A CLOCKWORK ORANGE :: essays research papers

creationy another(prenominal) of us like to think that humanity as a completely is progressing to a better future where we will live united and in peace with one another, a time of a more(prenominal) enlightened society. But there are those among us that do not cope these beliefs. In A Clockwork Orange, by Anthony Burgess, the futurist world is displayed as a world turned upside down and in shambles. This 1962 classic is a frightful depiction of what our society could turn and possibly what it already is. Drugs near seem to be legal and unregulated and subsequently are astray used. The prison system is overcrowded with young punk criminals who are inherently brutal with no regard for humanity, or any part of society for that matter. The youthfulness takes over the streets at darkness and beat anyone they encounter. The elderly sit around in bars and drink the remainder of their lives away. The people have become desensitized to violence, because it is so prevalent in th eir lives. A Clockwork Orange is a real intriguing report that deals with many social problems, not offering a solution, besides pointing out obstacles in the way of the creation of a more perfect society. A Clockwork Orange is written in the first mortal by the main character, Alex. This makes the stage more personable by allowing the reviewer to see into the mind of Alex as he goes through the many changes that he does. Three of his friends or droogs that help him in his crimes are Dim, Pete, and Georgie. Throughout the story the author creates his own language called nadsat, which is used by the youth of the futuristic world and is at the height of fashion. Nadsat is a mix of Russian, English, and the slang lyric poem of both. It is meant to set the violence apart from reality, making it almost cartoon like. The story begins at the start of a wild and violent night with Alex and his friends seance in a diner. To start off a typical night they encounter an old man walking t he streets, so they harass and dart him. But this is not just any ordinary harassing episode but more of a complete and utter pounding. They beat the defenseless man until he is all bloody and disoriented. They then send him on his way, half(a) naked and crawling home, later that night they saw an old drunken man sitting on the ground and they decided to beat him until he was delirious.

Food Article Summary Response

Serves Us Right by Phoebe Damrosch describes the occupation of waiting as overlooked, set badly, and in need of some change. We generate attention to and adore the shudder star chefs, yet we often ignore those who deal with our food most, our hosts. Waiters in America are undertrained and treated poorly. Waiters drub unpredictable schedules for unpredictable pay which depends to a great extent on tipping. They often do not suck work benefits such as health care and gainful sick leave(1). As a result the tone of voice of waiting is not great, because it is not a cracking job to hold, and in that location is a large turnover of newly employees(2).Restaurants can improve the quality of waiting in America if they were to come through training and benefits(2). Damrosch suggests that removing tipping in exchange for a service charge paid by the employers would result in better service. Damrosch supposes that The service charge shifts the emphasis from the money to the experi ence(1). The occupation of waiting in its current state is sub par because the working conditions are sub par waiter working conditions must be improved before work quality can too.Phoebe Damrosch doctors many great points and is correct in her statements nigh the occupation of waiting and the occupation of waiting needs some changes for the better. Waiters and waitresses energize some of the most unpredictable hours and schedules, making it difficult to schedule and scat their lives outside of their occupation. On top of that, they are underpaid most waiters only make minimum wage and their salary is determined by how much they stimulate through tipping. Waiting is not a simple occupation either, it takes a trade of work and effort especially when it is busy to try and ensue to all their customers.Taking orders, refilling drinks, making sure everything is OK, as swell up as delivering food from the kitchen requires a circle of multitasking skills and focus. I agree with Da mrosch that tipping is instrumental in the failure of good service. With their already low wages, waiters and waitresses rely heavily on tipping, that means getting the customers in and out as warm as possible. This attitude towards working neglects the overall experience of each customer. Damrosch questions whether tipping should be held in practice anymore, and I completely agree.Removing tipping and boosting the base salary of waiters and waitresses would depart them to focus more on doing a good job kinda of scrambling around laborious to work as fast they can to invite more money from tipping each night. Most waiters and waitresses do not receive health care or other benefits either further adding to the joust of negatives. All in all, Damrosch is correct, the occupation of waiting is one that is a lot of work, and catchyly worth it. Too many negatives exist to keep good deal interested in waiting.For those that do practice waiting as their occupation, there is little motivation to do their job well. This job sees a lot of overturn as a result, so training becomes impractical and good service is becoming rare. The existence of tipping shifts the focus from providing quality service to trying to make as much money as possible. Waiting is hard work and improving the conditions of waiting is necessary before any usefulness in the quality of work can be expected to be seen. Works Cited Damrosch, Pheobe. Serves Us Right. New York TimesSeptember, 19, 2009 1-2.

Global Health Nursing Primary Health Care/Primary Care

Global wellness Nursing Primary Health Cargon/Primary C ar This discussion will cover the demographic fronts that impact b either-shaped wellness today, look at patterns of wellness and sickness that impact globular wellness, explain the difference between primary health guardianship and primary forethought, and review the World Health Organizations (WHO) priority for global health. in that respect argon many factors that affect global health including community, environment, and disease. unmatchable of the greatest pressures on the global community is the growing population. This demographic trend has a great impact on global health.The global population was 2. 8 billion in 1955 and is 5. 8 billion now. It will add-on to about 8 billion by the year 2025. Average keep expectancy at birth in 1955 was just 48 old age in 1995 it was 65 years in 2025 it will reach 73 years (World Health Organization WHO, 2012). The increasing population means more than people living in urba n areas therefore the closer we tolerate together the change magnitude chance of disease and illness. The added people also puts an increased stress on the environment leading to air pollution, water contamination, and less(prenominal) land to depend on for food.The growing numbers presents a affright to health and the economy of many nations. In exploitation counties, malnutrition and disease are problematic whereas in developed countries overcrowding leads to pollution, disease, and violence. With increasingly dense living arrangements and global travel, the health of the general populations is threatened by environmental factors and disease, for example, the H1N1 influenza epidemic (Nies & McEwen, 2011, p. 270). Mortality rate, based on disease patterns, vary passim the world.The biggest difference depends on if it is in a developed country or a developing country. Of 57 million deaths worldwide in peerless(a) year, 33 million are from noncommunicable disease, 18 milli on are from communicable diseases, and 5 million are from injuries and violence (Nies & McEwen, 2011, p. 271). actual countries have the highest death rate rate rate of inveterate disease patterns such as cardiovascular disease, cancer, respiratory disease, stroke, violence, and traumatic injury. While developing countries have the highest mortality rates of infection, malnutrition, and violence.Developed countries are able to reduce mortality rate payable to diseases by improving sanitation and immunization through community health. As a country becomes developed, an epidemiological change occurs from risk of infection and malnutrition to having chronic disease. In developing countries, infectious diseases that contribute to high rates of mortality include acquired immune deficiency syndrome (AIDS), tuberculosis, endemic malaria, hepatitis B, rheumatic heart disease, bloodsucking infection, and dengue fever. Yet, these diseases could be reduced by 50% through rough-and-read y public health interventions (Nies & McEwen, 2011, p. 71). When we discuss the global community, some guide to get the terms primary health do by and primary care confused. Primary health care refers to essential services that support a healthy life including access, availability, service delivery, community shareicipation, and the citizens right to health care. In contrast, primary care refers to low gear-line or point-of-access medical and nursing care controlled by providers and focalisationed on the individual(a) (Nies & McEwen, 2011, p. 276). In developing countries focusing on the individual in not realistic, the main focus is on the group, therefore primary health care is first priority.One must meet the basic needs such as safe crapulence water and food before we can provide individual care. Promoting health worldwide is a great ch allenge. Several agencies play a part in accomplishing this goal, including the WHO. The WHO stated a goal of health for all by th e year 2000 back in the 70s. This goal was then extensive to 2010 once it was unattained. Working for the WHO as a concord would require one to open their mind and think more broadly. The main focus would be solving the problems of the health care delivery system (Nies & McEwen, 2011, p. 275) in order to accomplish the stated goal.As nurses we need to look at the compare between developed and developing counties because there is much we can learn. There is a need for health care reform, and the goal of health for all should guide this. Cuba and Canada were both recognized for reaching the goal of health for all. Collective responsibility or population-based focus must be found with less emphasis on the individual (Nies & McEwen, 2011, p. 275). Prevention is the first line of defense for the reduction of disease and illness. As a nurse working for the WHO, my main focus would be health care reform. discover also The Advantage of Free Health CareNursing, as the pivotal healt h care profession, is well positioned to advocate on behalf of, and in concert with, individuals, families, and communities who are in desperate need of a well-financed, functional, and coordinated health care system that provides safe, high-quality care. Accessible, affordable, and high-quality health care will positively contribute to our individual health, the strength of society, our national well-being, and overall productivity (American Nurses Association ANA, 2008, p. 4). References American Nurses Association. (2008). ANAs health system reform agenda.Retrieved from http//www. nursingworld. org/Content/HealthcareandPolicyIssues/Agenda/ANAsHealthSystemReformAgenda. pdf Nies, M. A. , & McEwen, M. (2011). globalisation and international health. In Community/public health nursing promoting the health of populations (5th ed. , p. 269-283). St. Louis, MO Elsevier Sanders. World Health Organization. (2012). Global health observatory. Retrieved from http//www. who. int/gho/ncd/mo rtality_morbidity/ncd_total/en/index. hypertext mark-up language World Health Organization. (2012). The world health report. Retrieved from http//www. who. int/whr/1998/media_centre/50facts/en/

Food Justice Essay

Walking into the lecture I had no wind what nutrient arbitrator meant. If anything, I figured the lecture had to do with justice for fair trade for farthestmers or the justice in regulation of genetically modified foods. Instead it turned out to be justice that seeks to get a line that the risk associated with growing, producing, transporting, distributing, eating, access to food is shared by everyone fairly. After prof Kieth Pezzoli gave a little explanation about food justice and its dissolve I began to see the background stuff that goes on to get my food on my plate.I was beginning to see that the food that gets into my stomach has likely traveled to more places about the US than I ordain ever be. What was really interesting was learning that food that gets cultivated here will be shipped up north or elsewhere to be graceful and then shipped back to California. In addition, all the traveling that my food not only waste time but also is detrimental to the surroundings d ue to the pollution caused by the vehicles that ship my food all around to be processed.Even though my food travels thousands of miles before it reaches me professor brad Werner made an interesting point in that we may never post-horse this process because of modern advancement in transportation and communication. The ability to easily receive my food is due to all the technology we have and having this ministration of purchasing food is known as a low clangour transaction. On the some other hand, when it is difficult to purchase food due to alter factors this is known as a high friction transaction.Lastly Professor Jericho Burg demonstrated how the problems we face with food justice here in the states stretches far beyond our borders due to the excess food we give out to other countries in famine through food aid. Like many things darling intentions sometimes have negative effects and there needs to be a re-evaluation and reform on the system we currently use to jock others including ourselves.

Maritime Policy Essay

oceanic policies ar set and managed so as to ensure the guard duty of ships while on the open seas. Furthermore nautical policies in what incessantly case harbor fudge incessantlyyplace ports and the policies for docking, onuss, monies, what toilette be imported or non. Liabilities and values argon managed and in some(a) respects so be ethics. The policies are to designate pee indemnifys and boundaries. cargo ships has inherent risks associated with the trade that needs to contain emergency plans in place should something go wrong. on that point are purlieual instruments to take into consideration. 1 Add to this list, insurances, warranties and the laws that bind and by far, further non frankincense far the least, hazmat with the MSDS sheets of chemicals macrocosm maneuvered, inspections, puritanical loads and bills of lading. Piracy isnt more of an thin out in todays modern times yet yet on that point are policies on piracy though oftentimes(prenom inal) of this is outdated suffer to 1800-1900. Let us start with the safety medical prognosis of transit. Safety etern every(prenominal)y starts and closes with the human element.Without human intervention thither is no guarantee of proper safety procedures creation followed. Granted in that location are no guarantees at any rate but a plan to follow is by far break up than not having matchless. oceanic safety policies offer a protection not only to humans but to the environment and individu each(prenominal)(a)y territory or country has its own maritime safety policies and their own policies in general. In following safety as put in the policies this peck homogeneously promote economic development and activity.2 If safety procedures set forrader in each indemnity are adhered to because the smooth gliding into and out of ports and countries, taking into account the shipment, humans and wildlife and water handling as well as obeying water boundaries and the knowled ge of these policies per each are of piloting then angiotensin converting enzyme do-nothing be fairly presumptuous in a smooth transaction. Smooth transactions go forth enable a stable and economical trade for a long time. Funny how safety and policies are a direct relation to simply sailing even out? On top of written policies as mentioned, concern is in like manner a huge safety c one timern.Without proper and timely maintenance of sea faring vessels, catastrophes can buoy keep, shipments can be late which can in turn see amazes of imports or exports which of course goes straight into the economics of transportation system. As mentioned, the MSDS of chemicals is hugely, astronomically heavy in safety The MSDS sheets give an abundant amount of information relating to any and all chemicals with regards to properties, explosiveness, st aptitude, storage, transportation system, proper handling, exposures to human and animals, what to do in case of accidents, medical ex amination issues and who to call for questions and answers.MSDS furthermore gives information as to protective wear and the warm emergency criteria. While the MSDS (material safety data sheet) is one of the most alpha aspects in the ground forces for chemicals, even if they acceptt seem dangerous, transport and safety factors, opposite countries will also nurture their own singular ordinations for shipments containing dangerous chemicals. These regulations must(prenominal) be followed as well. This is to ensure safety precautions from twain takes. Simply not following, even the MSDS instructions can beat difficult issues.Explosions can happen, volume and animals may become ill or closing may occur. Long term lasting effects may happen to both humans and wildlife. If the safety practice is not followed with regards to whatever is being transported, whomever did not follow the instructions will be held unresistant and an arrest result can mean cancelled slims, economi c loss and turn politics with one soulfulness or country or even alliance. You must see the broad picture and how all of this relates to successful shipping, economics, policies and in general to the humanness.The economics of shipping is standardized a well oil machine when operated correctly and with the use of trying teamwork throughout all ports, countries and water expressive styles and once once again the following of policies at each port, within each territory. scotch welfare consists of the sum of consumers surpluses and producers surpluses plus or minus any pertinent externalities. 3 The economy also requires a strong presidencyal acquisition of the shippers, producers and purchasers, not necessarily meaning consumers.The carry-over of goods being shipped must be organized in respects to sea, air and freight transport, the production of pass on and delivering the goods, the ability to produce prunes in a timely manner, even the ability to put together a con tract and keep it. Economics also requires the knowledge of knowing port fees and taxes in the opposite ports being frequented. commercialise tr deaths will also play a large part in a successful economic empire. If you do not know the ever changing food markets and the unalike economies at each port then the dismals failings are easily found in the shipping industry.This will slide right into the sociological factors of shipping. So how does this part of the shipping wariness work? How does it win? The entire shipping industry, to run in a smooth representation uses all of the above but then at that place is an ultimate management of it all. The human resources management, the industry management, the amicable management, it all plays a huge part. The items in which are shipped, the taxes and prices of the antithetical items all vary. The weight allowed for each ship, rail gondola car or air transport matter in all ways. kind change denotes this.Social change can also b e a dangerous happening to an industry if not prepared. When social change happens, this is similar to the industry changing and the industry and companies must be ready to invite losses and be prepared to switch gears at a moments follow in their decisions of what to ship to who and when. Contracts may puddle to be renegotiated and in some cases when they cant be then there is once again the absorption of the possibility of losing monies, contracts, and in worse case scenarios, allies from other countries. Maybe contracts wont re bleak or no brisk contracts accepted.4 The sociological side of a shipping industry and all convolute are yet again directly correlated with the bionomical aspects. There is an bionomic factor to also take into consideration, both of the environment side and the human side. The environment side is in relation to defend the seas, plant and animals within and against leakages that poor maintenance and unnecessary pollutions can cause. If maintenance is not done in the fashions that need to be, ships can fail at sea, shipments can be late. This is a small factor in the ecological side.The bigger problems are with lack of maintenance causing a dismiss spill or oil spill then the natural inhabitants of the sea are actuateed, plant life is affected and so in the end so is the human life. Humans, whether spending the time to cleanup up or from suffering from the damages in a physical way, it is all unconnected of the ecology. On the human side, and back down to the sociological side, which is a direct logical argument to discrimination in todays institution, is the interdependence of the people. This means the people who work together in close quarters and those who work on the ports in far away countries or locally.Interdependence is a merry role in todays world. If one person discriminates against another, that person loses an interdependence thus making for an unhappy person and in the end this can result in suits being filed. The interdependence of companies relies on maintaining a good policy and ethics as well. On the psychological train of this, companies who cannot maintain all the aspects of maritime policies lose their internal interdependence thus causing the loss of business and potentially causing conflicts that no one ever needs.Conflicts, no matter how small, have too numerous variables that affect to many avenues. The normal human resources departments of any business must have a good grip on the social aspects of management as well. This doesnt just include the inter office workings but also all the working at sea, in the air or ground transportation involved. With regards to all the different ports and lanes that a shipping company must deal with there is always the word monopoly that comes to mind. Just like any other person who owns businesses, they are not allowed to corner the market and create this monopoly.Large shipping empires that have attained a level of success would lov e to monopolize. In a monopoly they would have the most control thus thinking that they have the most power which is an obvious factor to the God complex and this mentality can backslide back hundreds of eld to a piracy level. Piracy in any form is not healthy for any economy worldwide. Another issue, especially since the 911 attack, is the threat of terrorist activity. These cardinal play a part in negotiating contracts and betwixt the US and other countries contracts can be quite difficult in forming before they are signed.Hand in hand with this can also be the social aspect. Considering the many parts to a shipping contract, not all parties are going to agree, not all parties are going to easily catch the synergy indispensable to help one another and if a contract is negotiated wrongly, this can, in an astute way cause a port war which can engage much more than the initial port issue thus quickly embroiling itself into wars of territorial or world wars. The security involved policies is to prevent against this form of uprising and thus security issues are intercommunicate in contracts as well.Our history shows that it doesnt take much to cause a full fledged war as it is, so a good democratic person, or many, with a political mind and good business sense partnered with common sense may be a good one to deal with the different contracts and ports. The biggest issue seems to be the limits of indebtedness. How much liability is each player going to accept if a shipment goes wrong? The factoring of circumstances that control this will help make this decision but in the end no one ever wants to be liable.We must work with and against liability issues such as warranties, lost or late shipments, unexpected happenings, transportation failures and the like. Someone has to be liable at all times and this liability shifts constantly from one person or company, to another. In the end individual has to pay for the negative liability caused. Another, much harder issue to deal with is the contract of intermodal transport. The ships provide transport but contracts also have to be written for the air and land live as well. Who is responsible and the timeliness factor and costs at each port.Who becomes responsible when arriving at a port and suddenly the shipment isnt available per unexpected intervention? This becomes a frustrated contract and thus many people lose in this instance. Intermodal transport requires high organization from many variables. Time, type of shipment, weight of shipment, cost of the transport, who can better do the transport with quality and quantity are all important roles. When transportation details are being negotiated, no matter if land, sea, air or a culmination of them all, it is imperative that all operates as expected.When something fails, it affects facets of the industry itself as well as families and all inbetween. With any maritime traveler there is a large and sometimes very emotional, ongoing issue in di rect relation the sociological factoring and thats the families of these travelers. There is a lot of time spent at sea, more so than at home by a wide margin. Even though wives, and sometimes husbands may marry a sea traveler, accepting that lifestyle can be a time of intense and long term distraught. Families have been interrupted and torn apart, simply because the other partner is not there as often as the other one wants them to be.While one partner is striving to provide the economical balance for the family, both parties must also have their own brand of political reasoning in order to maintain that family status. Now it seems crazy that a seafaring family would have politics within their home but it is definitely inevitable to a much higher degree than normal family politics as much more is at stake and much bigger changes happen. The one contract at this point that is in the main easier to dissolve is the marriage contract and this happens frequently.In this New World of gl obalization there is no fashion for national industrial policies and shipping is no exception. National shipping policy is dead or it should be. (Sletmo, 2001, p 334). While Sletmo may state that specific policies do not broaden the economics of the shipping industry but yet the organisation keeps making policies does not mean that the whole shipping industry policy is dead or needs to be dead. There are many policies that we may be unaware of that indeed do not establish the economics of this industry. The policies were put there for a reason and even if it is the policy on piracy it remains.This is a check and balance system that will always be ever changing. Can you imagine what would happen if all references to piracy were exonerated in maritime policies? Bounce right back to history of The Boston Tea Party or of the days of pirates theft ships and cargo and the deaths involved, the families destroyed. It is a requirement to have the government involved to a degree. To hav e policies in place is needed. This is the only way, even in a globalized world, to survive whether it be industrial of nature or not. National shipping policy is not dead just not agreed upon as much.From the Federal standpoint of maritime laws, shipping policies will remain in place as it desperately needs the protection that it affords. This protection encompasses regulation safety issues, contracts, ecological and sociological issues, water borders, individual countries port rules and much more. Policies affect the world wide shippers to some degree, even if only contemplating the policies in the USA. With larger shippers from Germany, Japan, Netherlands, China and Hong Kong present, it is imperative to have policies in place, especially when considering the ultimo issues of wars between the USA and some of these countries.There is no room for error, no margin for a lack of agreed upon policies to maintain a economic shipping policy. These countries must get along one slip can create chaos and the loss of the economy even more so than ever, the loss of allies, and an uprising. This can even inadvertently and directly affect our source markets and jobs world wide. If one thinks about the logical, in-depth reasons for policies, one will also separate that many of the USA products, to include our actual ships, come from other countries.Without a policy in place for protection then shipping ports cause to lose. Without a policy, taxes may not be agreed upon, shipments may not be considered as satisfactory, maybe someone would decide to usurp someone elses authority thus the possibility and likelihood of angering a different country or a specific port. It is somewhat recognizable that there will be a never ending aspect to problems that can happen and their effects which only go to prove that yes, policies, in all arenas of shipping need to be made under all circumstances.There is an abundant amount of pressure in shipping. One specific subject is where w e obtain our ships. Most of the ships the USA or other countries uses or owns are built in Germany. With Germany building the ships we buy or lease there is the maintenance and warranty to consider. Without proper maintenance a warranty is void, with a voided warranty, as with anything, tempers flare as each party believes another to be responsible. When proper maintenance of a ship is adhered to per policy then generally it leaves little to no room for argument when it comes time to file against a warranty.Warranties in everyday life, for little items are sometimes hard tolerable to get honored as it is imagine enforcing a warranty for a multi million dollar freight ship. It becomes obvious how important it is to follow the shipping policy of just maintenance alone. Once again, think of the broader picture of maintenance and how it is related to safety as already discussed. Another ex deoxyadenosine monophosphatele of shipping is actual the lower cost of labor for production in co untries such as Japan and China.What if one day the shipping industry was paying 10 cents on the dollar for the labor to produce the items for shipment and then the next day that labor cost shot up to 50 cents on the dollar because of a suddenly strained atmosphere between countries? This rise would affect everything involved with contracts, timeliness, allies, shipments, sociological factors and who knows what else may happen that we dont see. In summary, yes there are many policies for both the USA shippers for sea, land and air shipping but there are also policies for ports and countries abroad.There are many contracts to consider, many safety precautions to follow. There is a lot of political and economical pressure from all parties involved in the shipping industry and without policies in place there is no way that the shipping industry would survive. This lack of survival would affect all of us, world wide. Companies, persons, ports and countries would do as they saw fit, eac h persons visible horizon would be different and there would be nothing in place to prevent severe consequences from happening. While nothing is ever perfect in our imperfect world, the world of maritime policies must be complete in every aspect and almost perfect.Policies are ever changing as needs heighten and in the end, if terms cannot be agreed upon to form a new policy then this can go anywhere from losing a contract before it is signed, to losing part of an economy to a full out war. globalisation demands policies at all levels. The statement of there being no room for industrial shipping policies is a huge fallacy. Make room for the policies needed for the safety, economical, political reason on all levels throughout the world, that, or have a mess on hand that will be a hard cleanup.List of ReferencesMSc in nautical Security, Safety and Enviromental counselling (2005) http//www.deu. edu. tr/DEUWeb/English/Icerik/Icerik. php? KOD=6756http//www. maritimesafetymanagement. com/AboutMSEM/AcademicProgram/Unit3SafetyandEnvironmentalManagement1/tabid/723/Default. aspx Maritime Transport form _or_ system of government (2006) Barrott, Jacques http//ec. europa. eu/transport/maritime/doc/maritime_transport_policy_en. pdf pg 2 Gross, Richard (2004) Economic Welfare and Maritime Economics (http//web. deu. edu. tr/smbm/RGoss. pdf Scollick, Andy. Maritime Regional Sustainability http//web. pml. ac. uk/globec/structure/fwg/focus4/symposium/posters/S5-P8. pdf Norfolk Southern Railway Co. v. Kirby, 125 S. Ct. 385 (2004).Federal Maritime Jurisdiction Pushes Inland http//www. olemiss. edu/orgs/SGLC/National/SandBar/4. 1maritime. htm SLETMO, G. K. 2001. The End of National Shipping Policy? A Historical Perspective on Shipping Policy in a Global Economy, International Journal of Maritime Economics, 2001, 3, (333-350). Sletmo (2001) The Economic Effects of Shipping policies http//www. porteconomics. nl/docs/the_economic. pdf Shipping Management Plan VS 1 (2003-2005) htt p//www. amsa. gov. au/shipping_safety/great_barrier_reef_and_torres_strait/gbr_review_report/Documents/shipmgt1. pdf The New York Times ( 1919)http//query.nytimes. com/mem/archive-free/pdf? _r=1&res=9504E7D6163AE03ABC4C51DFB3668382609EDE&oref=slogin National Shipping Fleets and Access to Shipping Markets (1950-1960) http//www. unescap. org/ttdw/Publications/TFS_pubs/Pub_1988/Pub_1988_Ch5. pdf constabulary of the Sea. Murdoch University (1901-1988) http//weblaw. edu. au/display_page. p hypertext mark-up language? WebLaw_Page=Law+of+the+Sea Traveling by Sea. Traveling Advice for Shipping and Ports (2008) http//www. smartraveller. gov. au/zw-cgi/view/Advice/shipping_and_ports Department of Transport. Shipping and Ports (2007) http//www. dft. gov. uk/pgr/shippingports/ State of ConnecticutMaritime Policy (2006) http//www. ct. gov/ continue/cwp/view. asp? a=2314&Q=309828 Maritime Affairs (2008) http//ec. europa. eu/maritimeaffairs/ Ferguson, Allen R. Refom on Maritime Policy Bu ilding blocks of an Integrated Program http//www. cato. org/pubs/regulation/regv17n2/reg17n2-ferguson. hypertext markup language BioMarine Integrated Maritime Policy (2008) http//www. marinelink. com/Story/BioMarine+Integrated+Maritime+Policy-213236. html Maritime Areas of Practice http//www. klgates. com/practices/ServiceDetail. aspx? service=77 The Transportation Institute http//www. trans-inst. org/EuropeanMaritimePolicies. htm vocalize count=3069