Arg Container Terminal

CARIBBEAN MARITIME INSTITUTE Marine Terminal Operations ARJ Container Terminal Prepared by: Revalino Bennett, Andrew Gibson, Jenoir Dick, Oshane Polson, Tandra Morris, Jodian Braham For: Mr. Reyon McIntyre Due Date: November 15th, 2012 Table of Contents Section Page Section A- GeneralIntroduction IV A-2 ARG Air layout 1-2 A-3 Abbreviations A-4 Working Hrs A-5 Entry Passes A-6 General Customs Formalities Section B- Landside Operations B-1 Gate Operations B-2 Terminal Access B-3 Exit Validation B-4 Checking Activity at Gate B-5 Inter Terminal Transport B-6 Customs Inspection Section C- Vessel Operation C-1 Marine Requirements C-101 Working Hrs C-102 Vessel Arrival NoticeC-103 Documents Required C-104 Establishing Communication C-105 Pilotage C- 2 Berth and Labour Planning C-201 Pro-forma Vessel Schedules C-202 Advance Schedules C-203 Initial Vessel Call Information C-204 Detailed Vessel Call Information C-205 Communication on the â€Å"Port of Salalah Game Plan† C-206 Calls O utside Pro-forma C-207 Vessel Connections C-208 Technical Information on the Vessel C-209 Notice of Readiness Section D- Load and Discharge Operation D-1 General D-101 Gantry Crane Capacity D-102 Lashing D-103 Hatch Cover Moves and Restows D-104 Use of Special Equipment D-105 Bay Planning and Stability CalculationsD-106 Definition of Loading/Discharging of Containers D-107 Reporting D-108 Storage D-109 Data Amendment D-2 Discharge Operation D-201 Vessel Profile Information D-202 Discharge List Information D-203 Checking Activity During Discharge (Tally) D-204 Reporting D-205 Short-landed Container D-206 Over-Landed Container D-3 Load Operation D-301 Pre-Plan D-302 Load List Information D-303 Re-Nomination of Cargo D-304 Pro-Forma Cargo Deadline D-305 Checking Activity during Load (Tally) D-306 Reporting D-307 Short-Shipped Container D-308 Over-Shipped Container D-4 Yard Inventory D-5 Vessel Bunkering, Repair, and Supply of ProvisionSection E- Break Bulk and Over Dimensional Cargo E- 1 Requirements E-2 Restrictions F- Direct Deliveries G- Dangerous Cargo H- Leakage/Spillage of Cargo I- Container Freight Station Activities J- Weighbridge K- Miscellaneous Services L- Damage and Claims L-01 Damage to Line’s Equipment (Without Prejudice) L-02 Damage to Line’s Vessel (Without Prejudice) L-03 Damage Caused by Third Parties L-04 Damage to Port Facilities/Equipment/Personnel M – Longstanding Cargo N- Reefer Containers Section O- Port Safety and Security O01 Rules & Regulations O02 International Ship and Port Security (ISPS) O02. ISPS Measures by Port of Salalah O02. 2 ISPS Requirements for the Line O03 X-Ray Inspection of Containers Introduction The competition among container ports continues to increase because of di? erentiating factors such as services, location and performance. These factors make up some of the major key selection criterias international shipping companies consider when selecting a transshipment port. With that in mind we the ow ners and managers at ARJ Container Terminal will be trying to attract carriers with our automating handling equipment, the speeding up various services, and providing the most current information on the ? w of containers. At the same time, however, we will reduce costs by utilizing our resources e? ciently, including human resources, berths, container, yards, quay cranes, and various yard equipment. Our key and optimum advantage will be our location. This location in Little Bay, Little London Westmorland Jamaica West Indies will have the sufficient harbor water depth and dock space that will make it possible to facilitate docking of up to a Super-Panamax vessel.Dredging will not be required to accommodate these large draft vessels, hence no disturbance or depletion of any marine wildlife sanctuaries on the harbour floor or natural habitat will be caused. We and our management team are greatly pleased by this because outside of us wanting to create an optimal high efficiency containe r terminal, we also want to know that it is done with little or no impact on the surrounding environment and wildlife. ARJ Container Terminal location will be 25 minutes from the capital city of Savanna La Mar and 5 minutes from the A2 South Coast Highway.This will aid greatly in our multimodal transportation planning for both our clients and ourselves and also compliment positively on the domestic distribution side of our company. We are a limited liability company that specialises in container and general cargo handling for transshipment and domestic purposes. The company is owned by Shiek Revalino Bennet, Shiek Andre Gibson and Shiek Jenoir Dick and is manage by our seniors directors Oshane Polson, Tandra Morris and Jodian Braham The objective of ARJ is to provide integrated cargo service solutions for shipping companies worldwide.Due to our highly competent managers, the company will be able to substantially increase its cargo turnover and ensure regular cargo flow, and to compl iment our effectiveness we will be the only terminal on the island of Jamaica with Sea-Rail transshipment operations. This will enhance our domestic function and in turn bringing first class service to the developing nation of Jamaica. Our developed terminal infrastructure, cargo handling technologies and modern equipment will definitely ensure ARJ’s competitiveness and peak position in the transit market.We will offer value-added services including customs operations, freight forwarding and logistics solutions so this can basically be a one stop shop for our customers/clients. ARJ will employ 111 qualified specialists in different fields to ensure the company’s operational efficiency and productivity level is on par with the major terminals around the world and even exceed if possible. We are predicting from global feedback that our total container flow for 2013 will be approximately 750,000 TEU. ARJ Air Layout Infrastructure: Berth: Length – 290 m Draught â₠¬â€œ 15 m Warehouse area: 16,310 m2Open-air storage area: 120,800 m2 Technical equipment: Quay cranes at the vessel: – STS crane – Conventional quay crane – Mobile harbor crane For container transfer (horizontal transport): – SC (max. stacking capability: 1-over-3-high) – Reachstacker – Terminal tractor with trailer (so-called Tractor-Trailer Unit (TTU)) – Multi-trailer (terminal tractors with several trailers) – Empty/loaded container handler – Shuttle Carrier (ShC stacking capability: 1-over-1-high) – Automated Guided Vehicles (AGV) – Automated SC (max. stacking capability: 1-over-2-high) For container transport and stacking within the yard: SC – Rubber-Tyred Gantry crane (RTG crane) – Rail-Mounted Gantry crane (RMG crane) – Container handler (like reachstacker or top lifter) – OverHead Bridge crane (OHB crane) For the landside operation: – SC – RTG crane – RMG crane – Reachstacker – TTU At the inland navigation vessel: – STS crane – Conventional quay crane – Mobile harbor crane The STS crane drops down containers on TTU that will transport the containers to the stacking area where the boxes are stacked by reach stackers (see Figure 1. 1) or forklift trucks fitted with appropriate spreader frames for container top or side lifting.Due to their versatility in operation, reach stackers are the best choice for our multi-purpose terminal as they are easy to handle, can be used for stacking in the yard, loading and unloading of TTUs, road trucks and rail cars on first rail. Including our landside operation, an estimate of 3–4 reachstackers and 4–5 TTUs are required per STS crane. The specific number of TTUs in particular will depend on the distance between the berth and the stacking area of the respective operation. The TTUs are used for the transport of the containers between the vessel and the container yard.Figure 1. 1- Reachstackers and TTU operation A storage capacity of approx. 350 TEU per hectare for 3-high stacking and 500 TEU per hectare for 4-high stacking are common figures for our type of yard equipment. The maximum stacking height is 5, container blocks can be kept 4-deep due to second row access. In case of relocation of capacities reachstackers are easily transported to another terminal or used for other cargo handling and because of their easy transportation between terminals reachstackers can be used to cover temporary requirements. Straddle Carrier System:The STS crane will place containers onto the apron from where the SCs transport them to the stacking yard (see Figure 1. 2 and Figure 1. 3) and stack the containers. The SCs are independent from any other equipment and are able to perform all the different handling operations: transport, stacking and the loading/unloading of trucks and rail cars (see Figure 1. 3). SC systems are the optimal system for large size terminals when high flexibility in the yard and accessibility of the boxes are required and thay make it easy to alter the layout of the terminal.A storage capacity of approx. 500 TEU per hectare stacking 2-high (3-high SC) and 750 TEU per hectare stacking 3-high (4-high SC) can be achieved. The maximum stacking height is 4-high. Including landside operation, an estimate of 4–5 SCs are required per STS crane – without considering specific conditions. The system will be supported by container handlers stacking MT boxes and/or RMGs for container handling in the rail yard. Figure 1. 2 Pure SC system Figure 1. 3 SC operations: Container transport and stacking and Loading / unloading of rail cars System advantages SC’s are able to cover all kinds of horizontal and vertical transports being necessary to perform container moves from the landside terminal interfaces (including truck handling and rail operation) via the container yard to handover positions be low the STS cranes at quayside (and vice versa). †¢ the containers can be dropped on the ground so that no (or only short) waiting times for handling equipment occur. This kind of container handover enables STS cranes to operate with a high productivity while using a comparatively low number of SCs per crane. high number of concurrent container movements †¢ the breakdown of one SC has a comparatively low impact on the total handling process †¢ compared to the systems with TTUs the labor costs are lower due to the smaller number of vehicles †¢ no disturbance of the operation by trucks because these are loaded/unloaded outside the stacking yard †¢ the system is flexible to changes based on operational requirements and terminal layouts can be simply altered as SCs can be easily moved within the terminal since no pre-set routes or tracks are needed Rubber-Tyred Gantry Crane System with Tractor-Trailer UnitsThe STS gantry crane places the container on a TTU unit that transports the container to the storage area where the RTG crane stacks the containers in long blocks (see Figure 1. 4). The RTG can be used for TTUs and road trucks as well. The size and structure of the RTG crane is determined according to the requirements of the terminal operator. The system has a very high stacking density because of the high stacking capability and the block stacking. Long traveling distances on the terminal are less problematic as TTUs transport the containers.RTG cranes will also be effectively used for the handling of containers on road trucks or rail cars. According to manufacturers, up to four tracks can be covered and containers can be stored at the side of the rail tracks. They can be allocated from the yard to the landside operation and vice versa, if necessary. Including landside operation 2–3 RTGs and 4–5 TTUss (depending on the distance between berth and stacking area) are required per STS crane. They stack the container in blocks 1-over-4- to -7-high and 5 to 8 container rows plus 1 lane for container handover laneFigure 1. 4 RTG cranes and TTUs in the stacking yard, rail yard operation by RMGs System advantages †¢ low space requirement in the stacking area because of the high storage capacity in a small area (high stacking density). The containers can be stacked up to 8- high (i. e. 1-over-7-high)1 without spacing for traveling lanes between the rows. †¢ relatively high flexibility as the RTGs can be transported to other storage blocks Rail-Mounted Gantry Crane System These cranes are mounted on fixed rail tracks with a cantilever outside the portal of cranes (see Figure 1. ). Figure 1. 5 RMG cranes with TTUs System advantages †¢ RMGs generally stack higher and span wider, with up to 1-over-7-high and 12 containers wide †¢Stacking density of the yard is higher with RMG cranes and can exceed 1,000 TEU per hectare (stacking 4-high) Automated Guided Vehicles The horizontal transport of the containers will be performed with AGVs. (See Figure 1. 6). The handover positions for trucks are located at the top-end of the stacking blocks. The stacking of the containers is usually carried out by automated RMGs.The ShC is designed primarily to convey containers between the ships’s side and container stacks served by RMG cranes. As it is able to stack containers two high it will also be used for loading and unloading road trucks and rail cars. The shuttle carrier is an alternative aim at more efficiency to handle the container transport between the stacks and the quay cranes, and still maintain high density stacking by RTG or RMG yard cranes. Figure 1. 6 RMG cranes with AGVs System advantages †¢ very low labor costs because of automation high system availability †¢ very high productivity of horizontal transport The layout and choice of our equipment and their interface will depend on, amongst others, the †¢ number of containers to be handled, †¢ availa ble area †¢ type of hinterland transport. The combination of our terminal equipment to be used will depend on if they are †¢ at the vessel, †¢ for transport tasks between quay and stacking yard ( or reverse) †¢ for container stacking, †¢ for transport from stacking yard to and from the landside operation area †¢ for landside operation itselfOperational areas: 1. The area between quay wall and container yard 2. container yard 3. terminal area of landside operations example the gate, parking, office buildings, customs facilities etc The container yard will be an intermediate storage facility meaning the containers will remain from a couple of hours to some weeks. There are different possibilities for the layout of our intermediate storage area. We may have stacking area which is compact, low ground area consuming stack without spacing known as block stack (see Figure 2. 1).In cases like these, yard gantry cranes will be used for the stacking of containers being delivered by terminal equipment of horizontal transport. An alternative is the linear stack (see Figure 2. 2) where the containers are stacked by Straddle Carriers (SC). This type of stacking will have spacing between the container rows and relatively wide terminal roads. Export and import containers will be segregated within the yard area and piled up to 4 containers high and pre-sorted for the various hinterland transport modes. Figure 2. 1 block stacking Figure 2. 2 linear stackingOperational procedures applicable for the handling of containers and container vessels calling at the ARJ Container Terminal Section A – General A-1 Abbreviations COD Change of Destination EDI Electronic Data Interchange EIR Equipment Interchange Report ETC Expected Time of Completion OOG Out of Gauge POD Port of Discharge SSDR Stevedore Ship Damage Report TOS Terminal Operating System A-2 Working Hrs The terminal operates round the clock on the following schedule: Terminal Operations 24 h rs except declared public holidaysOffice Administration 07:00 hrs to 15:30 hrs Monday to Friday except declared public holidays Gate Operations 08:00 hrs to 16:00 hrs Friday except declared public holidays Overtime rates as per Tariff will apply for all activities carried out on declared public holidays. Containers can be received at or released from the gate outside the working hrs shown above at no additional charge (except on public holidays), but prior notice should be given to the Port to ensure the Gate is staffed appropriately. A-3 Entry Passes Permanent entry passes are issued at the discretion of the Sr.Manager. Application forms are available at the main reception of the Container Terminal Administration Building. Permanent entry passes are valid for one year. Monthly & Daily entry passes are issued subject to proof of legitimate business in the terminal. Vehicle entry permits are selectively issued on providing vehicle registration and registration papers. A-4 General Cus toms Formalities The shipping line bears full responsibility for all Customs clearance formalities concerning their cargo. Section B – Landside Operations B-1 Terminal AccessARJ Container Terminal controls access of truckers to the terminal. A trucker is only allowed on the terminal after full identification of the trucker and registration of the terminal visit. Containers are only allowed onto the terminal on instruction of the shipping line that has to provide an acceptance notification to ARJ Gate Department before the container arrives at the gate. Information required will be as follows: †¢ Container ID and Booking No. †¢ Equipment Size/Type †¢ Outbound Vessel / Voyage and POD †¢ IMO / Reefer / OOG When delivering the container the trucker has to provide Container No. nd Booking No. to gate staff. All full containers will be gated in subject to clearance of Customs formalities by the shipping line. B-2 Exit Validation ARJ performs exit validation. Con tainers are only allowed to leave the terminal upon release instructions received from the shipping line, provided the customs department does not restrict the container from leaving the terminal. The shipping line must provide ARJ Gate Department with a hard copy of the release instruction. Information required will be as follows: †¢ Container ID †¢ Receiving Party Identification or Reference Number Date Restrictions if any Full containers will be allowed to depart the terminal only subject to completion of all customs formalities by the shipping line and full payment of port charges. B-3 Checking Activity at Gate For any containers entering or leaving the gate, the Port will perform a visual check and any deviations from provided data or anomalies are documented and reported to the shipping line. The check includes the following: †¢ Container ID †¢ Equipment size/type †¢ Visual damage (external) †¢ Visual damage (internal – empty containers onl y) †¢ Presence of SealIf any damage to a container is noticed at the gate, then a reference to this will be made on the gate ticket issued. Any further checking required e. g. Seal number, or further action like placing of seal or placard is chargeable as per Tariff. B-5 Customs Inspection In case ROP orders customs inspection of a container, shipping line should advise the port who will move the container to the customs inspection area and unstuff the cargo as per ROP requirement and subsequently restuff the cargo in the container, such operation to be charged as per Tariff.Section C – Vessel Operation Information on vessels calling ARJ to discharge or load containers is to be provided to ARJ planning department by the shipping line or its designated representatives. The Line shall nominate a focal point that can be reached 24 hrs a day by ARJ Planning and Operations Departments in case any issues concerning Vessel Planning / Operation need to be verified. C-1 Vessel Ar rival Notice The owner, ship’s agents or the master of the ship shall send the arrival notice to the Harbour Master 48 hrs before arrival to the Port.He should also inform the Harbour Master with the details of the Ship, its cargo, any hazardous cargo, cases of illness and any defects which affects the vessel manoeuvrability. C-1. 1 Documents Required †¢ Insurance cover for third party liabilities, wreck removal and oil pollution †¢ Ship’s registration certificate †¢ Port clearance certificate from last port of call †¢ ISPS Certificate †¢ Class Certificate C-1. 2 Establishing Communication The master of the ship shall establish communication with The Port Authority and request permission to enter the port limits, at least four hrs prior to the estimated time of arrival.The Port Authority will arrange the services of Pilotage, Tugs and Mooring Gang(s), and coordinate with ARJ Terminal Operations to have the gantry cranes and labour gangs ready. Normally cargo operations start upon lowering of the gangway from the vessel. C-1. 3 Pilotage Pilotage services are available round the clock. Activation time for marine services is 30 minutes. C- 2 Berth and Labour Planning Pro-forma vessel schedules and move counts declared by the l shipping lines form the basis for berth and stevedore / labour planning in the Quay Wall Schedule.Daily berth planning will also include: †¢ Initial vessel call information †¢ Detailed vessel call information for initial and pro-forma calls †¢ Availability of quay-wall space †¢ Vessel connections Based on this information ARJ Planning Department will prepare the day plan C-2. 1 Pro-forma Vessel Schedules Vessel string pro-forma berth windows are negotiated between the shipping line and ARJ. Berth windows are related to an estimated number of container lifts and the required day and time of the week for the vessel operation.Unless otherwise agreed, vessels will be planned for arrival and departure at pro-forma berth window. Vessels arriving within pro-forma always have priority over vessels out of pro-forma or incidental vessel calls. If it concerns vessels of the same shipping line only, this shipping line may set its own priorities, provided that it does not impact the berth windows of other Shipping lines. C-2. 2 Advance Schedules The shipping line will provide to ARJ Planning Department future projected schedules every week, from current date to 30 days in advance.Information required will be as follows: †¢ Vessel Name †¢ Inbound / Outbound Voyage †¢ ETA / ETD †¢ Service C-2. 3 Initial Vessel Call Information The shipping line is responsible for providing initial vessel call information at least 7 work-days prior to the estimated vessel arrival date to ARJ Planning Department. Information required will be as follows: †¢ Vessel Name †¢ Call Sign †¢ Inbound / Outbound Voyage †¢ ETA / ETD †¢ LOA †¢ Previous Por t of Call †¢ Next Port of Call †¢ Estimated Move Count †¢ Vessel Service †¢ Vessel Operator C-2. 4 Detailed Vessel Call InformationDetailed information is to be provided to ARJ Planning Department for line haul vessels at least 48 hrs and for all other vessels at least 24 hrs prior arrival at the terminal. Information required will be as follows: †¢ Vessel Name †¢ ETA †¢ Required ETD †¢ Expected Move Count, split as: – Total number of discharge / load moves – OOG discharge / load moves – Live reefer discharge / load moves – Empty container discharge / load moves – IMO class 1 & 7 discharge / load moves – Detailed information of any Break Bulk Cargo Upon receipt of this information, ARJ will undertake the final berth and labour planning.In case of required changes in the requested ETA / ETD, ARG Planning Department will contact the shipping line to create the best workable solution. The Port has a minim um billing per vessel call for loading/discharging of containers as per Tariff. Vessels are expected to use the Port's shore gantry cranes. Any movement or use of the vessel's gear while alongside is strictly subject to prior approval from the Port. C-2. 5 Communication on the ARJ Day Plan The Line will submit daily ETA update for their vessels latest at 10:00 hrs every day. ARJ will in turn revert with a Day Plan latest at 15:00 hrs.In order to provide flexibility to our customers, the Day Plan is always considered subject to change. Any agreements that are verbal in nature or those made after office hrs need to be confirmed in writing immediately on opening of the next working day. C-2. 7 Vessel Connections Connections other than those agreed to in the pro-forma schedule, have to form part of the Day Plan negotiations and these have to be announced to ARJ Planning Department preferably 48 hrs, but at least 24 hrs before ETA to ensure proper priority setting for the quay-wall. C-2. 8 Technical Information on the VesselFor vessels calling ARJ Container Terminal for the first time or in case of changes to the previously supplied vessel information the shipping line needs to supply ARJ Planning Department with technical information on the vessel at least 72 hrs before arrival. Technical information on the vessel consists of: †¢ Vessel Name †¢ Call Sign †¢ LOA †¢ Container Layout †¢ Lashing Plan †¢ Type of Twist Locks †¢ Type of Hatch Covers †¢ Mooring Restrictions (port / starboard side) †¢ Vessel Capacity in TEU †¢ Vessel Profile / NSD file (if available) †¢ Other peculiarities relevant to the Vessel StowageFurther details subject to planning or operational needs have to be provided upon request. C-2. 9 Notice of Readiness The Port Authority will issue the vessel with a ‘Notice of Readiness' at least 2 hrs prior to the estimated completion of cargo operations, and provided vessel confirms readiness to sail upon cargo completion The Port Authority will arrange to book Pilot, Tugs and unmooring gang(s). Section D – Load and Discharge Operation D-1 General D-1. 1 Gantry Crane Capacity Port provides shore-side gantry cranes with minimum capacity of 40 tons under the spreader and there are cranes with up to 65 tons capacity.D-1. 2 Lashing The Port Tariff for loading and discharging of containers includes the cost of lashing and unlashing of containers on board the vessel. Lashing equipment is to be provided by the shipping line. The Port will maintain safe housekeeping of lashing material at all times and handle all lashing gear in a controlled manner and in accordance with accepted safety standards. The Port will also handle discharging and loading of lashing material if required at no additional charge. D-1. 3 Hatch Cover Moves and Restows Hatch Cover moves and restows are chargeable as per tariff. D-1. 4 Use of Special EquipmentUse of special equipment for loading/unloading eg slings, frames etc is chargeable as per tariff on per lift basis. D-1. 5 Bay Planning and Stability Calculations The Port will carry out Bay Planning and unloading / sequence of containers in accordance with the information provided by the shipping line as part of its normal service. Container stow plans prepared by the Port are subject to the final confirmation by the Master of the vessel. The Port is responsible for providing information to the shipping line required for stability and lashing calculations, but the Port is not responsible for making these calculations.D-1. 6 Definition of Loading/Discharging of Containers Loading / discharging of containers is the handling by the Port of the containers between the stowage position onboard the vessel and the position in the container yard of the Port. No additional shiftings made based on any change in the information or additional information provided by the shipping line are included, and such additional shiftings made are cha rgeable as per tariff. Import / export containers pay truck loading / unloading charge as per tariff. D-1. 7 ReportingThe Port makes reports as per shipping line's required format and frequency to the operator of the vessel for all containers loaded/discharged and in case of vessels loading containers belonging to more than one shipping line, to each shipping line for their containers. D-1. 8 Storage Containers are stored in the Container Yard of the Port subject to the applicable Freetime and Container Storage rates as per Tariff. D-1. 9 Data Amendment Data Amendment charges as per Tariff apply in case the discharge and / or load lists are not provided in time to the Port, or in case there is any change to the information provided.Any Data Amendment that involves containers being shifted from one stack to another will incur shifting charges in addition as per Tariff. D-2 Discharge Operation D-2. 1 Vessel Profile Information The shipping line is responsible for communicating the dis charge, re-stow and remain-on-board instructions at least 24 hrs prior to the arrival of the vessel to ARJ Planning Department. For vessels with less than 24 hrs steaming time from the previous port, these details are to be provided as soon as information becomes available. The Bay-plan of the arriving vessel is to be sent via EDI message.D-2. 2 Discharge List Information The discharge list is to be provided to ARG Planning Department 24 hrs prior arrival for mother vessels and 18 hrs prior arrival for feeder vessels. Exceptions will be made on a case to case basis for vessels with lesser time as compared to these deadlines in which case load instructions have to be made available as soon as possible. D-2. 3 Checking Activity During Discharge (Tally) During the discharge process, ARJ will perform a visual check and any deviations from provided data or anomalies are documented and reported to the Line.This check also covers any restows. The check includes the following: †¢ Conta iner ID †¢ Equipment Size / Type †¢ Visual Damage †¢ Presence of seal (On request) Any further checking required eg Seal number, CSC plate validity etc or further action like placing of seal or placard is chargeable as per Tariff. D-2. 5 Short-landed Container When a container is reported short-landed, ARJ Planning Department will contact the Line. Information will be provided as follows: †¢ Container ID †¢ Vessel / Voyage †¢ Stowage position stated for the container †¢ Reasons for Short-LandingContainer Terminal Operational Guidelines Issued 1 D-2. 6 Over-Landed Container When a container(s) is reported as over-landed, ARJ Planning Department will contact the vessel operator. Information will be provided as follows: †¢ Container ID †¢ Seal Number †¢ Status (full / empty) †¢ Equipment Type / Size †¢ Stowage Position the container was found in †¢ IMO / Reefer information as far as possible †¢ Reasons for Over-landi ng The shipping line will investigate ownership / operator of the container and decide whether the container must be re-stowed or remain discharged.The shipping line will supply full container details to ARJ Planning Department and advise further action before vessel departure. D-3. 3 Re-Nomination of Cargo In the event of rollover of cargo for whatever reason, the Line is expected, within 12 hrs of vessel departure, to communicate to ARJ Planning Department, the name of the new vessel which will load the cargo. Every such ‘renomination' incurs a charge as per Tariff. D-3. 4 Pro-Forma Cargo Deadline In principle, all containers must be in the yard upon arrival of the vessel in order to maintain vessel schedule integrity and ensure efficient stevedore operations.The following will be taken into account: †¢ Vessel schedule reliability / integrity should not be affected †¢ Berth / Crane productivity should not be unduly impacted †¢ Line, Port and Customs requiremen ts The shipping line is responsible for ensuring that all cargo is available for loading prior vessel arrival. Same applies to cargo on hold or any other cargo released by the shipping line but not ready for loading due to any particular reason. D-3. 5 Checking Activity during Load (Tally) During the load process, ARJ will perform a visual check and any discrepancies or anomalies are documented and reported to the shipping line.This check includes restows. The check includes the following: †¢ Stowage Position †¢ Visual Damage †¢ Presence of Seal Any further checking required eg Seal number, CSC plate validity etc or further action like placing of seal or placard is chargeable as per Tariff. D-3. 6 Reporting ARJ Planning Department will update the shipping line with the ETC before and after start of vessel operation and advice the vessel and The Port Authority 2 hrs notice prior to vessel departure. Once vessel planning is completed ARJ will forward a BAPLIE to the ves sel.An updated BAPLIE will be delivered minimum 1/2 hour before completion of cargo operations. ARJ is able to provide the shipping line with EDI Load Confirmation Messages (COARRI) at frequencies agreed to with the shipping line. In addition to the EDI information a recap of the final load and a confirmed load list (CLL) will be sent to the Shipping line via E-mail earliest after vessel departure. In case of EDI failure ARJ will provide the shipping line with a Bay Plan of the load condition upon request.Any urgent or critical matters relating to discrepancies in reporting are to be addressed with the ARJ Planning Department D-3. 7 Short-Shipped Container When a container is reported as short-shipped, ARJ Planning Department will contact the shipping line. Information will be provided as follows: †¢ Container ID †¢ Vessel / Voyage †¢ Port of Discharge †¢ Stowage position stated for the container †¢ Reasons for Short-Shipping D-3. 8 Over-Shipped Container Wh en a container is reported as over-shipped, ARJ Planning Department will contact the shipping line.Information will be provided as follows: †¢ Container ID †¢ Vessel / Voyage †¢ Container Operator for the over-shipped container †¢ Status (full / empty) †¢ Category (export / transhipment) †¢ Stowage Position (if available) †¢ IMO Details †¢ Reefer Details †¢ Reasons for Over-Shipping D-4 Yard Inventory ARJ Planning Department will provide the shipping line with weekly Yard Inventory Reports for all laden and empty containers. In addition ARJ will also provide on a weekly basis a list of laden containers in the yard, which do not have a nominated on carrying vessel or POD.The shipping line will verify the missing details and revert with an update within 24 hrs of having received the input from ARJ. Any re-nomination or COD is chargeable as per Tariff. D-5 Vessel Bunkering, Repair, and Supply of Provision Vessel bunkering, repair and provisi oning activities have to be communicated to ARJ Planning Department at least 48 hrs before arrival of the vessel. These activities are only allowed after approval of ARJ and are subject to safety and security procedures issued by the Port.These activities should not delay the vessel stevedoring operation and must be completed within the operational working time of the vessel unless otherwise agreed. Only in exceptional cases may the stevedoring operations be stopped or the vessel port time extended because of these activities. Section E – Break Bulk and Over Dimensional Cargo E-1 Requirements The Shipping line is expected to provide information at least 48 hrs in advance of the vessel arrival to the ARJ Planning and Operations Department on any break-bulk activity on vessels that is planned at ARJThe following Information has to be provided: †¢ Arrival / Ongoing transportation via water / via land †¢ Handling by Container Gantry Crane / External Crane †¢ Piece count †¢ Measurements †¢ Cargo Description †¢ Weight †¢ Position on Vessel †¢ Complete description including sketches, diagrams, photographs etc in jpeg / bmp format †¢ Customs Approval Confirmation For over dimensional unitised cargo, the shipping line is expected to provide a complete Out of Gauge manifest as part of the documentation submitted for a vessel call.Undeclared, wrongly declared, poorly stowed or incorrectly packaged break-bulk or over dimensional cargo is subject to a fine as per Tariff. Port has the option of measuring and/or weighing the cargo to check the measurements and/or weight. The Port will provide warehouse for storing this cargo if required at no additional charge subject to availability. Any other equipment required for yard handling will be chargeable as per Tariff. Loading or Discharging and Quay Handling will be charged as per the applicable charges of the Tariff.Free time will apply as per the tariff for over dimensional c ontainers, and storage charges will apply as per the tariff for over dimensional containers based on the length. E-2 Restrictions Waterside handling restrictions are always subject to specific approval from ARG Planning and Operations Departments but approximately are as under: Dimensions Height Length Width Weight 10 m 18 m 6 m 65 MT Shipping lines are expected to taken to take approval from the terminal prior acceptance of bookings involving break-bulk and over dimensional cargoes.Section F – Direct Deliveries For exceptional cases there exists a possibility for accepting or delivering containers under the hook for direct loading / discharging. For safety reasons this activity will have to comply with ARJ Rules and Regulations. The Port should be advised at least 24 hrs before the arrival of the vessel at the Pilot Station of any planned direct delivery containers. The following information should be provided: †¢ Container ID †¢ Time of delivery †¢ Contents o f the container †¢ Hazardous Details (IMO Class, UN No. and Manifests as required Port of Salalah will inform the Line about the expected time of loading or discharge of the container. The requested direct delivery has to be confirmed to ARJ three (3) hrs before arrival of the vessel. Section G – Dangerous Cargo The shipping line bears the full responsibility for compliance to all rules and regulations governing the handling and transportation of Dangerous Cargo. Packing, labeling, declaration, stowage and documentation have to comply with the IMDG Rules and Regulations for Sea Containers as well as local laws and any directions given by local and Port Authorities.The Dangerous Cargo Manifest has to be provided to ARJ Planning Department at least 24 hrs before vessel arrival. The Line is responsible for content and sufficiency of the manifest. ARG will stow dangerous cargo container on the vessel as per instructions from the Line. Dangerous cargo containers pay additiona l charges for loading and discharging as per Tariff. Handling dangerous goods containers belonging to IMO classes 1 and 7 require special attention and permissions from the terminal and other competent authorities.Dangerous cargoes requiring special handling will be entitled to reduced free-time as compared to normal containers and will be subject to separate storage rates as per Tariff. Section H – Leakage / Spillage of Cargo Leakage of cargo contents from a container can be reported either by the shipping line on receiving information from the vessel or by ARJ staff while they are handling it in the terminal. On being made aware of a leakage, the shipping line will immediately advise its nominated surveyor to carry out a survey of the leaking container in conjunction with ARJ Health, Safety, Security ; Environment Department.On receiving the surveyor’s report, the shipping line will be responsible for taking necessary steps to arrange for re-packing of cargo through third party contractors or alternatively for cross-stuffing of cargoes, as per the advice received from the surveyor. Onward movement of such cargo from ARJ will be strictly subject to clearance from ARJ, that the leakage has been stopped and container is cargo and sea worthy for onward transport. Spillage of cargo will be solely on account of the shipping line as will a penalty charge applied as per tariff till corrective action is taken to stop the leakage.Section I – Container Freight Station Activities ARJ has capabilities for container cargo rework, cross stuffing and CFS activities. Arrangements can be made via the CFS Co-ordinator. Section J – Weighbridge Port has a weighbridge and shipping line can issue instructions for any container to be weighed at charges as per tariff. Section K – Miscellaneous Services Port can offer various services such as sweeping containers, fitting or removing tarpaulins, knocking down ends of flatbeds, bundling flatbed contai ners, applying or removing placards, fixing seals etc, all of which are chargeable as per tariff.Section L – Damage and Claims The Damage ; Claims Section of ARJ is responsible for dealing with damages caused to the shipping line’s equipment, its vessels or to port facilities, equipment or its personnel. L-3 Damage Caused by Third Parties If damage is caused to containers or vessels by parties other than ARJ, then ARJ will undertake repairs only at the specific request of the shipping line at its risk and account. L-4 Damage to Port Facilities/Equipment/PersonnelThe shipping line will be fully responsible for all costs and consequence arising due to any damage caused by it, to port facilities, equipment or personnel. Section M – Longstanding Cargo Consignments remaining in the port in excess of the following periods will be subject to auction. Any cargo, for which the respective Port and Customs charges have not been paid will be considered frustrated and may be auctioned and sold by ARJ after the following time periods: †¢ One Month – Refrigerated Containerized Cargo and other cargo considered perishable Three Months – All other Containerized Cargo Section N – Reefer Containers Live reefers will be plugged and unplugged as a standard activity in the stevedoring operations subject to availability of connections, at the temperature setting advised by the Line. Reefer monitoring and maintenance is carried out by the Container Service section of the Maintenance Services Department, and is chargeable as per tariff (charge includes electric supply). Monitoring of reefer containers is carried out at least every 8 hrs and any faults will be immediately reported to the Line.Export reefers can be pre-cooled if required and electric supply/monitoring charges commence from the time of plug-in. The Port can arrange PTI (Pre-Trip Inspection) of reefer containers and also can retrieve temperature data from the reefer data logge r, both activities chargeable as per Tariff. Section O – Port Safety and Security O-1 Rules ; Regulations ‘The Port of Salalah Rules ; Regulations’ is issued by the Port Authorities and applies to all users of the Port. The complete document is available on the Port of Salalah Website. Container Terminal Operational Guidelines Issued 1 stMarch 2007 30 O-2 International Ship and Port Security (ISPS) The Port of Salalah is certified as fully compliant with all requirements laid down under the International Ship and Port Facility Security Code (ISPS). All vessel operators are expected to fulfil requirements pertaining to their role as specified in the ISPS Code. O-2. 1 ISPS Measures by Port of Salalah Port of Salalah has designated a Port Facility Security Officer (PFSO) and a Deputy PFSO (DPFSO) as point of contact for all issues pertaining to ISPS rules and regulations for the Port of Salalah. O-2. 2 ISPS Requirements for the Line Shipping Agents must submit ISPS vessel certification, ETA of the vessel, Crew list, estimated port stay and last 10 ports of calls to the Port Control 48 hrs prior to vessel arrival. This information is to be sent to [email  protected] com †¢ The Ships Security Officer must submit a completed Declaration of Security (DOS) of the vessel through the shipping agent to the Port Security Officer for endorsement upon berthing. †¢ Enquiries on the Port Security Level are to be directed to HSSE department. †¢ All users of port facilities must display facility passes at all times while at the facility.To apply for pass, please contact the HSSE department †¢ Port users must stop at all facility access control for Security check. Any violation will result in rejection of facility access †¢ For further information / clarification please feel free to contact the Port Facility Security Officer. Tel. 968 23219500 ext 466 / 409 / 406 O-3 X-Ray Inspection of Containers Port of Salalah has modern X-Ray sc reening facilities, and in case any container is required to be screened, the Line should advise the Port who will make the necessary arrangements, which is chargeable as per Tariff.

The Issue Of Reflection Education Essay

Contemplation as defined by the Oxford English lexicon ( 1993 ) means ‘idea originating in the head ‘ and head means ‘seat of consciousness, thought, will, and experiencing ‘ . It seems therefore that contemplation, in an every twenty-four hours term is about believing that involves will and feeling, therefore contemplation is really personal as we are all alone persons. So, if contemplation is believing why are we being assessed on it, and how can it be assessed as certainly we all think otherwise. Are brooding model theoretical accounts, an assistance to assist me believe or an assistance to assist the assessor ‘s buttockss me? Am I being misanthropic or is cynicism accurate observation? Have we bury how to believe? Are we populating in an age where the gait of life is so fast that people do n't hold clip to believe any more? Is that why contemplation is now being incorporated into course of studies or is it to heighten acquisition and the forming of constructs and connexions? Is it to do me gain what my ain thoughts are, and which are person else ‘s? Or is it as King and Kitchener ( 1994 cited Moon 2001, p.8 ) propose to dispute my acquisition and thereby better my cognitive ability? At first I thought that contemplation was a complicated issue, but so I learnt that it was about thought. When I foremost received this assignment I ‘thought ‘ that I would truly bask it, as I would be able to be originative but whilst reflecting during the action of roll uping my portfolio, and researching for my brooding essay, I have become resentful, non because I am immune to alter but because I feel that it is intrusive and a small patronising to give me person else ‘s theoretical account or formula of how to believe. It seems that Moon ( 2001, p.16 ) would hold with me as she suggests Are pupils told to reflect when really they will merely follow a formula ( e.g. set inquiries ; rigorous attachment to the Kolb rhythm ( Kolb, 1984 ) ) ? Make pupils have their contemplations as kids own their drama? From my personal experience I would implore to differ as when I used the brooding theoretical account of Price ( 2002 ) to reflect upon my unit A assignments I found it smothering and found myself over-inflating my beliefs of segregation so that I would hold something to compose about in that portion of the model. Bolton ( 1998 ) would propose that my defensive attitude is ‘a get bying scheme ‘ and that I am defying ‘change and development ‘ . Whereas Lifton ( 1961 cited Atherton 2003 ) describes the procedure of idea reform as ‘brainwashing ‘ . For me these theoretical accounts are common sense and hence I have been resentful towards them. During one of our lessons we were given a sheet of paper with brooding theoretical accounts on it and asked to take one to reflect upon our presentation. Personally, I had already reflected upon my presentation briefly instantly after I had finished it, so once more in more deepness in my auto on the manner place and so once more in even more deepness when I discussed it with my hubby, read all the presentation press releases, and compared my presentation with everyone else ‘s. Therefore personally I do n't experience that I learnt anything by utilizing Price ‘s ( 2002 ) reflective model theoretical account. However I have since learnt upon reflecting on my acquisition manner that the bulk of my acquisition features are that of the ‘dreamer ‘ ( Cottrell 2003, p.63 ) . One of the strengths of the ‘dreamer ‘ is to reflect and measure good. Therefore I can appreciate that Price ‘s ( 2002 ) reflective model theoretical account may be more good to possibly, the leaner with ‘logician ‘ features as Cottrell ( 2003, p.63 ) proposes that their learning country to be developed is ‘personal contemplation ‘ . However I do non experience that pupils can be pigeon-holed into certain learning types, although I must acknowledge that most of my features were spot on with Cottrell ‘s ( 2003 ) dreamer larning manner. It would look that contemplation has been good to me after all, as it has made me cognizant of my learning manner or manners and made me gain that the usage of brooding models are smothering for me, hence I have thought approximately, ‘reflected upon ‘ and learnt something from ‘the experience ‘ . It seems that my learning experience is related to Boud et Al ‘s ( 1985 ) defini tion of contemplation as they defines it as A generic term for those rational and effectual activities in which persons engage to research their experiences in order to take to a new apprehension and grasp ( Draper 1999 ) . It seems that Boud et al view contemplation from the scholar ‘s point of position, underscoring the relationship of the brooding procedure and the learning experience. For illustration I have learnt from the experience of utilizing brooding model theoretical accounts that I find them smothering. Whereas Dewey ( 1993 ) defines contemplation as An active persistent and careful consideration of any belief or supposed signifier of cognition in the visible radiation of the evidences that support it and the farther decision to which it tends ( Draper 1999 ) . Dewey positions contemplation as experiential acquisition and that each experience influences future experiences. For illustration Dewey may hold that from the racial bias that I discussed in subdivision two that I take this experience with me to future experiences. For illustration through seeing some of the black citizens of Africa deformed via non being inoculated against infantile paralysis I have non hesitated to inoculate my kids against diseases such as infantile paralysis, epidemic parotitiss, rubeolas and German measles. Therefore a past experience can inform a present experience, such as whether I should let my adolescents to be inoculated against meningitis. Sch & A ; ouml ; n ( 1993, 1987 cited Moon 2001, p. 3 ) focal points on contemplation in professional cognition and its development. He has identified two types of contemplation. These are ‘reflection in action ‘ and ‘reflection on action ‘ . Sch & A ; ouml ; n proposes that these types of contemplations are used in alone state of affairss, where the practician is unable to use ‘theories or techniques antecedently learnt through formal instruction ‘ ( Moon 2001, p.4 ) . It would therefore look that ‘reflection in action ‘ and ‘reflection on action ‘ are extremely good to the attention and educational industries as practicians are working with persons who are more frequently than non, text book illustrations. Reflection is a cardinal portion of my child care pattern as I work with kids and households who are persons with alone qualities. This means that every clip I do an activity I may necessitate to make it otherwise as I w ill necessitate to see the person demands of the child/children and that of their parents. For illustration, if you were a mill worker and you packed bars your contemplation in action would n't take as long, because you would be working with inanimate objects. Therefore your contemplations may be more matter-of-fact whereas in my occupation I am covering with babies, yearlings, kids and grownups, hence my contemplations are changeless and are more likely to be based upon emotions, as I am working with persons who have emotions excessively. As the chief ethos of my pattern is to handle each kid and household member as persons, I therefore reflect ‘in action ‘ throughout my on the job twenty-four hours and reflect ‘on action ‘ , sometimes instantly after an action, and sometimes subsequently in the eventide. For illustration when a parent arrives they may inform me of the feverish weekend that they have had. This information that I am provided with affects my contemplation in action. For illustration if I have been informed that a kid is likely to be really tired today and I have planned a feverish twenty-four hours, I would be believing on my toes and accommodate the yearss activities to suit a slumber in for that kid. It would look that contemplation is a paradox as there are many different significances and types of contemplation, the above being merely a few. What is evident though is that contemplation is really complicated which is dry sing that thought is really easy. Possibly so it is non the procedure of contemplation that is difficult, ‘the thought ‘ but, it is covering with the emotions that reflection brings. Possibly I am being assessed on my contemplation abilities as they are of import to my holistic personal, instruction and pattern development. Possibly my cynicism in the debut is healthy as, No adult male who worships instruction has got the best out of instruction†¦ Without a soft disdain for instruction no adult male ‘s instruction is complete.Gilbert K. ChestertonI surely feel that I have got my initial disdain for contemplation out of my system as I have realised that contemplation has helped me do connexions such as the nexus between my learning manner and seting the practical authorship of assignments off for every bit long as possible. Contemplation has as King and Kitchener proposed ‘improved my cognitive ability ‘ , as I now have a better apprehension of contemplation and myself. I besides feel that pupils do have their contemplations as they own their yesteryear experiences which they draw upon during contemplation. Personally I do non like brooding model theoretical accounts but I appreciate that they can be really good for pupils who find contemplation hard.

Heaven Can Wait Belt Up

Commercial analysis: Heaven can wait belt up This report will discuss the issue commercial how to convey the idea to consumer. Introduction Here is a car charity commercial advertisement without any world and talk through. Only utility the background music, shocking animation and a woman sang. It brought us the shocking and stunning. At last, the image fade out, then show the slogan â€Å"heaven can wait belt up†. As the following we will talk about the commercial advertisement. Here is one of places in the world, and everything is just like normal. For a while, the clash burst out, and tree is shaking.Furthermore, we saw a car bump into a tree strongly. There are three persons on the car. All of them are unconscious. Few seconds later, their soul was department from their own body. The three people, only one of them belt, and others doesn’t. Because of the driver didn’t belt, their souls went up to heaven, so as the backside passage. But the front passenger had belt, his soul was struggle for the belt. But the belt restricted him to get rid of. At last, the belt rescues the front passenger. After that, the screen show the slogan, †HEAVEN CAN WAIT BELT UP† and fade out.This charity alarm us should seat belt when we drive, no matter you are driver or passenger. Belt can keep u safe, even heaven can wait belt up. Next, we will discuss the characteristic, animation and music. Characteristic There are only three persons in the video, the driver, front passenger, and back passenger. Besides, here are car, tree, soul and music. The animation of soul showed us a strongly visual effect. Moreover, with the music, we can feel from peace to shock. In the whole advertising, there is without any words in the video. Music All of the advertisement without any word and talk through.There are only the music and the image in the advertisement. But it strongly remained us we should belt when we drive no matter we are driver or passenger. So the mu sic here is important and indispensable, and we will discuss about the transition of the music. There are three sounds of the different types. First is peace situation with the sound of bird and nature. Then when the clash occurred, the condition was changing. At last is the song which woman song amazing music. At beginning, the surround is bird’s song and the nature’s voice. It means everything is peace and we don’t need to worry about anything.When clash burst out, everything changed. Soul of life wants to leave their body, and the women’s voice stand for life will go to heaven. Just like god summon and they must to leave. But when the women’s voice disappeared, the soul of that front passenger back with wheeze and heavy breathing, seems the life returned. Then the nature’s voice returned, and everything is back to the normal peace. In the west-country, when we die we believe we will go to heaven and get rid of the guilty, and the song wit h the women’s voice stand for the meaning of go to heaven. The sound from beginning to the end was a continuous situation.We can image the situation with the music and the animation. It shocked us the feel of visual and sound. Without any word, but tell us the safety method to drive. Animation The soul spilt from the body, they struggle but only one back to their own body. The soul means our life is weak and we need to protect by the belt. Youth are often hasty and without thinking. So the soul is just like our original nature. But the belt protect the soul get away from the passenger, so it is simply to tell us we should belt up and then we can drive. Customer analysis We will discuss that by sender and receiver’s viewpoint. SenderHere is a car commercial charity advertising which is sponsored by Axion. It is a bank company always support youth’s activities from Belgium and their focus market is youth group. So the advertisement is also made to the youth who sh ould belt up when they drive. There are two different meanings in that advertisement. One of that reminded drives or passenger who should belt up, keep your life safe. And another one is keeping your money in a safe bank account. So youth can notice that car accident without belt is closed to youth’s life. For youth, they are potential group for bank. There are some reasons we can talk about.First of all, youth are going to step into the employ market sooner, and most of them don’t know how to deal with their dollar. The second is youth don’t have enough knowledge for finance, such as we don’t know how to loan form bank and so on. Most important of all, we are too young to do the reasonable thing. Everything is fun, we must try. So the dangerous will happen when we think it’s cool. In short, if the bank can provide us a safe account to keep our dollar and we can utility money in proper method with less risk. So the other meaning is that ad is †Å"choice our bank we will provide you a safe account and protect you from the crisis†.Their niche market focus on the youth group, this group drive fast and doesn’t know how to evaluate the risk. When the disaster occurred, they can’t handle with that situation. So Axion can provide you a good solution to prevent the problem. If you go to our bank and apply our service, we will give you a safe insurance for your account. Furthermore, you also can have a loan in our bank. All in all, the sender gave us two messages. One is when you drive, you should belt up. And another one is our bank can give you a better choice. Receiver Axion is focus on the youth group, who can drive.The economic situation is in the middle of class, and the range of age is around 16 to 35. If you have the right to drive, you are the receiver. Besides, education level can range from senior high to adult and gender is focus on male. At last, we will show the video to youth who can drive and the ir age are around 20 to 30 then get the feedback from them. The feel of people who see the advertisement We showed this video to youth, and ask them two questions in order to get the feedback of video. First, what’s your first impress about the video? And can you image the situation you drive in the future?In the first question, the answer is interesting such as the belt’s effect is like magic, supplemental restraint system didn’t work, even one of them feel creepy, and the road is big but why they still can bump the tree. And the second is consistent. Because all of them said â€Å"we need to belt up†. Conclude To sum up, the video want to tell us, â€Å"HEAVEAN CAN WAIT BELT UP†. When we drive, we need to belt and that can keep us safe. It’s important for us to belt when we drive. And the other point is if youth want to choose a bank, you can find Axion’s bank. Related article: Conveyor Belt Project

Analysis of the Migration in UK, France and Germany Research Paper

Analysis of the Migration in UK, France and Germany - Research Paper Example The European Union developed from a series of inter-state relationships that were developed after World War II that were designed to assure that such a war could never occur again within Europe and to provide bonds between countries by providing for the free movement of goods, services and eventually people. The founding members of the European Union, the central fifteen states, have diverse economies and cultures, but they held in common the fact that they were advanced, rich countries with educated populations and high GDPs. The recent admittance of the EU-10 countries on May 1, 2005, has led to a growing concern regarding migration, but this may be seen as merely exasperating trends that were already occurring (Migration, 2005). The fact is that there has been a discrepancy between the avowed aims of the EU: to enable the four freedoms of movement of foods, capital, workers, and services across national borders and the often individual policies of some of the founding, and richer countries. Thus France and Germany have instituted policies, both on a public and private level, that reflect their worry about so-called "wage or social dumping" (Migration, 2005). The perceived "problem" arises from the fact that many German, Dutch, French and British firms have established employee leasing firms in lower-wage members of the EU such as Poland and Portugal. The employees hired by these countries are then often sent to the richer countries where they are paid at rates equivalent to their home countries rather than the ones that they are now working in. Thus there are many Portuguese laborers on English construction sites, and in turn, Ukrainian workers are found on Portuguese construction sites.Changes in employment practices within certain industries have been quite startling because of this movement of workers. Thus leasing firms have replaced about 50% of the c. 60,000 workers in the German slaughterhouse industry with Polish workers. While Germany has no minimum wage laws, it has attempted to regulate this movement through, among other policies trying to extend its mid-1990's law mandating union-agreed wages for all workers in the construct ion industry to other sectors of the economy.These individual country laws are often at odds with the wider push of the EU towards greater freedom. In this case "freedom" is argued to be the need for competition and lowers wages/prices in countries such as France and Germany. But these countries do not want the lower wages and what is perceived as the lower standards of living and quality of life that will occur. In an economic sense, there is a deep suspicion of the new EU countries and pus to tighten national laws, but it is one that will inevitably come up against a shifting balance of power with Europe.

Statistics on Defensive efficiancy for NBA Basketball Research Paper

Statistics on Defensive efficiancy for NBA Basketball - Research Paper Example The records are for 30 top defensive teams. The first team attains two points after a vote while the second team attains a vote following a vote. Test hypothesis This is a methodology used in statistics for the purpose of decision making using the data. This data could be from a planned observational study or a normal study. In reference to statistics, the results for the hypothesis test is termed as statistically significant if the outcome is unlikely to appear by chance only, this is according to the pre-determined probability (threshold), in a significant level. The term significance test was designed by fisher Ronald. Further tests of the kinds may be referred to as significance tests, and when these tests are accessible, we can learn whether the first sample is different from the second. Data confirmatory analysis is another term used to refer to hypothesis testing; this is contrary to data explanatory analysis. Testing statistical hypothesis is very important especially in stat istical inference (Best Joel, 2009). In other terms, this test is similar to a criminal trial; the defendant cannot be termed as guilt before the plaintiff has given supportive information to rule that. In statistics, these includes minor error; both entry and data collection. This is applied just as the prosecutor tries to evaluate the extent of guilt of the defendant. Only after enough evaluation that we can term the data suit for further statistical analysis. The first data is termed as the null hypothesis while the second is called alternative hypothesis. The first data is the one under test. Innocent hypothesis occurs when error is unlikely to occur, but minor analyses are needed because we cannot make assumptions that the data is suit for analysis. Below are the sample mean of the statistical data: The above result acts as a Test Hypotheses for statistical purposes of the data. From a physical analysis of the data, it seems to be ideal for further analytical review. This data avail pairs of data for analysis; in reference to annual results, we can note some reduction in the overall performance among the teams, other comparisons that can be made are also available, that is the game number and the rest. We can also find a mean in reference to the teams, which is the team that had the highest points in the combination of all the six games (Lindley David, 2001). The distribution of variables The available variables are these sets of data are in four pairs. In reference to this data, it is impossible to calculate the standard deviation because the data is quite complex and has many variables and entries where you need to considered more than two entries to get the mean. Standard deviation is calculator able where we are calculating to what extent the entries have deviated to the mean (Best Joel, 2009). From the variable, we can see that we can compare them vertically and horizontally. We can argue on the basis on the mean; the trend seems to increase down the cells among different teams. In this case, we will calculate the standard deviation from the mean of year 2010 for statistical purposes. Analysis for the year 2010 Mean 1.03807 Standard deviation 0.03221 Variance 0.00104 Population standard deviation 0.03167 Variance (population standard deviation) 0.001 (NBA Basketball, 2010) Statistical Inference In statistics, this means the process of designing and drawing conclusions from a specific data. In this, the main objective is to point

Religious Studies Essay Example | Topics and Well Written Essays - 750 words

Religious Studies - Essay Example II. Historical Occurrences: Historical events such as the revolution also played a part as the Father's desired a 'break' from the traditionalist British religions. The American Revolution itself has sacred tales of origins, the centre and the source for an American civil religion. (pp. 297, 298). III. Unity and Nationalism: The need for a 'one religion and many religions' also enforced the founding father's to adopt the civil religion. As early as 1749, Benjamin Franklin was already speaking about the need for 'publick religion' (p. 284). Deliberations of the continental congress 25 years after that birthed the US were filled with attention to religious details (p. 284). They adopted a religious system with a 'theology, creed and set of symbols related to their political state existing alongside the churches' (p. 284). They sought to promote nationalism. Civil religion was designed to 'unite many people from many different nations into one state (a political state)' thus creating nation and a nation state (p.285). By the time George Washington took his first oath of office in New York, civil religion was in place. It had arisen out of England Puritanism, but especially out of a union of Puritanism with the engagement of Americans (p.285). Roman Catholism was "introduced into America by Spanish, French missionaries" and introduced to the new world sacramentalism. "Sacramentalism did not end with the seven sacraments; it was a means of understanding the mystery of the church, human life, and the natural world". From sacrament perspective "the sign of God's reality was God's presence among humans". The Pope of Rome was that presence, "the sign of the church: representing the reality of God and acting as a conduit through whom God communicated with human". He was "Vicar and stood equal to the bible as a source of spiritual authority". The Catholic Church "unlike a sect or denomination" sought to include ideally all the "human race not withstanding territory or culture". It sought to include all saints and sinners. "The church was the sign of God's presence in the world". (pp. 66, 67) 4. Do you think that it's possible for modern Americans to return to the primordial religions of their ancestors Why or Why not Religion in the United States evolved over centuries from the religious beliefs of the Native American to the dominant Christianity. From Protestantism to Scientology most modern Americans are still trying to find a balance in the many denominations and sometimes adopting new ones, clearly according to their beliefs, convictions or lack of 'faith' in others. For the native Americans "culture was tradition was religion" (p. 21), while in contrast for modern Americans "religion transcended culture" (p. 21). The current era of coexistence of "one religion and many religions is a fact of American life" (p. 371) and provides solace for Americans uprooted by a

BHS 411 &#8211 Issues of Terrorism Mod 4 SLP Essay

BHS 411 – Issues of Terrorism Mod 4 SLP - Essay Example According to White (2006), the FBI is loosely linked to all America's law enforcement agencies (p. 4). However, many federal law enforcement agencies and local police executives openly resent or do not trust the FBI (White, 2006, p. 4). Most of all, "there is no system to sift, sanitize, and disseminate information to local law enforcement" (White, 2006, p. 4). These are very good points why the FBI is a vulnerable subject to cyber attacks. To launch the attack, I will first design a web log where people who have "bad encounters" or negative criticisms with the FBI can post their blogs. This will be a sort of "character assassination" that can stir emotions against the FBI, and perhaps, loose confidence to this agency. The end result will be a weaker coordination by the American people in providing information for the FBI, thus, will make it so much difficult for the agents to gather evidences and information on terrorist activities. I will also devise a sp

Negotiations Resolution & Conflict Essay Example | Topics and Well Written Essays - 500 words

Negotiations Resolution & Conflict - Essay Example Understanding the history of Northern Ireland demands the analysis of the peace process which has generally been attributed to the Provisional Irish Republican Army (PIRA) cease fire in 1994. It was this notable development that ended most of the violence and the signing of the Belfast Agreement in an effort to end the thirty years of political stalemate and sectarian violence. The chaos which were facing the region as of that time were a product of political disagreement between the political parties and in particular the nationalist Social Democratic and labor party (SDLP) which was been led by John Hume and Sinn Fein (SF) closely associated with PIRA. Political differences between the unionist and the republicans had been triggered by disagreement regarding formation of a union between Northern Ireland and Great Britain on one hand and the formation of a united Ireland on the other hand (Hennessey, 2001, p. 45). The major goal of the negotiators in the Northern Ireland peace process was ending the violence that had hit the region for 30 years. This as the parties realized, could only be achieved through a campaign aimed at permanently ending the use and support of paramilitary violence. On the part of the unionist, creation of a united Ireland would not be a good move based on a number of factors and in particular religious factors. The unionist argued that formation of a united Ireland would give the Catholic Church excessive power over the non Catholics. On the other extreme, the republicans led by the Provisional IRA wanted the formation of a united Ireland and the release of republican prisoners who were been held by the Irish government. On February, 22, 1995, a three day ceasefire was announced by the provisional IRA and this was followed by disputes over the permanence of ceasefire as declared by PIRA. These disputes were mainly centered on those parties which were still using paramilitaries and

Government Debt Essay Example | Topics and Well Written Essays - 1500 words - 1

Government Debt - Essay Example The following theories affirm that there is no alarm when government acquires debt. Attainment of key objectives in providing amenities to the citizens should be the primary concern of the government holding the people's wealth in the form of taxes, fees and fines (Burda & Wyplosz, 2005). Policy makers take account of risk factors more than the mere increase in price value of the loans before going for one. Therefore, it is imperative to say that the increase in government debt should not be a prime concern to the citizens since an amount borrowed and well spent can warrant further borrowing as the amenities set up provide an indispensable source of creating more national wealth (Gordon, 2006). As the government expands the supply of money through creating national debts, inflation is bound to occur. When the government tries to pay off this debt, the supply of money in the circulation tends to decrease causing deflation. Thus, when there is payment of any noteworthy sum of liability more than the national debt is being made at any given time; up to, ten times less, the amount is due for repayment (Gordon, 2006). This is to say if the government paid all its debt today, money supply would contract upwards by approximately ten per cent (Carlin & Soskice, 2006). This would translate into a decrease by around one third of money in circulation, and a reduction by one-third the price of the price of commodities. This adjustment period hampers the monetary trade, translating into large pay cuts and citizens not being able to afford basic amenities. This forces Companies to adjust their workforce salaries below the minimum wage rate (Wells & Krugman, 2009). It is worth denoting that a gigantic government debt should not be a bother to the citizens, as payment of this lump some debt will result to citizens bearing the complex consequences of an expensive lifestyle. It is imperative to state that a range of factors determine the coupon payment including the face value, frequency of payment and maturity of the bonds. It is vital to consider the yield on comparable investment plans in the loan repayment schedules. The government thus gets enough time to get value for the advanced loans before they are due for repayment (Pentecost, 2010). Considering the current market value of the bonds issued and debt owed, the government will pay a lower end sum amount than the amount formally lent. In case the bonds were issued to internal lenders, it significantly becomes clear that the money is ploughed back to the economy and money owed to the country’s citizens and held by the state in accomplishing fiscal objectives (Blinder and Baurnol 2010). Therefore, this implies that the size of government debt should not bother the citizens on its repayment manner as at times, the debt tends to be lower compared to the amount borrowed initially, implying that the remaining portion caters for a better and improved economy. The debt to income ratio (DTI) measures the government’s revenue that goes in settling debts (Dornbusch, Fischer & Startz, 2001). The government has a duty to cater for the welfare of its citizens and cannot collect enough revenue in taxes to cover for all the recurrent expenses, and physical developments. This necessitates for borrowing to meet the obligations and targets of the fiscal year. There is a need for

Bronislaw Malinowski's Importance to Cultural Anthropology Essay

Bronislaw Malinowski's Importance to Cultural Anthropology - Essay Example In the documentary videos related to Malinowski perused for this essay, one could see his powers of observation and synthesis. The rest of this essay will summarize the importance of the man and his works to the field of cultural anthropology. Malinowski’s ethnography of the Trobriand Islands made an immediate impact on anthropological circles. His description of the officialdom and hierarchy under Kula ring went on to become a cornerstone work in the realm of cultural anthropology. He paid particular attention to the operation of reciprocity and exchange in social groups. A key to his success is his sense of adventure, which is a pre-requisite to anyone involved in fieldwork. Along with Margaret Mead, Malinowski can be said to have pioneered and mastered fieldwork for anthropological projects. The methods employed by him for fieldwork, including ‘participatory observation’, are now established as fundamental to anthropological research. (Cravens, 2010, p.301) It is a symbol of Bronislaw Malinowski’s scholarly fame that many eminent anthropologists from his next generation took his tutelage and guidance. These included Hortense Powdermaker, Meyer Fortes, Raymond Firth, etc. Firth, in particular, had gone on to write detailed treatises on Malinowski’s works. Malinowski’s legend continues to hold firm even today, though later evolution in anthropological thought has affected it a little. â€Å"He has continued to be a great name in anthropology. But while his reputation as a superb field-worker has been maintained, his fame as a really great teacher in the Socratic tradition has been allowed to fade, and his achievement in creating a new and enduring approach to  anthropology has not been properly understood. Without him, the aridities of the  Kulturkreislehre  and the fantasies of pan-Egyptianism would doubtless have in due course been corrected and overcome. But for the younger generation of anthropologists in Eur ope, at least, he fought that battle and won it by the end of the 'twenties'.† (Troy, 1998, p.129) Of all the contributions made by Malinowski, his ideas related to ethnographic research is the most well-known. He approached the study of social systems through solid methodology and theory. It is not surprise then that one of the documentary films about his life and work is titled ‘Off the Verandah’, for he brought anthropology off the veranda and got knee-deep in fieldwork. In other words, the hands-on approach to studying cultural anthropology is one of his most valued contributions. He emphasized the importance of such ‘detailed participant observation’ for understanding distant cultures and social systems. He inspired a whole generation of anthropologists through these insightful and inspiring lectures. After his appointment as a lecturer in Social Anthropology in 1922, he gave a series of short courses on such topics as ‘Early Beliefs and So cial Differentiation’, ‘Social Organization of Australian Aborigines’, and ‘Economics of Primitive Peoples’. His seminar on Primitive Mentality ranks as equally important. His importance as a cultural anthropologist is further affirmed by the fact that he travelled far and wide in the European Continent giving lectures in Geneva, Vienna, Rome, Oslo, etc. His legacy and pre-eminence is registered by his appointment to

Respirstion Lab Report Example | Topics and Well Written Essays - 1250 words

Respirstion - Lab Report Example The hypothesis for the experiment is that if the substrate concentration of Succinate increases, then the rate of aerobic respiration increases was not confirmed. The conclusion of the experiment was discovered that succinate concentration and enzyme concentration does affect the rate of aerobic respiration. Introduction Aerobic respiration occurs in living things and is a process through which food substances are broken down to release energy in form of ATP. This process takes place in the mitochondria and requires energy. Unlike the process of fermentation where food substrate is broken down in absence of oxygen where only a lesser number of ATP are produced, aerobic respiration results in production more energy in form of ATP. The first part of aerobic respiration (glycolysis) is similar to that of fermentation and takes place in the cytoplasm. Pyruvic acid, a three carbon molecule is formed through a series of reactions on glucose molecules. Two molecules of ATP are released abse nce of oxygen as anaerobic respiration takes place (Apte et al 37). The pyruvic acid then proceeds to the next stage. C6H12O6 CH3COCOOH (Pyruvic acid) The second phase of aerobic reaction takes place in the matrix of the mitochondria. ... Objectives To investigate the factors affecting the rate of aerobic respiration Hypothesis If the substrate concentration of Succinate increases, then the rate of aerobic respiration increases. Procedure The materials needed for this experiment includes test tubes, lima beans mitochondrial suspension, succinate, DCPIP, buffer and paraffin, In this experiment, four small test-tubes were obtained and labeled B, 1, 2, 3, 4 test tubes B was blank. In the blank test tube, 4.6 ml of the buffer, 0.1ml of succinate acid and 0.3ml of mitochondria suspension was placed. The tube was then covered with a film of paraffin and inverted to ensure that the contents mixed completely. A micropipette was then used to transfer 1ml of the mixture to a square corvette. The machine was then set to read transmittance. The wavelength of the machine was set at 600nm. The corvette was placed in an open spectrophotometer. The transmitter was set to 100 where the blank was used as the baseline. In tube 1, 2 and 3, DCPIP, mitochondria suspension and the buffer were placed in measurements indicated in the table below. Succinate was not added at first Reagents Tube 1 Tube 2 Tube 3 Buffer 4.4ml 4.3ml 4.2ml DCPIP 0.3ml 0.3ml 0.3ml Mitochondrial suspension 0.3ml 0.3ml 0.3ml Succinate 0ml 0.1ml 0.2ml Succinate was then quickly added to the test tubes which were then covered with paraffin and placed in the corvette. The corvette was wiped on the outside and then placed in the samples holder ensuring that the arrow pointed downwards. The lid of the machine was closed and the readings for each sample recorded at different times. The spectrometer was reset after every five minutes using the blank as the baseline. The content of the

Introduction to Routing and Switching Essay Example for Free

Introduction to Routing and Switching Essay 1. Introduction – Computer Network A computer network is a setup which comprises of multiple computers and devices to create connection in order to support the communication of all such devices. This facilitates sharing of information and resources to all the users present in the network. The following are the main purposes that the network provides to its users:  · Communication- networks allow free flow of communication among all the users. These include chat, messages, emails, conferences, etc.  · Sharing of Resources – Resources can be shared among all the users within a network. These include: o Hardware The different computers in a network can also make use of a single hardware attached to the network. Consider the example of a shared printer attached to multiple devices in the network like in case of a university or office environment. o Software- Network also allows users to share software application programs through their computers o Files and other data – Files and data can be shared among systems in a network environment through authorized access. This helps members to work and submit tasks on the same domain and within deadlines, thus saving from hassles. 2. The Open Systems Interconnection OSI Model The hardware components of the network operate at the layers of the OSI model which are briefly discussed below: Physical layer This is concerned with the functions that carry a stream of bits over a physical medium at the mechanical and electrical level. Hubs and Repeaters operate at the physical layer of the OSI model. Data link Layer This layer categorizes data from network layer (upper layer) into frames and handles errors of the physical layer to provide to the network layer. The Bridges operate at the Data link layer of the OSI Model. Network Layer The delivery of the packet is the responsibility of the network layer which can include multiple links. Network layer can be used in cases of multiple networks where there are some links between the networks. Routers operate at the Network layer of the OSI model. Transport Layer The transport layer is also responsible for delivery of packets but it also recognizes relationship between messages. This is done in proper order and the layer also ensures control of error and flow at the source as well as the destination. Session Layer This layer controls dialog and synchronizes interaction within the network. Presentation Layer This layer is also one of the most important layers as it is looks into the syntax and semantics of the data being transferred within the network. Application Layer This layer involves interfaces and other supporting frames for the user to access the network. 3. Hardware Components within a Network The following re the basic hardware components within a network to interconnect devices (Sosinsky 33): 3.1 Network Interface Cards (NICs) These are the components used to connect to another networking medium. The NIC has a unique identification number known as Media Access Control address (MAC address) that is provided by the manufacturer. 3.2 Repeaters Repeater is a device used to transmit signals after cleaning them by regenerating the original bit pattern. 3.3 Hubs Hub connects multiple devices in the network so that they appear as a single device, therefore, it has multiple ports. 3.4 Bridges These are also hardware components that connect multiple segments of the network. 4. Network Hardware Components – Routers and Switches Routers and switches are important components of the computer network that support the above mentioned purpose of a network. These are discussed in details as under: 4.1 Routers Router is a software or device that helps in transmitting data between users in a predefined manner, thus helping in serving the purpose of the network. The data is in the form of packets that travels along the network, where the routers process the data present in the packet. In many cases there is a pre-defined forwarding or routing table used to direct the information to the appropriate destination (Beasley 62). The main tasks of the routers include:  · Ensures information forwarding to the required destination  · Keeps track and avoids information from reaching where not needed 4.1.1 Characteristics The following are the characteristics of Routers:  · The routers correspond to internet Protocols such as the internet Protocol, internet Control message Protocol, etc.  · Provides interfaces between the packet networks through the required functions  · Sends and receives datagrams  · Chooses destination for the datagram according to the routing database  · Provides support facilities for network management which includes status and exception reporting, debugging, etc. 4.1.2 Routing Routing is the process of sharing information by connecting networks and translating protocols between them. It functions at the network layer of the OSI model, acquiring addresses from the IP header of the layer to get the sources and destination. Here the Routing Protocols are used. Routers also use the routing tables to decide the destination of the packets. The routing tables include:  · Address information  · Connection Priorities  · Traffic Rules Routing differs in its delivery schemes which include the following:  · Delivery to a single node (unicast) where the node is predefined.  · Delivery to multiple specified nodes (multicast)  · Delivery to all the nodes that are part of the network (Broadcast)

Language Learning Autobiography Example

Language Learning Autobiography Example Write a detailed account of your experience of learning English so far. Start by saying what your native language is and what other languages you know. State the order in which you learned these languages and how well you know each of them. Describe when and where you started learning English, express your feelings about learning English at each stage and provide details of what helped you in your learning, what difficulties and problems you faced and the efforts you made to improve your command over the language. Also explain what influence other people (for example, your parents, teachers, siblings or friends) had on the development of your English and on your confidence in using English. Finally, end with some advice to other students about what they should do to improve their English. I am a Malaysian Chinese girl. I grow up in a small town named as Teluk Intan situated in Perak, Malaysia. My first language is Chinese and I am a fully Chinese-based school educated. Either at home or outside, Chinese is the language I used the most. Besides Chinese, I do learnt English language since during my early childhood and Malay language during my primary school level. Although I do know the other languages, still I prefer to communicate or write in mandarin. I think I have moderated level for all this three language as I am able to express my idea verbally either in written form or spoken form. I started learning my English during my early childhood. At about the age of 3 or 4 years old, by sing nursery rhythms and English poems. I learnt nursery song in the daytime at kindergarten together with some other friends at the same age with me. Hereby, I feel very happy to learnt English. The teacher always use colourful picture and However during night time, I went to a home tuition centre and learn some English together with both my sister who is 3 to 4 years older than me. In the tuition centre, I was the youngest and I feel very shy to talk to them thought they were very nice. Besides that, the teacher also told my parents that I was too small scared that I was not able to catch up. Thus I went for a few classes only. The second stage of my English learning is during my primary school level. Since I studied at Chinese-based primary school, English language is not commonly used though it was being taught in the class. In this stages, I found that English is hard but interesting. It was hard because there are a lots of grammar and rules that I have to follow while writing. However, it is interesting as in English, there are words with the same spelling but different meaning and pronunciation, words with the same pronunciation but different spelling too. Besides that under this stage, I got a very good English teacher when I was in Standard 4 whereby he used many interesting ways to teach us English. I got motivated by the teacher and the prize for the English month quiz. This motivation pushed me until I finished my secondary school. In my secondary school, I was some how like get attracted by English language. I had even join the English language club though it is a very cold club and the teacher adviser seldom do her part guiding us to do the activity. Besides that, this motivation had also pushed me to buy English novel to read. And lastly, I become a royal fans to Rick Riordan. I do even look for every of his books and keep them as precious collection. In this stage thought I have the motivation pushing me to use more English and to love English more; I still had some difficulties and feel like going to give up English. I had such a feeling because of having difficulties in understanding of literature and the way my English teacher taught us English and literature. After Form 5, I was really gave up English language for around seven months. Until I went to Tunku Abdul Rahman College to study Form 6. In the college, I met some classmate who are English educated and cannot speak their mother tongue language. Thereby, I had to use back my English. I though my English is very good, but there, I found out that my English is the worst. All my friends cannot understood what am I going to say either. I was there for about two months and was later get involve in Kirkby International College which I am in now. Yet my English being better here, I was almost gave up as the worst English I was using. However, I was being encouraged by my lecture here to use English language more. Thus, I make my effort to improve my English language. I bought a lots of English books to improve my grammar and vocabulary. Yet, my English improved as I use Manglish a lot and what I would like to say I used to translate it from Mandarin which is my mother language to English. In conclusion, learning a second language is never be difficult. It is all depend on the determination of the person. To learn a better second language, ones need to use the language frequently. Yet, I can say that my English is the best; my English improved a lot since I used it more frequently.

Obesity in Developing Countries

Obesity in Developing Countries Overweight and Obesity: The emerging Trend of Childhood Malnutrition in Urban Centre in Nigeria Abstract Background: Overweight and obesity initially thought to be the problem of the developed countries is rapidly rising in the developing countries constituting a high proportion of nutritional problem in these countries. Several factors, including changing life style and improved economic power are believed to contribute to this trend. This pattern if unchecked is known to lead to several medical complications and hence the need to assess the burden of this condition, factors contributing to the rise and possible ways of reversing the trend. Method: Four hundred and twenty primary school children from public and private schools were selected using multistage stratified random sampling. Relevant information were obtained using a questionnaire, and anthropometric indices were recorded. Data obtained were analysed using SPSS version 16, and frequencies were compared using Chi square. Result: Seventy three (17.4%) of the pupils were found to be overweight/obese. Pupils from private school accounted for majority of these cases with 28 (13.3%) and 29 (13.8%) of them being overweight and obese respectively. High socioeconomic class and consumption of energy dense diet were significantly associated with high prevalence of overweight/obesity (P Conclusion and Recommendation: Prevalence of overweight/obesity among primary school pupils is quite high in Lagos, Nigeria. High socioeconomic class, consumption of energy dense food and lack of adequate physical activities appear to be major factors contributing to this high prevalence. Introduction of daily school meal and mandatory physical activity in all the schools would go a long way in imbibing healthy eating and life style pattern into these children. Public enlightenment and campaign on the importance of healthy life style and complications associated with overweight and obesity would probably reverse the trend. Key Words: Overweight, Obesity, Primary School Pupils Introduction Malnutrition is a serious public health problem that is caused by either deficient or excess intake of nutrients in relation to requirements. Under nutrition (Nutrient deficiency) has been the prevalent type of malnutrition in developing countries like Nigeria.1-3 This has been attributed to the synergistic interaction between several factors, most importantly, inadequate nutrient intake and infection.4-6 This is not the case with developed countries like the United States of America (USA), where over-nutrition is a major challenge amongst the school aged children. Studies done in the USA on the overweight status and eating patterns among adolescents showed that the prevalence of over-nutrition was higher amongst those from a low socio-economic class.7-9 Recently, overweight thought to be the problem of the developed world is spreading to the developing world.10 Several studies in Africa and other developing countries have documented an emerging trend of malnutrition with overweight and obesity increasing at an alarming rate in comparison to under nutrition.10-12 However, in these developing countries, contrary to the finding in USA, overweight and obesity appear to be commoner among the high socioeconomic class.13-15 The effect of urbanization and the associated change in life style have been shown to contribute immensely to the current trend of malnutrition in the developing countries.16,17 However, children of low socioeconomic status from such urban centres remain significantly associated with under nutrition rather than over nutrition.18 This further underscores the central role of socioeconomic status in malnutrition. The increasing rate of overweight/obesity means that obesity-related chronic diseases are likely to become common among the children. Being overweight is known to significantly increase the risk of asthma, Type 2 diabetes, gallstone, heart disease, high blood pressure and several other diseases.19 This will further impose a great challenge to the already over stretched health care system in the developing countries. We thus aim to assess and compare the prevalence of overweight/obesity among primary school pupils attending public and private schools, in Ikeja Local Government area of Lagos and to identify common factors associated with overweight. The information generated would be useful in guiding the concerned authorities in designing appropriate interventions in the various schools. Materials and Methods Study area: The study was carried out in public and private primary schools in Ikeja Local Government Area (LGA) of Lagos State Nigeria. Ikeja is the capital city of Lagos state, the most populated and urbanized state in Nigeria with over 10million residents.20There are 114 registered private primary schools and 32 public primary schools in Ikeja Local Government Area. Study design: It is a field-based cross-sectional descriptive study Study Population: This consists of pupils in public and private primary schools in Ikeja LGA. Sample Size determination: Calculated minimum sample size for each group of school is 200 pupils. Sampling method: Multistage stratified random sampling was used. Based on the numbers of schools, three Private and two public primary schools were selected. Participants were selected randomly using the class register as a template in each of the classes of the schools selected. Exclusion criteria: children whose parents denied consent, children with obvious skeletal deformity and those with known chronic medical conditions like Chronic renal failure, heart disease etc. Ethical consideration: Ethical clearance was sought and obtained from the Ikeja LGA Education Authority. The head teachers of the selected schools also gave well informed expressive approval after receiving appropriate information. All the selected pupils were given consent form and introductory note to the study to their parents for their signature or thumb print. There was no consequence for the pupil if he or she refused to participate or parents denied assess. Data obtained were treated with confidentiality and only for the purpose of this research. Study procedure: A structured questionnaire was used in collection of relevant information required to meet the objective of the study. All the participating pupils were interviewed at school, while the section to be completed by the parents were sent through their wards and were returned the following day. Information obtained included socio-demographic data like: age, gender, parents’ occupation, average monthly income and educational attainment. Information on dietary intake include type of diet, frequency and 24 hours dietary recall. Involvement in exercise and physical activity were also sought. Socioeconomic status was assessed using the model by Ogunlesi et al 21, while the dietary pattern of the child was assessed using food frequency questionnaire (FFQ). Weight was measure using a bathroom weighing scale with sensitivity of 0.5KG while height was measure using a stadiometer. Nutritional status was determined using the Z- score system in accordance with National Centre for Health Statistics/ World Health Organization (WHO) reference value.22 Data analysis: The data obtained were entered into and analysed using EPI INFO version 3.5.1. Tables were used in data presentation. Chi square and Fisher’s Exact test were used in comparing frequencies. RESULTS A total of 420 children were studied, 210 pupils from each group. The children from the private schools were younger with a mean age of 7.7Â ±1.9 years as against 10.3Â ±2.6 years for those in public school (t=11.58, p=2=305.34, p= The dietary pattern among the two study groups were significantly different; 90 (42.9%) pupils from the private school consumed beef daily as against 49(23.3) from the public schools. Similarly, approximately half 103(49.1) of the pupils from the private school eat white bread daily as against 45 (21.4%) from the public schools. Seventy five (35.7%) and 29 (13.8%) eats eggs while 44(21.0) and 11(5.2%) eat fried plantain and yam for public and private schools respectively. Again 25 (11.9%) and 13(6.2%) from private and public schools consume at least a can of coke/Fanta daily. These differences were all statistically significant P= Regarding extracurricular activity, the pupils in public schools engaged more in physical activity compared to those in private schools. One hundred and thirteen (53.9%) pupils from the public schools trek daily for a distance of at least one kilometre as against 8 (3.8%) pupils from the private schools. Similarly, 77(36.7%) pupils from the public schools engage in competitive sports daily as against 33(15.7%) from the private. The difference between the two groups regarding physical activity was statistically significant P= Table II shows the distribution of the study population by BMI percentile. The nutritional status varied significantly between the pupils from the public and private school. While under-nutrition was the predominant form of malnutrition in the public schools 33(15.7%), overweight and obesity predominated in the private schools 57(27.1%). Table III below show the effect of various studied variable on BMI percentile. The highest frequency of overweight was observed among those aged 5-6years while the least frequency was among those aged 11 and above. This pattern was statistically significant (X2=21.90, p= 0.01). Although more female pupils when compared to male pupils, were found to be overweight, but this was not statistically significant. More than half (50.9%) of the pupils of low socioeconomic class were undernourished while majority of overweight children (76.7%) were of high socioeconomic class. This pattern was statistically significant (X2=150.0, p= Discussion The overall prevalence of 17.4% for overweight and obesity in this study is quite alarming though similar to the findings from previous studies.6, 12, 23 Owa et al12 reporting from Nigeria in 1997 found a prevalence of 18% for obesity among children aged 5-15 years using fat mass percentage and body mass index based on the US standard. Similarly, Mogre et al23 reported a prevalence of 17.4% for overweight and obesity from Ghana in 2013 among school aged children (5-14 years). This finding from this study and the others above further support the rising trend of overweight and obesity among children in developing countries and that the burden of the problem might not be different from that in the developed countries.24 However, other studies have found much lower prevalence for overweight/obesity. Adegoke et al 14 in 2009 reported a prevalence of 3.1% for overweight/obesity from Ile-Ife South West Nigeria using anthropometry, while Alkali et al 15 in 2015 reported a prevalence of 6.5% from Gombe in North East Nigeria. These lower prevalence reported by Adegoke et al(14) and Alkali et al15 may be due to the difference in socioeconomic status between the study-populations, while greater than 86% of our study population were either of middle or upper socioeconomic class, 48.2% of those studied by Adegoke et al14 were of low socioeconomic class with only 19.6% belonging to the upper class. Although Alkali et al15 didn’t give socioeconomic distribution of their study population but Gombe located in the North East of Nigeria is a small town with small scale businesses and subsistence farming as major occupation compared to Lagos which is the most industrialized City in Nigeria. Furthermore, we studied children in primary schools alone but Adegoke et al14 as well as Alkali et al15 studied both primary and secondary school children. It has been severally documented that prevalence of overweight/obesity decreases in children with advancing age.25,26 In contrast to the developed countries where overweight/obesity is commoner among the low socioeconomic class7-9, majority 56 (76.7%) of these overweight children in this study were of high socioeconomic class. This pattern is similar to findings from other studies from other developing countries13-15,27. This fact was further confirmed by the significantly higher incidence of overweight/obesity among pupils from Private schools compared to those from public schools. In Nigeria, Privates schools particularly in the urban centres charge exorbitant fees affordable only to the rich while public schools are usually free and attended by the low socioeconomic class. In this study, 83.8% of the pupil in public schools were of high socioeconomic class as against 1.9% of those in public schools. Several factors could be responsible for this increasing pattern of overweight/obesity among the affluent class in the developing countries. In the first place, the parents of these children are likely of the working class with little or no time to plan and prepare healthy food for them.28 It is also known that such parents in an effort to compensate for the deficient care constantly provide junk food and snacks for these children.29 Nutritional habit and pattern have been shown to influence the nutritional status of the society.30 These are further driven by aggressive advertising practises, relatively low cost of energy dense food and improved purchasing power which are now most prevalent in developing countries and conducive for the development of overweight and obesity and subsequently the associated morbidities.31 This is in agreement with the finding in this study from Lagos, the most urbanized State in Nigeria, in which Children from the private schools and of high socioeconom ic status significantly consumed food of high energy density such as soft drink, egg, white bread, etc when compared to those from the public and low socioeconomic status. Sedentary life style has been well documented as a cause of overweight and obesity29,32,33 in children. Pupils from the private schools were significantly less involved in physical activities when compared to those from the public schools but engaged more in indoor activities like television viewing and computer games. Similar to previous studies, this practise was significantly associated with overweight and obesity. The low level of physical activity among those in private schools could be due to several reasons. Most of these children are usually driven in car to school by their parents or use the school bus. This is in contrast to the public school which lack school bus and majority, 53.9%, of the pupils trek to school daily. Secondly, while most public schools are usually sited in a planned location with enough space for sporting activity the same cannot be said of the private schools which do not have enough space for outdoor activities with only 15.7% of the pupils engaged in competitive sports. Pressure on the pupils from affluent society for good academic performance including regular extra lessons at home after school hours could also contribute to lack of outdoor activities at home. In this study, overweight and obesity were higher among the younger age groups compared to the older pupils with the highest frequency of 18.2% among those aged 5-6years. Similar pattern of decreasing incidence with advancing age among children less than 13 years was also observed in a study from India25 and Saudi Arabia26. However, other studies have found a contrary pattern: increasing incidence with advancing age34. The reason for this variability in finding is not clear. Females had slightly higher prevalence of overweight and obesity when compared to the male, though this difference was not significant. This is similar to the finding of Mohana et al 35 from India. The effect of gender on overweight and obesity in children remains inconclusive, while several studies have found significantly higher prevalence among the female gender 34,36-38 others have reported significantly higher prevalence among the males.39-41 The reason for this variability is not clear but studies with higher female prevalence have suggested cultural factors as a possible explanation as female children in certain society mostly engage in indoor activities. Conclusion and Recommendations The prevalence of overweight and obesity among children living in urban centres in developing countries like Nigeria is quite high and is comparable to that in the developed country. This problem is mainly a problem of children from high socioeconomic status. Dietary pattern and sedentary life style are important factors contributing to the high prevalence among these group of children. In contrast, under-nutrition has remain a major problem among the low socioeconomic status. We recommend introduction of school meal program in both the public and private school to augment calorie intake among the public school children and modulate same for those in private schools. Provision of sporting facilities must be made mandatory requirement for registering of private school and if already a requirement must be enforced on new and existing private schools. Finally, public enlightenment on the medical implications of overweight/obesity in children should be aggressively pursued by the relevan t agencies before the complications begin to set in. Conflict of Interest The authors had no conflict of interest whatsoever to declare