Outliers by Malcom Gladwell Essay Example for Free

Outliers by Malcom Gladwell Essay In Malcolm Gladwell’s The Outliers, his goal is to convince the reader that â€Å"people don’t rise from nothing† and that â€Å" we do owe something to parentage and patronage. † Although certain people’s success requires prerequisites of talent and knowledge. I agree with Gladwell that it is not solely because of these talents that these people are successful. However, their success most often is dependant on one’s past good fortune. For example, when or where one was born and raised, one’s cultural background and family legacies, one’s schooling, and many other factors, create opportunities for success where these talents can be utilized. Although some people are thought to have risen from nothing or to have gone from rags to riches, the fact is no one is capable of creating their own success without the help of others and good fortunes along the way. In this passage, a point that Gladwell points out is that success can be created by parentage and patronage, hidden advantages and opportunities, cultural backgrounds and family legacies. An example of the importance of one’s cultural backgrounds and family influence is the way we are raised. Our parents, as our first teachers have a big role in who will become in our lives; they teach us how to interact with other people, how to act in certain situations and how to present ourselves to others. The different religious and cultural backgrounds of our parents, and also the way our parents were raised have an enormous impact on the way our parents raise us. As a parent, the balancing of strictness, pressure, giving, loving, helping, and withholding, among other factors can be difficult, with the question being what balance is the best to raise a child. Because we are all raised in different ways everyone has different views on how to raise a child based on their knowledge of how they were raised. This proves that the way we are raised can make the difference in our success. An example of how parentage and patronage play a role in one’s success is sometimes evident in schooling. Everyday people acquire things they may not deserve because of their family and who they may know. A very common example of this is the use of legacies for admission into a university. Students use their parental legacies at schools all the time and depending on the school this can have an impact on the student’s admission to the school. Another strategy applicants use to help their admission into a school is to search for someone to write their recommendation letter that will have the most amount of influence on the admissions office. Another example of how â€Å"whom you know† can make the difference in one’s success is when looking for jobs. If your aunt, father, grandfather or friend owns or works at a successful business and they help you get a job, sometimes right out of college even if you aren’t as qualified as someone else who wants the job. This way, you are getting an opportunity that you wouldn’t have had otherwise that could make the difference of your success. Therefore, everyday instances like using legacies to get into college, inquiring jobs because of nepitism, or even getting moved up to an honors class because your mom called the school can create success for our futures. In this excerpt from Malcom Gladwell’s The Outliers, Gladwell makes the point that success requires help from others and good fortune to get ahead and become successful. I think whether we realize it or not we are always using advantages we have to get ahead in our own lives, in order to set us up for a more successful future.

Prime TV, New Zealand Strategies for Customer Attention

Prime TV, New Zealand Strategies for Customer Attention introduction to media studies PART 1 Introduction Prime TV is one of the oldest news channels in New Zealand that has managed to gain a large customer share in the market. A lot of people get information and entertainment from this channels and the most important fact is that it has become so popular that today it is the â€Å"word of mouth† in the whole world. The following paper explains the strategies used by Prime to grab and retain customer attention. Question 1: The introductory title, music, graphics and images of the news are all designed in such a way that they tend to grasp the attention of the users. A strategy used by Prime to do this is to portray real pictures or real life experiences of people. This means that Prime is always interested in hearing from people what they saw or what they felt about a particular instance and then portraying the same thing to other users. Similarly, with regards to the graphics and visionary effects created by Prime, it is clearly visible that they are distinctive and attracting so that they can convince people to watch them. This holds true for all sorts of dramas, news, reality shows and other sport related programs. The example shows the use of distinctive graphics, catchy colors and striking illustration to grab viewer’s attention. Question 2: The number, appearance and style of the presenters are also designed in a unique way. Apart from the graphical and visual effects of news, Prime has also focused on the efficient way in which the presenters deliver those news to the users. The style, appearance and number of the presenters portraying the news have been designed in such a way that could give more authenticity, credibility and reliability to the news. This makes Prime more prominent than other similar channels in the same capacity. The major presenters are Eric Young, Alistair Wilkinson and Charlotte Bellis. All of them are from highly professional journalism backgrounds and then expression, their style of speaking, their postures, their gestures and their tone are all good enough to convince people to watch the news. Thus, it can be said that the strength of Prime is multidimensional. On the one hand, the news are designed in a perfect way to capture attention and on the other hand, the presenters have an excellent tone and expression. Both of these factors collectively add to the success of Prime and maintain its strong position among other competitor TV channels. Question 3: The language, vocabulary and general discourse used to describe various news events is highly distinguishable and unique. The headlines of the news are written in such a way that they grab reader’s attention instead of describing a general abstract which is already known to the public. This can be illustrated by using an example of news from TV3: â€Å"Silent Leadership channel coming up† This news creates some sort of curiosity and suspense among the readers and convinces them to click on and read the actual news. In the original description, TV 3 has used highly professional vocabulary and expression to portray what is expected to be the future of leadership. For example: the author of the news says that the aim is to change the present attitudes towards those people who are hearing impaired. After describing why it needs to be done, the news promoted a general discourse in such a way that by the end of this news description, the reader is convinced to change his mind towards charity. This means that the TV 3 or Prime news are designed in such a way that they become different and catchy in the beginning and descriptive and convincing in the end. Question 4: Sometimes, the viewers agree to the assumptions made by the news programs and thus, it can be said that these news programs are quite convincing for the people. An important factor that is used to convince people is appeals. There can be appeals to logic, appeals to character, and appeals to reasoning, emotions and so on and so forth. The examples of Prime show that in news related to sports and entertainment, usually the appeal to characters is used. This is done by giving description about some famous sportsman, some celebrity and so on. In the example related to leadership described in the above question, emotional appeal has been used by the news makers. The news describes that hearing loss is becoming quite common in New Zealand particularly in workplaces. The description of news tells about preventive measures to control this hearing loss by describing what would happen if precautionary measures are not taken. Thus, we can say that hearing is important for every person and hearing loss is a big disease and problem. Therefore; this news has targeted at people through using an emotional appeal which means that Prime and TV 3 are using appeals as a strong tool to convince people in certain direction. Thus, the above analysis indicates how Prime has maintained its strong position by gaining attention from a large number of customers in the market. Part 2 Campbell live is a New Zealand current affairs TV program which involves series of 30 minutes each. These short news programs are shown at 7p.m from Monday to Friday and their host is John Campbell. These documentaries follow a typical pattern or sequence of stories and discussions that are shown to the people. The prominent feature is that the host as well as other presenters make use of their efficient personal style and tone to make this show a great success. Some of the major presenters are Auckland, Jendy Harper, Dan Parker, Rebecca Wright and so on. Firstly, the topics selected for this show are different and attractive for the customers. After this, these topics are discussed and explored in such a way that they could provide maximum information and critical analysis to the people. The host himself adds to the credibility of the show. His style, tone and expression are such that he grabs attention of his viewers through discussion. His basic quality is that he promotes a healthy discussion and discourse among the competitors involved. Interaction is the best way to encourage discussion among the people. Thus, it can be said that by promoting interaction, John Campbell has made his program very popular and attractive for his viewers. Another important aspect is the structure of 30 minute program. From beginning to end, the whole program is designed in such a way that there exists a proper flow of information in the discussion. This structure is efficient in a single program as well as in the whole series from Monday to Friday 7 p.m. The Campbell Live consists of national as well international news. From a diverse range of topics for example: recorded stories, interviews, news material, events and happenings, current affairs and so on. Thus, it can be said that all of these factors collectively contribute towards the success of the program. This impact can be proved by exploring the following example: What does the future hold for legal highs? This show was displayed on the Campbell series of 28th April, 2014 which explains the impact of synthetic cannabis on the lives of people. This case study shows that the host as well as the presenters focused on communities and people throughout the country. The discussion showed that Campbell had travelled across the country to illustrate the examples he described in his show. The other presenters also gave their viewpoints on the subject in a proper sequence. Thus, it can be said that the narrative of this cases study was structured in a highly interactional way. This was not a one sided story rather an effort had been made to describe both sides of the story. It explains the impact on community as well as their reaction. Conclusion Thus, the above mentioned analysis indicates that Prime TV and News 3 have been highly focused in terms of their structure, style and portrayal of news. The use of strategies have been deployed according to the need and type of the news being described. Moreover, by using the case study example from Campbell Live, the paper also showed the role of presenters in the delivery of these news programs. Hence, it can be concluded that the way news is structured can play an important part in shaping the opinions and views of the people and society at large.

history of communication :: essays research papers

HISTORY OF COMMUNICATION Better than shouting Communication begins with language, the distinctive ability which has made possible the evolution of human society. With language any message, no matter how complex, can be conveyed between people over a limited distance - within a room or place of assembly, or across a short open space. In modern times 'town criers' hold an annual contest to discover which of them can shout a comprehensible message over the greatest distance. The world record is less than 100 metres. Already, at that short range, a more practical alternative is to run with the message. The history of communication is mankind's search for ways to improve upon shouting. byc When running with a message, to convey it in spoken form, it is safer to do it oneself. Sending anyone else is unreliable, as the game of Chinese whispers demonstrates. So another requirement for efficient communication is a system of writing. Messages carved on stone pillars communicate very well across time, down through the centuries, but they are an inefficient method of communicating across space. The message reads only within reading range; its recipients must travel to receive it. The system is altogether more efficient if it is the message which travels. This requires yet another ingredient in the communication package - a portable writing material such as papyrus. byg There are forms of long-distance communication not based on words. The smoke signals used by American Indians (above all perhaps in westerns) are of this kind. So are bonfires lit in succession on a line of hilltops. But such devices are only capable of conveying very limited pre-arranged signals, such as 'danger' or 'victory'. Some non-verbal systems are more sophisticated. The whistled language of Gomera, in the Canary islands, is used to communicate across deep valleys. It is well adapated to the islanders' immediate needs, but would be incapable of sending this paragraph as an accurate message. For communication of this kind writing remains indispensable. byd Post haste: 6th century BC The sending of written messages is a standard feature of government in early civilizations. Much of our knowledge of those times derives from archives of such messages, discovered by archaeologists. There is great advantage to a ruler who can send or receive a message quicker than his rivals. In the estimation of the ancient world the most efficient postal service is that of the Persians.

Creative Story: My Golden Age :: essays research papers

Creative Story: My Golden Age Many people have their own Golden Ages. It is like a dream that a person would like to live out. Many of these dreams tend to be similar to a utopia, or a perfect world. Due to the fact that their Golden Age is a perfect world, most of these dreams are a little bit on the unrealistic side. Most of them never come true. However, I am not so picky. I would make the best attempt to make my life the best it could be, and also knowing that it could come true, and still be on the realistic side.   Ã‚  Ã‚  Ã‚  Ã‚  You have to understand that when people come up with their own Golden Age, he/she usually takes their life and alters it to a stage where there is no similarity between reality, and their utopia. I would do something a little bit different. You see, I would take my pre-existing life, and just make changes to that. If I were to come up with my own Golden Age, this is what I would do.   Ã‚  Ã‚  Ã‚  Ã‚  I would start with my present standing in life. That would be a tenth grade student in high school. Then to make it dream like, I would analyze to see what I could do to make my life better. I would find out what things were important to me at that time and what things I could change to make my future life better. For example, I would probably start out with school, since that is very important to most people at my age. There are pretty much two things that are important to kids around my age, the social aspect and the academic aspect. I would not change my personality, but I would rather like to be friends and get to know other people I don't know now. Maybe it would be neat to be the King my senior year. Also, because I am turning sixteen real soon, I would have this really neat car that not many other people had. Than the next thing I would do would be to adjust my grades, so that I would graduate a valedictorian. Then would probably wish to be an athletic star so I could play on any team I wanted. All of this would lead up to me graduating very successfully. Since I was so successful, I would be able to attend any university I wanted. I would not worry about paying for anything because I would have a full ride scholarship. Than I would pass college with flying colors, playing for the team, and having a

Book Review on Sanchar Mimamsa

Book: Sanchar Mimamsa Author: Nirmala Mani Adhikary Publication: Media Educators Association of Nepal Pages: 33 Date of publication: 2068(2011 AD) â€Å"Sanchar Mimamsa† composed by Nirmala Mani Adhikary puts forth communication Studies and process from the perspectives of vaidika Hindu amid western theories and models of communication. The book brings to light,’Sadharanikaran theory and model as per propounded by Adhikary himself. It is quite unique and interesting, reading theories in verses. The theory and model have been described in Jhyaure laya.We all know, communication was an indispensible practice since we came into an existence. Though unfortunately and fortunately, it was twentieth century, a communication study was accounted as a discipline. Communication studies though, are rooted back to ages back, according to the Vedic Hindu perspective. Sadharanikaran is rooted back to 4th BC. The theory was illumined once again after J. S Yadava and I. P Tiwari brought Sadharanikaran into limelight around 1980s. Adhikary, who continued his research on the theory, came up with a model in 2003. Sanchar Mimamsa’ is all about Sadharanikaran and its elements and goal of attaining sahridayata, ultimate goal on Sadharanikaran process. Sadharanikaran as a process is an asymmetrical process, where senders and receivers become sahridayas, directed to attain sahridayata, thus establishing mutual understanding between them. Sahridayata as a concept is a state of â€Å"common orientation, commonality or oneness† where senders and receivers’ ultimate goal is to make Sadharanikaran process successful or to become one in communication process.Sanchar Mimamsa is classified into 3 parts while verses are divided into 5 parts. First one puts forth the possibility of getting problem solved. Through communications, not merely human, also animals and other creatures involve in communication in pursuance of life and peace. Second part affirms the si gnificance of theories and model in communication studies. Unfortunately, the world’s walking on merely western theories and models instead of executing one’s self culturally relative studies. Nevertheless, after the initiation of duo scholar, Tiwari and Yadava,Sadharanikaran came into limelight. It has its root in Natyashastra by Bhartrihari and is identified with Bhattanayaka. Elements of Sadharanikaran process are sahridayas(senders and receivers), Bhava(moods), Abhivyanjana( expression or encoding),sandesha(message or information), Sarani(channel), rasaswadan (deals with achieving the rasa), doshas(noises), sandarva(context) and finally pratikriya( process of feedback). Sahridayata is ultimate goal of the whole process of Sadharanikaran, in which sender and receiver become one, and where feedback is no more necessary.The communication models in the west usually weigh on sender while, Sadharanikaran process puts an end to differences between senders and receivers, u ltimately they become one. Sadharanikaran process is different to other or west’s models in terms of structure. It is a non linear model where mutual understanding is possible. It is a broad notion that is able to deal with all three dimensions of life: adhibhautika(physical), adhidaibhika(Mental) and adhyatmika(spiritual). Moreover The model also apprehends communication competent enough to achieve all of the purushartha chatustayas i. artha, kama, dharma and moksha. Final and fifth part sets forth, the solution to the conflict ongoing in the world via attaining sahridayata. Thus Adhikary argues sadharanikaran process can be a solution to put an end to disastrous conflict ongoing among the countries. It also has envisioned ’sanchar vidha’, communication sector, as a mean for attaining ‘Moksha’, the final goal of life according to Hindu perspective. Verses are followed by second and third part of the book in which Sadharanikaran theory and model are described and summarized.The book is distinct as it narrates whole theory and model in verses but the success of the book lies on rasaswadana of the sandesha encompassed in the book. Not only the Sadharanikaran theory but whole communication field is described from Hindu point of view, a significant step in communication studies in the world, other than westernized studies. On the other hand, the uniqueness of the book i. e. verses have also limited itself to a certain audience, those who are keenly interested in traditional verses.But the second and third part exempts audiences from this limitation and even language barrier has been considered. Descriptions are available in both Nepali and English. Though Sadharanikaran theory and model is new in studies the process isn’t new to us. If we can embody the process in our daily activities, ultimately we become able to manage conflicts and attaining moksha is also possible. This is how the book ‘Sanchar Mimamsa’ has represented the beauty of Sadharanikaran theory and model in simpler and few words.

Civil Marriage Essay

Civil marriage has lately turned into dubious issue in Lebanon. It has turned into a political issue questionable by most gatherings on both side of political divide. Media has been publicizing it seriously. The idea of civil marriage has picked up much region in this nation and right now arrived at the point of no return. As such it can never again be disregarded or overlooked. Nowadays, civil marriage is authorized in many countries. In our country, we had arguments against this issue from both religious authorities and some political parties. First of all, Lebanon’s top Sunni Muslim power issued a fatwa against moves to authorize civil relational unions inside the country, where couples of diverse religions need to venture out abroad to get married. This fatwa declares: â€Å"Every Muslim official whether a deputy or a minister, who supports legalization of civil marriage, even if it is optional, is an apostate and outside the Islamic religion, would not be washed, would not be wrapped in a burial shroud, would not have prayers for their soul in line with Islamic rules, and would not be buried in Muslim cemetery†. Moreover, as far as it matters for him, Sheikh Ghassan Halaby, consultant to Druze spiritual leader Sheikh Naim Hassan told the Daily Star that his religious group contradicts this marriage, particularly without any earlier exertion to teach people in general what a law change might mean. In addition, Ibrahim Saad, the leader of one of the country’s Greek Orthodox profound courts, said that as a submitted Christian he supports marriage in the church. Nonetheless, he unequivocally upheld a law that might take into consideration discretionary civil marriage. So these are attitudes of religions against this type of marriage.

Monitor Complience with Legislative Requirements

A. monitor complience with legislative requirements †¢Understanding the principles on how to monitor complience with the legislative requirements monitor complience with legislative requirements Understanding the principles on how to monitor complience with the legislative requirements 1. explain the basic principles of â€Å"general average† 2. state the procedures for release of cargo to the consignee before the general average contribution has been assessed. 3. tate briefly the basic statutory regulations such as; load line convention, international convention and prevention of pollution at sea, STCW convention, ILO convention, SOLAS Convention, ISM code, ISPS code, GENEVA Conventions of 1958 and the United Nation Convention (UNCLOS) on the Law of the Sea, PMMRR, R. A. 8544, etc. how compliance is controlled and consequences of their non-compliance. 4. enumerate the different organizations, offices and authorities engaged in various controlled activities on vessels (cl assification societies, flag and port state, inspections, etc. 5. enumerate at least ten (10) different mandatory certificates, documents and records required of a commercial vessel, and the implications of their absence. 1. ) The law of general average is a legal principle of maritime law according to which all parties in a sea venture proportionally share any losses resulting from a voluntary sacrifice of part of the ship or cargo to save the whole in an emergency. In the exigencies of hazards faced at sea, crew members often have precious little time in which to determine precisely whose cargo they are jettisoning.Thus, to avoid quarrelling that could waste valuable time, there arose the equitable practice whereby all the merchants whose cargo landed safely would be called on to contribute a portion, based upon a share or percentage, to the merchant or merchants whose goods had been tossed overboard to avert imminent peril. While general average traces its origins in ancient mari time law, still it remains part of the admiralty law of most countries. The first codification of general average was the York Antwerp Rules of 1890. American companies accepted it in 1949.General average requires three elements which are clearly stated by Mr. Justice Grier in Barnard v. Adams: â€Å"1st. A common danger: a danger in which vessel, cargo and crew all participate; a danger imminent and apparently ‘inevitable,' except by voluntarily incurring the loss of a portion of the whole to save the remainder. † â€Å"2nd. There must be a voluntary jettison, jactus, or casting away, of some portion of the joint concern for the purpose of avoiding this imminent peril, periculi imminentis evitandi causa, or, in other words, a transfer of the peril from the whole to a particular portion of the whole. â€Å"3rd. This attempt to avoid the imminent common peril must be successful†. http://en. wikipedia. org/wiki/General_average 2. ) RELEASE OF CARGO WITHOUT PRESENT ATION OF THE CORRECT DOCUMENTATION There has been a noticeable increase in the unlawful or incorrect release of cargo, associated with one of the following release methods: a) Countries that require imported cargo to come immediately under the control of their Customs service, who then take on the responsibility for its release. ) Countries with legislation that permits the release of cargo without the presentation of the original bill of lading. c) Authorisation by the carrier’s agent to release cargo without the permission of the shipper or the issuer of the original bill of lading. There has been considerable coverage regarding the delivery of containerised cargo to locations such as Chile and Paraguay, whereby their Customs service takes immediate control of the cargo and subsequently release it, often without presentation of the original bill of lading.Signum has recently encountered two situations whereby fraudsters have manipulated legislation that allows Customs, with out consultation with the carrier’s agent, to release cargo without presentation of the original bill of lading. 1. The Dominican Republic legislation stipulates that a carrier must deliver all cargo to the Dominican Port Authority/Customs with the carrier’s liability ceasing at the point of entry. Cargo can be released upon presentation of the original bill of lading, accompanied by the commercial invoice.In the absence of an original bill of lading, a bond to the value of the cargo, issued by a bona fide bank or insurance company, is acceptable. The bond indemnifies any party against a loss that may occur as a result of the of the cargo being released. Neither the carrier nor their agent needs to be made aware of such a bond. Signum was asked to enquire into a matter that involved a consignee who secured the release of his cargo by means of an insurance bond and then disappeared, having failed to make payment for the cargo.Initially, the insurance company, who had su pposedly issued the bond to the consignee, maintained that they could not account for itsexistence, suggesting that it had been fraudulently issued. Enquiries revealed that a member of their staff, who was authorised to issue such bonds, had done so on the instructions of her ex-supervisor and a Customs Agent. When these two parties were interviewed, they denied the clerk’s version of events. The Dominican Republic legislation stipulates that provided an authorised person issued the bond, it protects any party who suffered a loss, which applied in this instance.This allowed the shipper to lodge a claim against the insurance company for the loss of the cargo. 2. A similar situation occurred when perishable cargo was released in Suape, Brazil, without presentation of the original bill of lading. The consignee made a fraudulent application to a court under the provisions of the Brazilian Importation Legislation on perishable goods to secure the cargo’s release. He alleged that the shipper had reneged on a contract that allowed him to partly pay for the cargo prior to its receipt and then pay the outstanding amount by instalments.Due to the shipper’s refusal to release the cargo under the terms of the contract and his intention to re-ship it would cause him an irreplaceable loss. The court accepted this submission without seeking the view of the carrier’s agent and ordered the release of the cargo against security lodged with the court in the form of deeds to a property owned by a third party. After obtaining custody of the cargo, the consignee attended the court and produced a fraudulent document, showing that the shipper acknowledged the payment agreement.This caused the court to cancel the security and return the deeds of the property. The court application and payment agreement were shown to be fraudulent and that the consignee had committed similar frauds. The only action that could be taken was to notify Customs and the law enforc ement agency of this person’s activities. A more serious problem that continues to cause concern is where carriers’ agents disregard their legal responsibility in respect of the notified release instructions and authorise a party to receive their cargo without presentation of the correct documentation.This lack of judgement is all too often influenced by their close association with the consignee or their agent, with whom they have no legal obligation. Such releases can cause serious financial implications to the other parties. The general methods used to secure the release of cargo are: 1. The consignee/agent promises to present the original bill of lading at a later date. 2. The production of a consignee/agent’s letter of credit. 3. Bank reference confirming sufficient funds exist in the consignee’s account. 4. The presentation of a forged document.Signum was asked to enquire into the activities of an agency, whereby it appeared that over a period of ti me some 150 containers laden with cargo had been released in non-compliance to their release procedure. This procedure required both the Shipping Manager and another member of staff to authorise the release of containers, upon production of the correct documentation. The Shipping Manager, due to his status and guile, was able, over several months, to authorise the release of these containers without complying with the agencies directive. Only when it became impossible for him to continue to deceive others as to his actions, did he decamp.Prevention is simple. If the original bill of lading is not produced, or there is doubt as to whether it is genuine, then advice should be sought from the issuer of the document. If the matter cannot be resolved satisfactorily and safely, assistance should be obtained from the Club’s local correspondents or the Members’ usual contact at the Club. Signum is always available to investigate serious cases. http://www. ukpandi. com/fileadmi n/uploads/uk-pi/LP%20Documents/Signum_Reports/Signum%20release%20of%20Cargo. pdf 3. ) USCG Load Line Regulations and Policies (46 CFR parts 42–47) 46 USC chapter 51) Overview The principal Coast Guard office responsible for load line regulations and policy is the Naval Architecture Division (CG-ENG-2). In general, most commercial U. S. vessels that are 79 feet (24 m) in length or longer (or more than 150 gross tons if built before 1 Jan 1988 on domestic voyages, or built before 21 Jul 1968 if on foreign voyages) must have a valid load line certificate when venturing outside the U. S. Boundary Line, whether on a domestic or international voyage. Domestic voyages are coastwise, offshore, or high seas voyages that return directly to a U. S. ort (including â€Å"voyages to nowhere†). There are a few limited categories of vessels excluded from load line requirements. For example, small passenger vessels (i. e. , less than 100 gross tons) that only operate on domestic voyage s are excluded. Refer to 46 USC 5102 for vessel applicability specifics. IMPORTANT NOTE CONCERNING U. S. FISHING VESSELS: Previously, all U. S. fishing vessels were statutorily excluded from domestic load line regulations, regardless of size or length (although some fishing vessels that also process their catch beyond certain stages are required to obtain load lines).However, in the Coast Guard Authorization Act of 2010, Congress revoked that exclusion for new fishing vessels built on/after July 1st, 2012. Subsequently, in the Coast Guard and Marine Transportation Act of 2012 (signed into law on 20 Dec 2012), Congress postponed the load line compliance date to July 1st, 2013. Consequently, fishing vessels built on/after 1 July 2013, that are 79 feet or longer, and that operate outside the Boundary Line, are required to have a load line. Load line assignment includes pre-construction review and approval of plans by the assigning authority.Therefore, after 1 July 2013, fishing vessel designers/builders who intend to re-use construction plans for previously-built fishing vessels are cautioned that the plans might not comply with all load line requirements. If the owner intends to operate the new vessel outside the Boundary Line, then designers/builders are advised to submit the plans to the assigning authority in a timely fashion. Existing fishing vessels (i. e. , built before 1 July 2013) remain exempted from load lines for the time being.However, they will eventually have to meet the requirements of an alternate load line compliance program to ensure their continued seaworthiness beyond a certain age. The safety requirements for this alternate program, and the age at which the fishing vessels will need to comply, will be developed in cooperation with the commercial fishing industry and established by future regulation. (â€Å"Built† for these purposes means the date on which the vessel's keel is laid, or the assembled weight of the vessel is at least 50 metric tons (49. long tons) or one percent of the estimated mass of all structural material, whichever is less. ) How is load line length measured? Where is the Boundary Line? Purpose of Load Line Assignment The purpose of load line assignment is to ensure the seaworthiness of the intact (undamaged) vessel. This is accomplished by: †¢Ensuring a robust hull that can withstand severe sea conditions (i. e. , structural design, construction, and maintenance) †¢Ensuring weathertight & watertight integrity (i. e. , coamings; exposed doors, hatches, hull valves, etc, are in good working condition) Ensuring that the vessel has reserve buoyancy and is not overloaded (by limiting the maximum loaded draft) †¢Ensuring that the vessel has adequate stability for all loading & operating conditions (by approved stability documentation & instructions) †¢Ensuring rapid drainage of water on deck (boarding seas) (by adequate arrangement of freeing ports in bulwarks) †¢Ensuring safety of crew while working on deck (by increased freeboard to reduce boarding seas, guardrails) †¢Ensuring that modifications to vessel do not compromise seaworthiness (modifications must be approved by LL assigning authority) Periodic inspections (afloat and drydocked) to verify that the above are properly maintained (by LL assigning authority) Obtaining a Load Line International load line certificates are issued to vessels that meet the requirements of the IMO International Convention on Load Lines (ICLL); ICLL certificates are required on U. S. vessels that go on voyages to foreign ports or waters. Domestic load line certificates are issued to vessels that meet the requirements of U. S. load line regulations (which are found in 46 CFR Subchapter E).With minor exceptions, the U. S. requirements for an unrestricted domestic load line (suitable for high seas voyages) are the same as the requirements for an international ICLL load line. For this reason, an ICLL certificate is acceptable in lieu of a domestic certificate. Load line certificates (domestic or ICLL) are issued on behalf of the United States by the American Bureau of Shipping or one of several other USCG-approved classification societies. The choice of assigning authority is made by the vessel owner/operator.The Coast Guard itself does not issue load lines other than a â€Å"single voyage exemption certificate. † In order to be issued a load line (whether domestic or international ICLL), the vessel must be constructed to meet the load line requirements. This entails pre-construction review and approval of the vessel's design by the assigning authority. Surveyors then periodically visit the shipyard to verify that it is being constructed according to the approved design. Upon completion of construction, the vessel is inclined so that its stability documents can be approved and issued.The freeboard assignment is calculated, and the load line marks are inscribed on the hull. Upon final ve rification that all of these steps have been properly accomplished, the vessel is issued a load line certificate. A load line certificate is normally issued for a 5-year term, subject to annual â€Å"topside† surveys to verify that hatch covers, doors, vent covers, and other critical closures are in good working condition, and that there have not been any damage or unauthorized modifications that would compromise the vessel's seaworthiness.At the end of the 5-year term, the vessel must be drydocked to inspect the underwater hull, seachests and valves, etc, before a new certificate can be issued. Load Line Enforcement and Violations U. S. vessel owners and operators are subject to fines and penalties if a vessel is overloaded such that the load line marks are submerged, or the vessel is operated in violation of any restrictions on its certificate. Penalties are set forth in 46 USC 5116. Foreign vessels in U. S. waters are required to have a valid international (ICLL) load line certificate.A foreign vessel may be detained in port if the Coast Guard determines that it is overloaded, or unseaworthy due to poor condition. The vessel won't be released to depart until the deficiencies have been corrected: excess cargo is offloaded, repairs have been made and a surveyor from the assigning authority has attended the vessel to confirm its compliance with ICLL regulations. 4. ) BP Shipping safeships On the face of it, BP Shipping is one of the safesttanker operators around, regularly achieving topquartile safety results in the industry and rarelymaking headlines for the wrong reasons.But as the organization’s fleet has grown rapidly to more than 80 vessels today, so the realization has spreadthat truly world-class safety performance is about more than lowering headline safety numbers or beating industry benchmarks. For safety performance to really move to a new level, it has to become self sustaining and therefore sustainable. â€Å"Day in, day out, the sa fety message has to be made and remade so that it becomes engrained at every level everywhere, in every action, in every decision and in every way.The entire organization has to be safety empowered and constantly on the lookout for new hazards,† says Dave Williamson, director of fleet operations for BP Shipping. â€Å"We’re beginning to make the turn towards constant improvement and the sort of restless state of mind that we need, but there is still some way to go. † In the past, most emphasis has been put on numbers and performance based on: ‘days away from work case’ incidents, lost time injuries, near misses, oil spills and other serious incidents. These performance matrices continue to be monitored very closely and show continuous improvement.But now the push is on to move safety performance to another level, motivated in no small measure by a fear that some of the cultural and operational factors that led to the Texas City refinery explosion in 2005 might be present in some parts of BP Shipping’s activities. The key to this has been to get everyone in the organization to think about safety in a new way, one that focuses on experience, leadership, training, processes and relationships rather than numbers. Intrinsic to this more open approach is the importance of driving safety back into the ’line’ – to people with asset management capability.In parallel, new emphasis is being placed on safety leadership on vessels and ashore to engender a stronger sense of inclusiveness and team bonding around safety behaviour. â€Å"Safety is not just about trips or falls. It’s about exactly the same things you also need to achieve great operational performance and the same motivations that give us the continuous drive to have the best people, processes, equipment and leadership. † Williamson concludes: â€Å"At the moment we’re not able to say we’re the best, we still have areas whe re we believe there is significant room for improvement.But ‘the best’ is a relative state and safety is a never ending journey. Mysense is that we’ve made significant changes andadvances in the past couple of years. † Measuring safety All injuries by activity, October 2006 All injuries by location onboard, October 2006 Other 23 % Office work 2% Cargo operations 2% Shipyard 5% Navigating 2% Engine operations 9% Bunkering 7% Maintenance 36% Mooring 7% Drills and exercises 2% Domestic 5% Other 6% Enclosed space 2% Steering gear 2% Store rooms 6% Bridge 2% Engine room 41% Mooring areas 4%Lifeboat Accommodation 11% embarkation 4% Main deck 22 % Illegal, Unreported, and Unregulated (IUU) Fishing The crew of the Coast Guard Cutter Rush escorts the suspected high seas drift net fishing vessel Da Cheng in the North Pacific Ocean on August 14, 2012. Photo Credit: U. S. Coast Guard Liberian fishery observers toured a shrimp vessel as part of the two-week observer tra ining program supported by NOAA Fisheries to combat IUU fishing. IUU fishing is a global problem that threatens ocean ecosystems and sustainable fisheries.IUU products often come from fisheries lacking the strong and effective conservation and management measures to which U. S. fishermen are subject. IUU fishing most often violates conservation and management measures, such as quotas or bycatch limits, established under international agreements. By adversely impacting fisheries, marine ecosystems, food security and coastal communities around the world, IUU fishing undermines domestic and international conservation and management efforts. Furthermore, IUU fishing risks the sustainability of a multi-billion-dollar U. S. industry.NOAA’s Role in Combating IUU Fishing Because the United States imports more than 80 percent of its seafood, NOAA Fisheries is working to ensure that high demand for imported seafood does not create incentives for illegal fishing activity. Working in par tnership with other U. S. Government agencies, foreign governments and entities, international organizations, non-government organizations, and the private sector is crucial to effectively combating IUU fishing. We work with other fishing nations to strengthen enforcement and data collection programs around the world aimed at curtailing IUU fishing.We have put measures in place to restrict port entry and access to port services to vessels included on the IUU lists of international fisheries organizations with U. S. membership. For recent news on IUU fishing, visit our IUU stories page. In addition, U. S. legislation allows us to take action on our own. The Magnuson-Stevens Reauthorization Act, which amends the High Seas Driftnet Fishing Moratorium Protection Act, requires NOAA to identify countries that have fishing vessels engaged in IUU activities. Once a nation has been identified, we consult with the nation to encourage appropriate corrective action.If the identified nation rece ives a negative certification, we can impose trade restrictions on that nation. The Lacey Act also provides the United States with the authority to impose significant sanctions against individuals and companies engaged in trafficking illegally taken fish and wildlife. Learn more about action NOAA is taking to combat IUU fishing. For more information or questions on IUU fishing, please visit our frequently asked questions page or contact David Pearl (david. [email  protected] gov). 5. ) passenger ship safety certificate – for all passenger ships †¢cargo ship safety radio certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 300gt on international voyages only †¢cargo ship safety equipment certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt on international voyages only †¢cargo ship safety construction certificate – for ca rgo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt on international voyages only †¢cargo ship safety certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 300gt †¢load line certificate – for passenger ships in non-UK waters, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 24 metres in length (if built on or after 21 July 1968) or of more than 150gt and for passenger ships in UK waters over 80 net tonnes †¢oil pollution prevention certificate – for fishing vessels, passenger ships, cargo ships, chemical tankers or gas carriers and large commercial yachts over 400gt and oil tankers over 150gt †¢minimum safe manning document certificate – for passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt †¢safety management certificate â₠¬â€œ for all passenger ships and for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt †¢ship security certificate – for passenger ships, cargo ships oil tankers, chemical tankers or gas carriers and large commercial yachts on international voyages only †¢sewage pollution certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts of 400gt or more, or carrying 15 persons or more on international voyages only †¢air pollution certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial achts of 400gt or more †¢anti-fouling declaration – for fishing vessels under 24 metres in length or of less than 400gt †¢anti-fouling certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts of 400gt or more †¢certificate of fitness (chemical or gas) certificate – for all chemical tankers or gas carriers †¢dangerous goods certificate – for passenger ships built after 1 September 1984, and for cargo ships after a certain date of build on international voyages only †¢certificate of compliance for a large charter yacht – for all large passenger yachts †¢UK fishing vessel certificate – for fishing vessels between 15 and 24 metres in length †¢international fishing vessel certificate – for fishing vessels over 24 metres in length †¢small commercial vessel certificate – for pilot boats and small commercial vessels under 24 metres in length †¢certificate of registry – mandatory for all fishing vessels, optional for pilot boats and small commercial vessels †¢international tonnage – for fishing vessels under 24 metres in length Monitor Complience with Legislative Requirements A. monitor complience with legislative requirements †¢Understanding the principles on how to monitor complience with the legislative requirements monitor complience with legislative requirements Understanding the principles on how to monitor complience with the legislative requirements 1. explain the basic principles of â€Å"general average† 2. state the procedures for release of cargo to the consignee before the general average contribution has been assessed. 3. tate briefly the basic statutory regulations such as; load line convention, international convention and prevention of pollution at sea, STCW convention, ILO convention, SOLAS Convention, ISM code, ISPS code, GENEVA Conventions of 1958 and the United Nation Convention (UNCLOS) on the Law of the Sea, PMMRR, R. A. 8544, etc. how compliance is controlled and consequences of their non-compliance. 4. enumerate the different organizations, offices and authorities engaged in various controlled activities on vessels (cl assification societies, flag and port state, inspections, etc. 5. enumerate at least ten (10) different mandatory certificates, documents and records required of a commercial vessel, and the implications of their absence. 1. ) The law of general average is a legal principle of maritime law according to which all parties in a sea venture proportionally share any losses resulting from a voluntary sacrifice of part of the ship or cargo to save the whole in an emergency. In the exigencies of hazards faced at sea, crew members often have precious little time in which to determine precisely whose cargo they are jettisoning.Thus, to avoid quarrelling that could waste valuable time, there arose the equitable practice whereby all the merchants whose cargo landed safely would be called on to contribute a portion, based upon a share or percentage, to the merchant or merchants whose goods had been tossed overboard to avert imminent peril. While general average traces its origins in ancient mari time law, still it remains part of the admiralty law of most countries. The first codification of general average was the York Antwerp Rules of 1890. American companies accepted it in 1949.General average requires three elements which are clearly stated by Mr. Justice Grier in Barnard v. Adams: â€Å"1st. A common danger: a danger in which vessel, cargo and crew all participate; a danger imminent and apparently ‘inevitable,' except by voluntarily incurring the loss of a portion of the whole to save the remainder. † â€Å"2nd. There must be a voluntary jettison, jactus, or casting away, of some portion of the joint concern for the purpose of avoiding this imminent peril, periculi imminentis evitandi causa, or, in other words, a transfer of the peril from the whole to a particular portion of the whole. â€Å"3rd. This attempt to avoid the imminent common peril must be successful†. http://en. wikipedia. org/wiki/General_average 2. ) RELEASE OF CARGO WITHOUT PRESENT ATION OF THE CORRECT DOCUMENTATION There has been a noticeable increase in the unlawful or incorrect release of cargo, associated with one of the following release methods: a) Countries that require imported cargo to come immediately under the control of their Customs service, who then take on the responsibility for its release. ) Countries with legislation that permits the release of cargo without the presentation of the original bill of lading. c) Authorisation by the carrier’s agent to release cargo without the permission of the shipper or the issuer of the original bill of lading. There has been considerable coverage regarding the delivery of containerised cargo to locations such as Chile and Paraguay, whereby their Customs service takes immediate control of the cargo and subsequently release it, often without presentation of the original bill of lading.Signum has recently encountered two situations whereby fraudsters have manipulated legislation that allows Customs, with out consultation with the carrier’s agent, to release cargo without presentation of the original bill of lading. 1. The Dominican Republic legislation stipulates that a carrier must deliver all cargo to the Dominican Port Authority/Customs with the carrier’s liability ceasing at the point of entry. Cargo can be released upon presentation of the original bill of lading, accompanied by the commercial invoice.In the absence of an original bill of lading, a bond to the value of the cargo, issued by a bona fide bank or insurance company, is acceptable. The bond indemnifies any party against a loss that may occur as a result of the of the cargo being released. Neither the carrier nor their agent needs to be made aware of such a bond. Signum was asked to enquire into a matter that involved a consignee who secured the release of his cargo by means of an insurance bond and then disappeared, having failed to make payment for the cargo.Initially, the insurance company, who had su pposedly issued the bond to the consignee, maintained that they could not account for itsexistence, suggesting that it had been fraudulently issued. Enquiries revealed that a member of their staff, who was authorised to issue such bonds, had done so on the instructions of her ex-supervisor and a Customs Agent. When these two parties were interviewed, they denied the clerk’s version of events. The Dominican Republic legislation stipulates that provided an authorised person issued the bond, it protects any party who suffered a loss, which applied in this instance.This allowed the shipper to lodge a claim against the insurance company for the loss of the cargo. 2. A similar situation occurred when perishable cargo was released in Suape, Brazil, without presentation of the original bill of lading. The consignee made a fraudulent application to a court under the provisions of the Brazilian Importation Legislation on perishable goods to secure the cargo’s release. He alleged that the shipper had reneged on a contract that allowed him to partly pay for the cargo prior to its receipt and then pay the outstanding amount by instalments.Due to the shipper’s refusal to release the cargo under the terms of the contract and his intention to re-ship it would cause him an irreplaceable loss. The court accepted this submission without seeking the view of the carrier’s agent and ordered the release of the cargo against security lodged with the court in the form of deeds to a property owned by a third party. After obtaining custody of the cargo, the consignee attended the court and produced a fraudulent document, showing that the shipper acknowledged the payment agreement.This caused the court to cancel the security and return the deeds of the property. The court application and payment agreement were shown to be fraudulent and that the consignee had committed similar frauds. The only action that could be taken was to notify Customs and the law enforc ement agency of this person’s activities. A more serious problem that continues to cause concern is where carriers’ agents disregard their legal responsibility in respect of the notified release instructions and authorise a party to receive their cargo without presentation of the correct documentation.This lack of judgement is all too often influenced by their close association with the consignee or their agent, with whom they have no legal obligation. Such releases can cause serious financial implications to the other parties. The general methods used to secure the release of cargo are: 1. The consignee/agent promises to present the original bill of lading at a later date. 2. The production of a consignee/agent’s letter of credit. 3. Bank reference confirming sufficient funds exist in the consignee’s account. 4. The presentation of a forged document.Signum was asked to enquire into the activities of an agency, whereby it appeared that over a period of ti me some 150 containers laden with cargo had been released in non-compliance to their release procedure. This procedure required both the Shipping Manager and another member of staff to authorise the release of containers, upon production of the correct documentation. The Shipping Manager, due to his status and guile, was able, over several months, to authorise the release of these containers without complying with the agencies directive. Only when it became impossible for him to continue to deceive others as to his actions, did he decamp.Prevention is simple. If the original bill of lading is not produced, or there is doubt as to whether it is genuine, then advice should be sought from the issuer of the document. If the matter cannot be resolved satisfactorily and safely, assistance should be obtained from the Club’s local correspondents or the Members’ usual contact at the Club. Signum is always available to investigate serious cases. http://www. ukpandi. com/fileadmi n/uploads/uk-pi/LP%20Documents/Signum_Reports/Signum%20release%20of%20Cargo. pdf 3. ) USCG Load Line Regulations and Policies (46 CFR parts 42–47) 46 USC chapter 51) Overview The principal Coast Guard office responsible for load line regulations and policy is the Naval Architecture Division (CG-ENG-2). In general, most commercial U. S. vessels that are 79 feet (24 m) in length or longer (or more than 150 gross tons if built before 1 Jan 1988 on domestic voyages, or built before 21 Jul 1968 if on foreign voyages) must have a valid load line certificate when venturing outside the U. S. Boundary Line, whether on a domestic or international voyage. Domestic voyages are coastwise, offshore, or high seas voyages that return directly to a U. S. ort (including â€Å"voyages to nowhere†). There are a few limited categories of vessels excluded from load line requirements. For example, small passenger vessels (i. e. , less than 100 gross tons) that only operate on domestic voyage s are excluded. Refer to 46 USC 5102 for vessel applicability specifics. IMPORTANT NOTE CONCERNING U. S. FISHING VESSELS: Previously, all U. S. fishing vessels were statutorily excluded from domestic load line regulations, regardless of size or length (although some fishing vessels that also process their catch beyond certain stages are required to obtain load lines).However, in the Coast Guard Authorization Act of 2010, Congress revoked that exclusion for new fishing vessels built on/after July 1st, 2012. Subsequently, in the Coast Guard and Marine Transportation Act of 2012 (signed into law on 20 Dec 2012), Congress postponed the load line compliance date to July 1st, 2013. Consequently, fishing vessels built on/after 1 July 2013, that are 79 feet or longer, and that operate outside the Boundary Line, are required to have a load line. Load line assignment includes pre-construction review and approval of plans by the assigning authority.Therefore, after 1 July 2013, fishing vessel designers/builders who intend to re-use construction plans for previously-built fishing vessels are cautioned that the plans might not comply with all load line requirements. If the owner intends to operate the new vessel outside the Boundary Line, then designers/builders are advised to submit the plans to the assigning authority in a timely fashion. Existing fishing vessels (i. e. , built before 1 July 2013) remain exempted from load lines for the time being.However, they will eventually have to meet the requirements of an alternate load line compliance program to ensure their continued seaworthiness beyond a certain age. The safety requirements for this alternate program, and the age at which the fishing vessels will need to comply, will be developed in cooperation with the commercial fishing industry and established by future regulation. (â€Å"Built† for these purposes means the date on which the vessel's keel is laid, or the assembled weight of the vessel is at least 50 metric tons (49. long tons) or one percent of the estimated mass of all structural material, whichever is less. ) How is load line length measured? Where is the Boundary Line? Purpose of Load Line Assignment The purpose of load line assignment is to ensure the seaworthiness of the intact (undamaged) vessel. This is accomplished by: †¢Ensuring a robust hull that can withstand severe sea conditions (i. e. , structural design, construction, and maintenance) †¢Ensuring weathertight & watertight integrity (i. e. , coamings; exposed doors, hatches, hull valves, etc, are in good working condition) Ensuring that the vessel has reserve buoyancy and is not overloaded (by limiting the maximum loaded draft) †¢Ensuring that the vessel has adequate stability for all loading & operating conditions (by approved stability documentation & instructions) †¢Ensuring rapid drainage of water on deck (boarding seas) (by adequate arrangement of freeing ports in bulwarks) †¢Ensuring safety of crew while working on deck (by increased freeboard to reduce boarding seas, guardrails) †¢Ensuring that modifications to vessel do not compromise seaworthiness (modifications must be approved by LL assigning authority) Periodic inspections (afloat and drydocked) to verify that the above are properly maintained (by LL assigning authority) Obtaining a Load Line International load line certificates are issued to vessels that meet the requirements of the IMO International Convention on Load Lines (ICLL); ICLL certificates are required on U. S. vessels that go on voyages to foreign ports or waters. Domestic load line certificates are issued to vessels that meet the requirements of U. S. load line regulations (which are found in 46 CFR Subchapter E).With minor exceptions, the U. S. requirements for an unrestricted domestic load line (suitable for high seas voyages) are the same as the requirements for an international ICLL load line. For this reason, an ICLL certificate is acceptable in lieu of a domestic certificate. Load line certificates (domestic or ICLL) are issued on behalf of the United States by the American Bureau of Shipping or one of several other USCG-approved classification societies. The choice of assigning authority is made by the vessel owner/operator.The Coast Guard itself does not issue load lines other than a â€Å"single voyage exemption certificate. † In order to be issued a load line (whether domestic or international ICLL), the vessel must be constructed to meet the load line requirements. This entails pre-construction review and approval of the vessel's design by the assigning authority. Surveyors then periodically visit the shipyard to verify that it is being constructed according to the approved design. Upon completion of construction, the vessel is inclined so that its stability documents can be approved and issued.The freeboard assignment is calculated, and the load line marks are inscribed on the hull. Upon final ve rification that all of these steps have been properly accomplished, the vessel is issued a load line certificate. A load line certificate is normally issued for a 5-year term, subject to annual â€Å"topside† surveys to verify that hatch covers, doors, vent covers, and other critical closures are in good working condition, and that there have not been any damage or unauthorized modifications that would compromise the vessel's seaworthiness.At the end of the 5-year term, the vessel must be drydocked to inspect the underwater hull, seachests and valves, etc, before a new certificate can be issued. Load Line Enforcement and Violations U. S. vessel owners and operators are subject to fines and penalties if a vessel is overloaded such that the load line marks are submerged, or the vessel is operated in violation of any restrictions on its certificate. Penalties are set forth in 46 USC 5116. Foreign vessels in U. S. waters are required to have a valid international (ICLL) load line certificate.A foreign vessel may be detained in port if the Coast Guard determines that it is overloaded, or unseaworthy due to poor condition. The vessel won't be released to depart until the deficiencies have been corrected: excess cargo is offloaded, repairs have been made and a surveyor from the assigning authority has attended the vessel to confirm its compliance with ICLL regulations. 4. ) BP Shipping safeships On the face of it, BP Shipping is one of the safesttanker operators around, regularly achieving topquartile safety results in the industry and rarelymaking headlines for the wrong reasons.But as the organization’s fleet has grown rapidly to more than 80 vessels today, so the realization has spreadthat truly world-class safety performance is about more than lowering headline safety numbers or beating industry benchmarks. For safety performance to really move to a new level, it has to become self sustaining and therefore sustainable. â€Å"Day in, day out, the sa fety message has to be made and remade so that it becomes engrained at every level everywhere, in every action, in every decision and in every way.The entire organization has to be safety empowered and constantly on the lookout for new hazards,† says Dave Williamson, director of fleet operations for BP Shipping. â€Å"We’re beginning to make the turn towards constant improvement and the sort of restless state of mind that we need, but there is still some way to go. † In the past, most emphasis has been put on numbers and performance based on: ‘days away from work case’ incidents, lost time injuries, near misses, oil spills and other serious incidents. These performance matrices continue to be monitored very closely and show continuous improvement.But now the push is on to move safety performance to another level, motivated in no small measure by a fear that some of the cultural and operational factors that led to the Texas City refinery explosion in 2005 might be present in some parts of BP Shipping’s activities. The key to this has been to get everyone in the organization to think about safety in a new way, one that focuses on experience, leadership, training, processes and relationships rather than numbers. Intrinsic to this more open approach is the importance of driving safety back into the ’line’ – to people with asset management capability.In parallel, new emphasis is being placed on safety leadership on vessels and ashore to engender a stronger sense of inclusiveness and team bonding around safety behaviour. â€Å"Safety is not just about trips or falls. It’s about exactly the same things you also need to achieve great operational performance and the same motivations that give us the continuous drive to have the best people, processes, equipment and leadership. † Williamson concludes: â€Å"At the moment we’re not able to say we’re the best, we still have areas whe re we believe there is significant room for improvement.But ‘the best’ is a relative state and safety is a never ending journey. Mysense is that we’ve made significant changes andadvances in the past couple of years. † Measuring safety All injuries by activity, October 2006 All injuries by location onboard, October 2006 Other 23 % Office work 2% Cargo operations 2% Shipyard 5% Navigating 2% Engine operations 9% Bunkering 7% Maintenance 36% Mooring 7% Drills and exercises 2% Domestic 5% Other 6% Enclosed space 2% Steering gear 2% Store rooms 6% Bridge 2% Engine room 41% Mooring areas 4%Lifeboat Accommodation 11% embarkation 4% Main deck 22 % Illegal, Unreported, and Unregulated (IUU) Fishing The crew of the Coast Guard Cutter Rush escorts the suspected high seas drift net fishing vessel Da Cheng in the North Pacific Ocean on August 14, 2012. Photo Credit: U. S. Coast Guard Liberian fishery observers toured a shrimp vessel as part of the two-week observer tra ining program supported by NOAA Fisheries to combat IUU fishing. IUU fishing is a global problem that threatens ocean ecosystems and sustainable fisheries.IUU products often come from fisheries lacking the strong and effective conservation and management measures to which U. S. fishermen are subject. IUU fishing most often violates conservation and management measures, such as quotas or bycatch limits, established under international agreements. By adversely impacting fisheries, marine ecosystems, food security and coastal communities around the world, IUU fishing undermines domestic and international conservation and management efforts. Furthermore, IUU fishing risks the sustainability of a multi-billion-dollar U. S. industry.NOAA’s Role in Combating IUU Fishing Because the United States imports more than 80 percent of its seafood, NOAA Fisheries is working to ensure that high demand for imported seafood does not create incentives for illegal fishing activity. Working in par tnership with other U. S. Government agencies, foreign governments and entities, international organizations, non-government organizations, and the private sector is crucial to effectively combating IUU fishing. We work with other fishing nations to strengthen enforcement and data collection programs around the world aimed at curtailing IUU fishing.We have put measures in place to restrict port entry and access to port services to vessels included on the IUU lists of international fisheries organizations with U. S. membership. For recent news on IUU fishing, visit our IUU stories page. In addition, U. S. legislation allows us to take action on our own. The Magnuson-Stevens Reauthorization Act, which amends the High Seas Driftnet Fishing Moratorium Protection Act, requires NOAA to identify countries that have fishing vessels engaged in IUU activities. Once a nation has been identified, we consult with the nation to encourage appropriate corrective action.If the identified nation rece ives a negative certification, we can impose trade restrictions on that nation. The Lacey Act also provides the United States with the authority to impose significant sanctions against individuals and companies engaged in trafficking illegally taken fish and wildlife. Learn more about action NOAA is taking to combat IUU fishing. For more information or questions on IUU fishing, please visit our frequently asked questions page or contact David Pearl (david. [email  protected] gov). 5. ) passenger ship safety certificate – for all passenger ships †¢cargo ship safety radio certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 300gt on international voyages only †¢cargo ship safety equipment certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt on international voyages only †¢cargo ship safety construction certificate – for ca rgo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt on international voyages only †¢cargo ship safety certificate – for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 300gt †¢load line certificate – for passenger ships in non-UK waters, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 24 metres in length (if built on or after 21 July 1968) or of more than 150gt and for passenger ships in UK waters over 80 net tonnes †¢oil pollution prevention certificate – for fishing vessels, passenger ships, cargo ships, chemical tankers or gas carriers and large commercial yachts over 400gt and oil tankers over 150gt †¢minimum safe manning document certificate – for passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt †¢safety management certificate â₠¬â€œ for all passenger ships and for cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts over 500gt †¢ship security certificate – for passenger ships, cargo ships oil tankers, chemical tankers or gas carriers and large commercial yachts on international voyages only †¢sewage pollution certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts of 400gt or more, or carrying 15 persons or more on international voyages only †¢air pollution certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial achts of 400gt or more †¢anti-fouling declaration – for fishing vessels under 24 metres in length or of less than 400gt †¢anti-fouling certificate – for fishing vessels, passenger ships, cargo ships, oil tankers, chemical tankers or gas carriers and large commercial yachts of 400gt or more †¢certificate of fitness (chemical or gas) certificate – for all chemical tankers or gas carriers †¢dangerous goods certificate – for passenger ships built after 1 September 1984, and for cargo ships after a certain date of build on international voyages only †¢certificate of compliance for a large charter yacht – for all large passenger yachts †¢UK fishing vessel certificate – for fishing vessels between 15 and 24 metres in length †¢international fishing vessel certificate – for fishing vessels over 24 metres in length †¢small commercial vessel certificate – for pilot boats and small commercial vessels under 24 metres in length †¢certificate of registry – mandatory for all fishing vessels, optional for pilot boats and small commercial vessels †¢international tonnage – for fishing vessels under 24 metres in length