAL Convention and the implementation of its provisions. (d) Corridor studies To assist member countries in Asia, including landlocked countries, in the facilitation of cross-border traffic, ESCAP undertakes corridor studies to identify non- physical impediments to the flow of goods which cause delays and add unnecessary costs to the transport process. One such study, for example, was completed in 1994 in the corridor Singapore – Malaysia – Thailand – the Lao People’s Democratic Republic – Viet Nam. The study was extended in 1995 to cover Cambodia and in 1996 to include Myanmar. The study revealed the following impediments: restrictions on the movement of vehicles and drivers across borders; restrictions on the movement of cargo between the port and inland origin/destination without customs inspection in the port; restrictions on the movement of third country or transit cargo; limitations on the effective use of multimodal transport; and failure to make use of available technology and information to plan port and cargo-handling operations. The reports lso provided recommendations for dealing with these impediments. A study carried out by ADB on regional technical assistance to the Greater Mekong subregion for mitigation of non-physical barriers to cross-border movement of goods and people (completed in October 1996) should also be mentioned in this context. Similar studies are to be carried out as recommended by the Ministerial Conference on Infrastructure along the major intra-Asia and Asia-Europe land bridges, with the next ESCAP study planned for the corridor Port of Bandar Abbas (Islamic Republic of Iran) – landlocked countries of Central Asia – China. One other impediment frequently found in the landlocked countries in Asia is a lack of a proper coordinating mechanism at the national level among the ministries and agencies involved in cross-border procedures and formalities. 2. Improvement of transport logistics Multimodal transport, freight forwarding and electronic data interchange (ED’) play an increasingly important role in the development of international trade. Just- in-time delivery, which is becoming a prerequisite for competitive international trade, increases the need for a highly efficient integrated system of despatch, transport and How to cite Asia europe transport problems, Papers

Foundation in Workplace Success

Question: Discuss about theFoundation in Workplace Success. Answer: Introduction Pros Talent is a crucial part of growth and economic development of a company. It facilitates growth and competition. Talent is equally important to other factors like capital, technology, land, and infrastructure. In the food and beverage industry, it is vital for the workers to have an increased concentration. Workers have to adhere to quality and safety standards. They have to do the repetitive task every day. Knowledge of hygiene and health and safety regulations is of utmost importance (Christensen and Schneider 2015). Employees and workers must give a lot of attention to detail. They must be fit and able to perform tasks that are physical in nature. Workers must be efficient in using tools. They may have to work at night. Because of these reasons fewer people may be interested in working in this sector. The employment trend in this industry is growing slowly. This industry is creating new job opportunities for the people. As a result, more and more people are joining. Attracting and retaining highly talented people is crucial for the industry to grow (Ariss et al. 2014). In a highly competitive market, it is important to keep talented people. Highly talented people would ensure prospects of high quality. A candidate with a better experience and excellent communication skills would be beneficial to the company. The industry must focus on developing talent and skills through training and work to attract more workers. Talented people will always find opportunities to grow. Recruitment of such employees would lead to the growth and development of the company. Companies must create a reinforcing cycle where people would find growth opportunities. It would be more effective if people can learn in their work environments (Cummings and Worley 2014). Cons The food and beverage sector are one of the fastest growing industries in Australia. In such a scenario, shortage of labor may lead to below potential levels of employment. Companies are facing difficulties in finding high-skilled employees. Graduates do not think this sector to be a job opportunity. With the change of skills of jobs, educators may not be willing to work in the sector. Recruiters may often face the problem of finding more innovative workers. The industry has been facing the issue of retention and recruitment for many years. The sector needs processing labor. As the competition is increasing, companies are not finding enough skilled and innovative employees. There is a lack of trained and experienced individuals. Since this industry needs a lot of human labor, it seeks people who are below 30. This industry is thus only for those who are young and physically healthy. Since the sector is labor intensive, businesses in the food and beverage sector are experiencing diffi culties in retaining appropriate staff (Gallardo et al. 2013). Strengths The company is one of the largest producers of fresh juice every year. The company is highly successful. The company has global sales of $2 billion. The brand has expanded itself since its inception. Boost has a positive attitude and has succeeded extensively. The company has put right talent in the right place. Boost is fit culturally in the environment. The company has the mentality and ability to grow. Franchise partners are a positive vibe for the enterprise. Boost has caught the eye of the right people at the right moment. Boost operates in 17countries and has over 350 stores Boost is a global brand Boost has substantial operations and marketing foundations (Boostjuice.com.au 2016). Weaknesses Consumers are looking for healthy products and hence are avoiding packaged foods. Consumers now want fruits and vegetables that are organically produced and have no fertilizers. The industry is very slow in the e-commerce space. People are avoiding beverages that have sugar content (Boostjuice.com.au 2016). Benefits of Drawing Talent Since the company is expanding itself, attracting high quality talent would be beneficial for it. Talented people are required to align with the emerging trends. The process of creating relevant and new products and moving them into testing needs a lot of time. For this, new techniques need to be developed, and hence new talents are required. Innovative methods are needed to manufacture and package products. Highly talented people would bring out new innovative ideas, and that would be beneficial to the company (Cerdin and Brewster 2014). References Al Ariss, A., Cascio, W.F. and Paauwe, J., 2014. Talent management: Current theories and future research directions.Journal of World Business,49(2), pp.173-179. Boostjuice.com.au. 2016.Boost Juice. [online] Available at: https://www.boostjuice.com.au/ [Accessed 25 Sep. 2016]. Cerdin, J.L. and Brewster, C., 2014. Talent management and expatriation: Bridging two streams of research and practice.Journal of World Business,49(2), pp.245-252. Christensen, K. and Schneider, B. eds., 2015.Workplace flexibility: Realigning 20th-century jobs for a 21st-century workforce. Cornell University Press. Cummings, T.G. and Worley, C.G., 2014.Organization development and change. Cengage learning. Gallardo-Gallardo, E., Dries, N. and Gonzlez-Cruz, T.F., 2013. What is the meaning of talentin the world of work?.Human Resource Management Review,23(4), pp.290-300.

Thomas Hobbes Essay Paper Example For Students

Thomas Hobbes Essay Paper Thomas Hobbes was one of the first Western Philosophers that the world had seen. Hobbess philosophies marked a departure in the English philosophy from religious emphasis of Scholasticism. Hobbes was born in 1588 in Malmesbury, Wiltshire. His father was a vicar of the parish during Queen Elizabeth time. He valued not learning and only read the prayers of the church. Hobbes obtained his education from his uncle and moved onto Oxford at the tender age of fifteen. By the time he reached Oxford he was already a scholar in Latin and Greek. He left Oxford in 1608 and began his companionship with the eldest son of Lord Cavendish of Hardwicke, later know as Earl of Devonshire. Hobbes traveled the European continent three times in his lifetime. These trips allowed Hobbes to get most of his work down and he usually traveled with a pupil. His first trip he took was in 1610 were he visited France, Italy and Germany. This trip he took with is pupil, Lord Hardwick. He learned the French and Italia n languages along the way. This first tour of the continent did not allow Hobbes to learn his life purpose, but he did gain experience that could help him along his way. We will write a custom essay on Thomas Hobbes Paper specifically for you for only $16.38 $13.9/page Order now His second tour of the European continent took place in 1629 and lasted for two years. In 1628 his pupil and friend Lord Hardwick passed on and Hobbes had no duties to fulfill in the house. The second trip Hobbes took he had a new pupil the young earl, who was eleven when they left for the journey. When Hobbes arrived back he took over the education of his new pupil. Around the time he was educated the young earl, his philoschical views began to take place. It was not until his third trip across the continent that he began to fit in with the other philosophers of the world. The third trip he was accomplice by the young earl, Earl of Devonshire. The trip lasted three years, 1634 to 1637. The trip began a new chapter in Hobbes life, he began to publish books and his theories were starting to be written out into books. During the trip he was an intimate of Meresenne, who at the time was at the center of the scintitific circle. That circle include the like of Descartes and Gassendi. His first publication was when he returned titled, Elements of Law and politic. This book showed the theories that he began to evovle for him during this third and final trip. Hobbes fled to France for eleven years because of the fear of getting arrested from his book. He called himself a man of feminine courage. In France he taught the Prince of Whales, later known as King Charles II, mathematics. While in London he also wrote his most famous book Leviathan. This book should Hobbes views on all the theories and ethical decisions. It was published in 1651, the same year he moved back to England. He moved back because he felt safer now in England then he did in France. In actuality he moved back because his book caused him to fear arrest by the authorties in France. He felt safer in England because of his former pupil took over the throne and Hobbes came into favor with the House of Commons. In 1666 however the house passed a bill to inspect his book Leviathan of charges of atheistic tendencies. This inspection caused Hobbes to burn many of his papers and delayed three publications of future books. His philosical theories were that people could have more then one loyalty and that they could be competing with each other. Mainly he was talking about the loyalty to God. Religion was a big deal back then and he stated that God could have a competing loyalty and that people should decide what is best for them. Loyalty to a person or a king should stop when death could occur to you. He stated that loyalty is a social act and that anything a person does is self-serving. Anything a human being does come full circle and benefits them in a way. A theory that Hobbes had, that I believe was pretty big, was that a person living in a world with moral rules is better off then a person living in a world without them. I did not understand what he meant but I do understand now. Hobbes was trying to say that without moral rules and values that people would be at each others throats and attacking each other. With rules and morals people get along with each other and are happy to help each other out. The reason why Hobbes made this point was because he stated that people are selfish creatures and he would do anything we could to get what we wanted. This would only work if we enforced the rules, and that would lead to safety and ensure people that they could trust each other. .u45244f9dd28e28b52274663e45a62ab1 , .u45244f9dd28e28b52274663e45a62ab1 .postImageUrl , .u45244f9dd28e28b52274663e45a62ab1 .centered-text-area { min-height: 80px; position: relative; } .u45244f9dd28e28b52274663e45a62ab1 , .u45244f9dd28e28b52274663e45a62ab1:hover , .u45244f9dd28e28b52274663e45a62ab1:visited , .u45244f9dd28e28b52274663e45a62ab1:active { border:0!important; } .u45244f9dd28e28b52274663e45a62ab1 .clearfix:after { content: ""; display: table; clear: both; } .u45244f9dd28e28b52274663e45a62ab1 { display: block; transition: background-color 250ms; webkit-transition: background-color 250ms; width: 100%; opacity: 1; transition: opacity 250ms; webkit-transition: opacity 250ms; background-color: #95A5A6; } .u45244f9dd28e28b52274663e45a62ab1:active , .u45244f9dd28e28b52274663e45a62ab1:hover { opacity: 1; transition: opacity 250ms; webkit-transition: opacity 250ms; background-color: #2C3E50; } .u45244f9dd28e28b52274663e45a62ab1 .centered-text-area { width: 100%; position: relative ; } .u45244f9dd28e28b52274663e45a62ab1 .ctaText { border-bottom: 0 solid #fff; color: #2980B9; font-size: 16px; font-weight: bold; margin: 0; padding: 0; text-decoration: underline; } .u45244f9dd28e28b52274663e45a62ab1 .postTitle { color: #FFFFFF; font-size: 16px; font-weight: 600; margin: 0; padding: 0; width: 100%; } .u45244f9dd28e28b52274663e45a62ab1 .ctaButton { background-color: #7F8C8D!important; color: #2980B9; border: none; border-radius: 3px; box-shadow: none; font-size: 14px; font-weight: bold; line-height: 26px; moz-border-radius: 3px; text-align: center; text-decoration: none; text-shadow: none; width: 80px; min-height: 80px; background: url(https://artscolumbia.org/wp-content/plugins/intelly-related-posts/assets/images/simple-arrow.png)no-repeat; position: absolute; right: 0; top: 0; } .u45244f9dd28e28b52274663e45a62ab1:hover .ctaButton { background-color: #34495E!important; } .u45244f9dd28e28b52274663e45a62ab1 .centered-text { display: table; height: 80px; padding-left : 18px; top: 0; } .u45244f9dd28e28b52274663e45a62ab1 .u45244f9dd28e28b52274663e45a62ab1-content { display: table-cell; margin: 0; padding: 0; padding-right: 108px; position: relative; vertical-align: middle; width: 100%; } .u45244f9dd28e28b52274663e45a62ab1:after { content: ""; display: block; clear: both; } READ: RwandaGenocide or Civil War EssayHobbes said strong people prey off the weakness of weak people. People have their own morals and their own morals will determine what loyalty they have to another. Hobbes also said that no man should give up self-assertion. Hobbes was a confusing person to try and understand but the more and more you read what he stood for, you realized that what he was trying to state. He meant that when you might have two competing values, take the value that will help you the most, as long as it does not lead to death. He also said that people, during the state of war, have three natural causes:competion for limited suppliesdistrust of one anotherglory insofar as people remain hostile to preserve their powerful reputation. During this sate of was he stated that no morality existed. Hobbes was getting his point across by telling people that when push comes to shove that others will do anything to remain on top. Hobbes says that we also have to end war because until the state of war ends each person has the right to another persons life. Beside that motivation others that Hobbes stated:the fear of deaththe desire to an adequate livingUnless we stop the state of was and qurlling among ourselves, people are going to try anything they can to do what they want with whom ever they want. With this in mind I entered the group discussion confused but having a sense of what he stood for. I really could argue either way for the topic on doctor George but after the first meeting and listening to others I found that Hobbes would have lead to believe that doctor George is good thing and could save peoples lives. Hobbes said that every thing has to be self-serving and the act of self-serving was the money that the program director was going to make. I still was not sure until I heard some of the other philosophers and what they thought on the topic. Half way through the first discussion I really thought that I could argue more in favor of the show then I could against it. Bibliography1. Edwards, Paul, ed. Encyclopedia of Philosphy. 4th ed. London, New York. The McMillian Corportion and Free Press, 1982. 2. Fieser, James. Ethics. The Internet Encyclopedia of Philosphy. 1998. 15 Oct. 2000. 3. Honderich, Ted, ed. Oxford Companion to Philosphy. New York, Oxford. Oxford Unversity Press, 1995. 4. Thomas Hobbes. The Internet Encyclopedia of Philosphy. 1997. 15 Oct. 2000. 5. Turner, Ron. Thomas Hobbes. 15 Oct. 2000.

According to the article, Euthanasia refers Essays

According to the article, Euthanasia refers Essays According to the article, Euthanasia refers Paper According to the article, Euthanasia refers Paper The book â€Å"Final Wishes: A Cautionary Tale on Death Dignity Physician Assisted Suicide by Paul Chamberlain generally deals with the issue on euthanasia and assisted suicide. Before the text will be discussed in full detail and the issue/s presented in the text elaborated, we need to have a clear and accepted definition of euthanasia. The article Euthanasia and assisted suicide on www.cma.ca (June 1998) differentiated euthanasia and assisted suicide. The article said that the identified two are often regarded as morally equivalent but there is a clear practical distinction, as well as a legal distinction. According to the article, Euthanasia refers to the knowingly and intentionally performance of an act that is explicitly intended to end another persons. According to the same site, for euthanasia to be performed, the subject should be competent, is an informed person with an incurable illness and has voluntarily asked for his or her life to be ended. On the other hand, assistance in suicide means knowingly and intentionally providing a person with the knowledge or means or both required to commit suicide, including counseling about lethal doses of drugs, prescribing such lethal doses or supplying the drugs. In the hospital physician-assisted suicide can take various forms where the patient is being withdrawn of by care. By withdraw of care refers to terminating life support such as a ventilator to assist one in breathing, withdrawing vasopressors which keeps someone’s blood pressure stable, discontinued tube feeds which supplies someone with nutrients to sustain life or/and withdrawinig of any pharmaceutical treatments that fight infection or disease such as antibiotics or chemotherapy agents. This distinction, as well as other issues attached to euthanasia and assisted suicide are presented and discussed in the text comprehensively. The following sections will deal on my personal insights of the story and a policy-perspective. Moreover, the paper will also elaborate and further discuss the issues attached to assisted suicide or euthanasia in general. I. Text Insights Personal Perspective I like the text because it was real not only because it was based on a real life situation but in the sense that it presented all the arguments that are useful in the issue of Euthanasia. The author was very objective in presenting his ideas on the subject matter. Both sides of the story were also heard: the arguments used by those who are in favor of mercy-killing or euthanasia and those that are used by moralists in their struggle in fighting against euthanasia. The relationship of the Dr. Ron Grey (the doctor) and Patrick (patient) as friends made the story more interesting. By using such plot, the author incorporates emotion in the situation which makes it more realistic since it is the main argument of those who are not for euthanasia. The book was very informative brought about by the author’s objectivity in presenting the key arguments relevant to the issue of mercy-killing. As the story progress, these points were tackled with much enthusiasm and without any bias thus, one learns as he is entertained by the book. It is also good to note that the book is free of any unexplained medical jargon and technical terms making it easy to be understood by those who does not belong or is familiar with the field of medicine. The facts as well as the drama that were embedded in the text were valuable. Aside from the facts and arguments that were presented both in favor and against euthanasia, the emotions attached to ever single detail were as well to be treasured. The book is evidence that emotions and morals does not only works for those who are aware of it but also for those who have forgotten about it. If I were to end the story, it would be the same as the way Paul Chamberlain concluded his book. When Dr. Grey ended up with the decision not to perform euthanasia to his friend, the author in a way showed that the issue is relative. It lies on personal values and principles and it cannot be judged nor questioned by others. If in practice the patient decides whether he or she would subject himself to the process of euthanasia, the doctor, just the same has the liberty to chose from performing the task or not. His refusal in doing a seemingly dying person’s wish emphasized the point that if Patrick has his values, so as Dr. Grey did. I am one with Dr. Grey in refusing the task because I believe that it should be first legalized. If something is identified by the state as illegal, it is good as saying that it is not to be executed both in private and public. There were some point in the text that I thought Dr. Grey was about to perform euthanasia to his friend but it also did not surprised me that in the end, he refused in doing so. Paul Chamberlain wrote the story in such a way that every moment is something new which makes the reader expect the most unexpected events to occur. This strategy by Chamberlain ironically makes the story unpredictable yet at the same time, understood. Before I read the book, my only knowledge about the issue on euthanasia is that it was morally questioned. I am not that aware of the medical shortcomings related to the subject. It was only then when I have read the story that I became aware on the issue of misdiagnosis. The way the issues and arguments were tackled in the story in a way deepened my understanding about the certain complicacies and underlying issues attached to the larger problem of euthanasia.

Critically discuss the relationships between tourism and leisure Essay - 1

Critically discuss the relationships between tourism and leisure behaviour, and the implications of these relationships for the understanding and management of tourism - Essay Example It is widely acceptable however, that leisure and tourism as areas of research have developed in complete seclusion. For example, Smith and Godbey (1991) commented that while there is evidence that attitudes are changing, the "traditions of recreation and leisure studies have historically ignored tourism". Throughout this paper, the implications of these relationships will be analyzed, in terms of psychological and sociological concepts as well. For their importance, when it comes to understanding and managing the tourism industry. People are classified into economic status, cultures, gender and skill. The perception of leisure is compound and based on factors such as social, economic, cultural and political factors. It has four major approaches; first approach is defined as leisure as time, then is leisure as activity, third is the attitude based approach and leisure as a state of mind while the fourth approach is leisure as a quality of action. Murphy (1974) defines leisure as â€Å"The most common conceptualization views leisure as that portion of time which remains when time for work and the basic requirements for existence have been satisfied. Leisure can be viewed as casual behavior in which people engage during free time. If we accept the notion of prepotency and the idea of different levels of need, then we can re-state the Aristotlean definition of leisure. Leisure is the state or condition of being free from the urgent demands of lower level needs.† (Murphy, 1974). It is therefore a mental and spiritual attitude. Tourism refers to travel for frivolous, spare time or business purposes. There is a variety of different perspectives when it comes to defining tourism. Tourism is about an activity that covers dealing with different people, individual behaviour, utilization of resources and different environments (Ball, 1995). As per Burkart & Medlik (1981), tourism definitions can either be technical or

The Medium is the message - explore what Marshall McLuhan meant by Essay

The Medium is the message - explore what Marshall McLuhan meant by this statement, tie it to ways the Internet and telecommunica - Essay Example The medium is the message as a metaphor is important in understanding the new electronic media as well. One could well argue that the medium is the unconscious of the media. Every medium is encrypted with its own messages which in turn substantially influence the message or the content. It is through analyzing the shift from traditional media to the new electronic media; McLuhan understood the nuances of medium as the message. The purpose of the essay is to examine the major postulates of McLuhan’s theoretical leap and some of the responses to from other scholars against the new developments in media of the present world. McLuhan’s Conception of Medium Although, the sentence ‘medium is the message’ is apparently very simple; it has many complex connotations. At first, it is just equating the medium with the message. Secondly but most importantly, if medium is the message, all other messages become secondary or non-messages. Therefore, it stipulates that the medium is the primary message and whatever message is inscripted on it is not substantial or exist only in permanent reference to the message of the medium. McLuhan does not negate the existence of the message of the content; therefore, he asserts that â€Å"although the medium is the message, the controls go beyond the programming. The restraints are always directed to the ‘content’, which is always another medium† (305). It means that the message of the medium is primary and the message of the content withstand only with reference to the message. It is important to remember that every medium is the extension of human capabilities and different mediums alters different human capabilities in different ways. Medium is what is form in literature; it is not just capturing the content but reproduces it in many ways. As we cannot understand an art work without deconstructing the form, the message of a media can only be understood when we deconstruct the politics of i ts medium. It is widely observed that the communication revolution in the technological sphere has not yet turned out to be a communication revolution in the real world. Although, there exist actual potentials for disseminating information which is crucial to enhance democracy among the broad masses, the internet media world has not advanced much in this line. Not only the media has failed in deepening democracy in general but also is unable to substantiate democracy within itself. It is because of the fact that as a medium the new information communication technologies are necessarily fragmented and not amenable to deep contemplation. By and large, global media is controlled the big corporations which are even more wealthy than a number of countries in the Global South. The much celebrated ‘marketplace of ideas’ is no more considered as free as it appears. It is not just because of the fact that American media conglomerates have more corporate and monitory power. On th e other hand, the new media technologies as medium are highly amenable to corporatization and monopolization. Therefore, we never have a media world without monopolies; one monopoly will always be replaces with another. The emergence of terms such as public service broadcasting, alternative media, citizen’s journalism, and independent media centers and so on denotes both the phenomenal corporatization of media and the ongoing global

Identify the one event introduced in the post-Civil War era that you Essay

Identify the one event introduced in the post-Civil War era that you feel best represents Twain's imagery of the Gilded Age and explain your reasoning for this selection - Essay Example ndals had become more common to the extent that similar events were being referred to as â€Å"Grantism,† a term that effectively captured greed and dishonesty of leaders of the time. The then citizens thought that funds from these investments were eventually used to bankroll Republican Party operations (Elder, 2002). This is especially true considering that the dealings led to the creation of the Liberal Republican Party. Regardless, the actual loophole for these corrupt Gilded Age deals was the then prevailing spoils system, in which better-endowed people used their influence to reward their relatives, friends and corrupt business allies with lucrative government tenders (Gerrard, & Newell, 2006). As Gerrard and Newell (2006) said, an ever-growing citizenry, however, began to acknowledge the fact that the civil service needed urgent reform. The Dawes Act of 1887 for example, was a major piece of legislation which mandated the president to oversee the granting of land and citizenship to Indians (Gerrard, & Newell, 2006). The Act arguably set the pace for more accountability by state officers as evidenced in the Manifest Destiny, when it comes to the allocation of national resources. Manifest Destiny sought to correct acts of greed and dishonesty that were synonymous with the Gilded Age and build a better society where every community had a