The Once And Future King - Arthurs Failure Essay -- essays research pa

"He was only a man who had meant well, who had been spurred along the course of thinking by an eccentric necromancer with a weakness for humanity. Justice had been his last attempt-to do nothing which was not just. But it had ended in failure" (White, OAFK 634). The "he" in this passage refers to King Arthur, the main character in T.H. White's The Once and Future King and Book of Merlyn, who failed in his attempt to unite England due to the mistakes made by him and those close to him. Arthur, betrayed by those close to him, not properly educated on the greedy, selfish, and violent heart of man, failed in his attempt to create a stable, progressive, and peaceful society.To begin with, those close to Arthur made mistakes that would lead to his eventual downfall. Merlyn's forgetfulness kept him from informing Arthur of his mother's name. "...but suddenly he remembered it in his sleep-the simplest thing! It was Arthur's mother's name which he had forgotten to mention in the confusion!" (White, OAFK 310). If Arthur had known the identity of his mother he would not have slept with his own sister, "...but it seems, in tragedy, that innocence is not enough" (White, OAFK 312). This account with his sister created Mordred, who, taught by his mother that revenge had to be taken, would be his father's killer. Others close to Arthur betrayed him as well. Gwenever's selfishness and jealousy as well as Lancelot's "evil steak" played an important role in the King's downfall. They chose to sleep with each other behind the King's back, knowing that the discovery of their affair would destroy his life's work. If Gwen and Lance could have just come to the realization that they could not sleep each other and still be loyal to their King, this tragedy would not have taken place. Perhaps Lance put it best when he said "...your friend can hardly be your friend if he is also going to be your betrayer" (White, OAFK 336).Arthur did not receive a proper education on the greedy, selfish, and violent heart of man. As the young Wart growing up in the Forest Sauvage, Arthur "...had been taught by an aged benevolence, wagging a white beard. He had been taught by Merlyn to believe that man was perfectible: that he was on the whole more decent that beastly; that good was worth trying: that there was no such thing as origi... ...as he felt that the nature of men could be perfected. In T.H. White's OAFK and BOM, Arthur, not give the proper education on the violent, selfish, and greedy hearts of men, was not able to create a stable, progressive, and peaceful society because he, as well as those close to him made mistakes that eventually led to his downfall. Arthur grew up in a loving and kind environment, making him incapable of hate, jealousy, and greed. This led him to forgive and love those who betrayed him and treated him badly. His close friends, in return, continued to betray him for they, not being capable of such decency and kindness as he put out, knew he would love them no matter what they did. The task set before this kind and good-hearted king was doomed to fail. Just as the grass-snake told him in the Book of Merlyn, "You will fail because it is in the nature of men to slay, in ignorance if not in wrath. But failure builds success and nature changes. A good man's example always does instruct the ignorant and lesson their rage, little by little through the ages, until the spirit of the waters is content: and so, strong courage to Your Majesty, and a tranquil heart" (White, BOM 128)

Resource Allocation: An Economic Problem :: essays papers

Resource Allocation: An Economic Problem Selected Issue and Background The issue, which I have chosen to investigate, is the allocation of resources, which are primarily money, by a local authority, namely the City of Westminster Council. The reason why this allocation of resources has become an economic problem is because money is a finite resource, so therefore there is scarcity and the council have to make choices as to how to allocate the resources they have been given. This type of resource allocation is different to that faced by a private company as they have the opportunity to expand and increase their resources, whereas local authorities often do not have the ability to increase their resources overall, rather than deflecting resources from one need to another. The Westminster council has to allocate money to various departments from this general fund. This money has to be allotted to the various departments, which require funding such as Education, Environment and Leisure, Finance, Housing, Planning and Transportation and Social services. Not only does the council have to simply allocate resources to the various departments, but it also has to judge how much of the allocation, education for example it chooses to spend on using its own staff and facilities to produce a service, rather than contracting out other companies to provide the work for them. Up until a point the department can use its existing funded facilities such as administration and technology to produce a service such as transportation and planning. An example of this may be how road maintenance is carried out. For many small roads the local authority transport department may be able to re-surface roads for a very small cost, for example  £1,000 per 10m. This is very efficient for the local authority as much of the capital; labour, land and enterprise are already in place. However for bridges for example the local authority lacks the equipment, i.e. capital and labour to provide the service to repair them. In this case it would no longer be efficient to acquire the necessary labour and capital to repair the bridge. This might work out at  £10,000 per meter. At this point the choice appears whether to contract out the repair of the bridge to a private company who have the capital and labour to provide this service more efficiently, or to acquire the necessary resources to perform the task themselves.

othello review Essay -- essays research papers

Shakespeare has produced an incredibly large library of work, including 38 plays and countless sonnets. His plays are divided into four main sections: the Histories, the Tragedies, the Comedies, and the Romances. Othello falls under Tragedy, as it ends with the death of numerous characters, including the principals. Shakespeare's work has been produced since the Renaissance in all artistic mediums from the original theater to opera, symphony, film, and ballet. It has also been consistently revisited countless times by the same artistic medium because it is said to be timeless. Othello's main topics are love, murder, jealousy, miscommunication, chastity, history, and even magic. The play encompasses the classic elements of Shakespeare's tragedies, pulling in a bit of history and military strategy. It opens in Venice, a widely known city of artistic and military strength and moves to Cyprus, a small island in the Mediterranean. The majority of the play takes place in Cyprus, where the typical Shakespearean motifs of miscommunication and vengeance for disloyalty are explored. Many of Shakespeare's comedies and romances focus around this problem of communication between lovers and friends. Othello, however, takes this quandary to the tragic level, as he presents intricate plots of revenge and primitive murder on the basis of unfaithfulness. This play attacks many serious issues, often ignored during the times. The title character is a Moor, an outsider, someone differentiated b...

An appreciation of ‘The Tell Tale Heart’ by Edgar Allan Poe and ‘The Confession’ by Charles Dickens Essay

This assignment asks for an appreciation of the stories by Edgar Allen Poe ‘The Tell Tale Heart’ and Charles Dickens ‘The Confession’. I will start by exploring Edgar Allen Poe’s story and style of writing, how it captivates the reader, building suspense and terror. I will then explore Charles Dickens ‘Confession’ And finally following my analysis of the two stories I will compare and contrast the different styles. Edgar Allen Poe’s story ‘The Tell Tale Heart’ describes how the perpetrator plans and executes a vicious attack on an old man. This story is told in an autobiographical format with the author describing his state of mind, questioning his own sanity. He calmly describes how there was no object or passion that caused him to commit the heinous act of murder as he describes his love for the old man. His only explanation is his victims ‘eye’ which he describes as vulture like and intimidating. He disassociates the ‘eye ‘ from the old man and it is the eye that drives him to commit the crime. He talks of his dissimulation in planning the old man’s death and how e treated him during the week prior to killing him, how he taunted him, stalked him, and preyed upon him at midnight (witching hour), this sinister act of voyeurism is unpleasant and adds to the tension of the story. It was only until the seventh night when he realised that to rid himself of the ‘Evil Eye’ he need to have the old man’s eye open to commit the act. On the eighth night he describes how he carefully taunts the old man describing his actions as clever and skilled, hysteria sets in and finds the events exhilarating, which is further compounded by his knowledge that the old man was fearful of intruders and robbers to realise the real danger is from within. He describes the fear and panic the old man is experiencing when he hears someone in his room, he goes on to empathise and understand how the old man is rationalising for the noise he heard. The author gives a description of a Grim Reaper, stalking in the shadows and enveloping the victim. He builds suspense and describes the web that he’s weaving to rid himself of the ‘vulture eye’. He describes seeing the ‘eye’ as freezing him and bringing his focus purely on the ‘eye’ completely detaching the old man from the ‘eye’. He recalls hearing the old man’s heart beating like a drum ‘It was a low, dull, quick sound- much such as a watch makes when enveloped in cotton’. His acuteness of hearing increases the loudness of the heart beat it’s then he describes nervousness mixed with excitement. It’s with this increasing loudness that he fears he will by heard by neighbours that he enters the room dragging the old man to the floor pulling the mattress on top of him, where as the heart beat becomes muffled and finally stops. He describes the man as being stone dead and not troubling him any longer. In the concluding paragraphs he talks of how he concealed the body, dismembering the body cutting off the old man’s head and limbs and depositing them under the floor boards, believing himself to be clever. However the actions at such early hours raised suspicions. This brought three policemen knocking at the door, alerted by a neighbour hearing a shriek, in the middle of the night. The murderer invited the policemen in to search the house and take a rest from their duties. He showed his boldness, by placing the chairs above where he concealed the body. It was then he describes hearing a ringing much the same as the beating of the heart. He describes it as catching his breath, in fear that the officers also heard the beating. His anxiety increased and his paranoia set in. With the policemen not making a move to go he feared that they had heard the beating, it was so loud to him he thought they were bound to hear it and that he confessed to committing the deed and exposed the body to the police. There the story ends and we can only guess at the murderer’s sentence. ‘The Confession’ This is an autobiographical story which takes places in a retrospective view of the author’s life. This is a story that tells a confession of a condemned man. He talks of his childhood where he is victim to his own low self esteem with a few friends and his relationship with his brother. He is extremely jealous of his sibling because he perceives him as better than him ‘He was open-hearted and generous, handsomer than I, more accomplished, and generally beloved’ his friends and acquaintances would say ‘†¦they were surprised to find two brothers so unlike in their manners and appearance’. Then it tells of how his brother has been struck with a terminal illness. He talks of his marriage to his brother’s sister-in-law and describes this additional tie as estranging them further. He disliked his sister-in-law for he felt she could see through him, and see his jealousy, and so he could not meet her eyes but felt hers constantly digging into him. Only relieved by a quarrel, and her subsequent death, she both frightened and haunted him. She died shortly after her birth of her son. And on his brother’s death bed the child was placed in his care and should the child die all property and possessions pass onto to his wife. With ‘†¦a few brotherly words with me, deploring our long separation; and being exhausted, fell into a slumber, from which he never awoke.’ The author talks of his own childless relationship and how his wife took the place of the child’s mother. It was the child’s infatuation with his wife that he found disturbing as within him he saw his natural mother’s intuition, her face and her spirit which caused him to mistrust the boy to the point of obsession. He increasingly become uneasy in the child’s presence, he showed him fear and hate. The boy kept his distance whenever possible. He could not recall when these feelings came upon him and initially he wished the child no ill. The thoughts crept upon him until they overtook his whole thought patterns. He describes uneasiness when in the child’s focus, he become fixated on how easy it would be to kill the child. He began stalking the child, watching him, undertaking his tasks. As in the Tell Tale Heart this unhealthy voyeurism is vividly described to great effect- ‘I never could bear that child should see me’ in the Confession and ‘†¦ a pale blue eye, with film over it. Whenever it fell upon me, my blood ran cold†¦Ã¢â‚¬â„¢ in a Tell Tale Heart. He goes on to describe how he grooms the child by modelling a model boat and waiting for him to go to the river to float it where he had planned to carry out the crime. He describes how he waited for three days until the child went to the river and when he was about to commit the crime the child saw his shadow in the water. It was as if the child’s mother’s eyes were starring back at him. In a moment lost in time the author appears to have mixed recollections of the event, one the child running for escape and the other when he is confronted with the child’s dead body lying at his feet stabbed by his sword. With his wife away from home he planned to bury the child in the garden and he became obsessed by the murder he committed. He talks of his feigned distress at being told the child was missing and how he had to break the news to his wife. He carried out the actions of a grieving parent raising no suspicions whilst all day long watching the new turf being laid hoping to add speed to the process. He talks of disturbed sleep, waking from nightmares and constantly needing re-assurance ‘†¦ and thus I spent the night in fits and starts, getting up and lying down full twenty times, and dreaming the same dream over and over again,’ he became paranoid and terrorised by his actions, fearful of discovery; he started to hear whispers on the wind- ‘†¦ a breath of air sighed across it, to me it whispered murder.’ This increased his fear. Then he goes on to describe how on the fourth day visitors from his earlier regiment called upon him. He invited them into the garden and set the chairs out on top of the child’s grave. They ask after his wife and the child, unsettling him a ‘theme’ in his life and his paranoia sets in. He is obviously terrified they would discover his secret. In attempt to hide his fear he asks the men if the child has been murdered. They attempted to re-assure him there was nothing to gain from killing an innocent child. Then as they were attempting to raise his spirits, two bloodhounds bounded into the garden and began pacing and sniffing the ground, until they came upon the murderer’s chair they began to howl. The visitors said that the dogs had made a discovery. It was then the murderer became hysterical that his two visitors after a battle restrained him, during which time the dogs tore at the earth and on seeing this, the murderer dropped to his knees and confessed the truth and begged for forgiveness. Then he retracts his confession for which he’s tried and found guilty. His only Solace is the fact that his wife has lost all her faculties and does not know his and hers own misery and his guilt. I wonder, however, if our ‘hero’ was truly repentant or just searching for sympathy since he has been found out – disguising what was really inside as he had done all his life. Perhaps we’ll never know the real badness. There are many similarities between both stories. ‘The Tell Tale Heart’ is autobiographical description/confession of the murder of a victim known by the perpetrator. It describes the careful process and preparation/planning of the murder and how the murderers own paranoia and psychosis results in the confession. They both describe the careful stalking of the victims. ‘The Confession’ by Charles Dickens is also an autobiographical description/confession of the murder in which the victim is known to the murderer and also he describes the preparation and once again has confessed as a result of paranoia. Both stories use the technique of repetition to create tension and suspense, and the use of short sharp sentences are also used to construct the state of panic of which both murderer’s encounter when they are discovered. The contrasts between the two stories are that ‘The Tell Tale Heart’ by Edgar Allan Poe talks of his love for the victim, but fear of the eye. There is no financial gain to the murder on the death of the victim. The author describes no regret or remorse for the act and prides himself on the cleverness of his actions, Edgar Allan Poe tells the story through a psychotic murderer, whereas in Charles Dickens ‘The Confession’, the author tells the story through more of a thinking and tactical murderer. The author dislikes the victim altogether with no love loss between them. There is a gain from the death of the victim. And during more rational times the murderer talks of much regret and remorse.

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.

Brazil Race Relations

Brazil Race Relation Brazil is one of the most visited place in the world and also one of the most diverse countries in the world. More than 75millon people of African decent live in Brazil, this makes it the second largest black population in the world. Its attracts a large number of people because of it architecture, slums and rainforest. Brazil is contradictory because its was the last country to abolish slavery but also the first to claim that it was a racial democracy. Most people might not know that Brazil has its racial problems and that it has been going on for a long time.Brazilian race relations and conceptions of race are somewhat different from the United States. In Brazil most African descendents are people live in slums called the favelas. The favelas are small over-crowded communities, which are built on hills. One of the largest is in a city called Rio de Janeiro and it’s full of hundreds of poor urban people. Some Brazilians would argue that there aren’ t any racial inequalities in Brazil, which is actually false. Many brown and blacks who live in the favelas do not have the same opportunity as the white Brazilians who live in a more suitable environment.The â€Å"2010 census showed that 51% of Brazilians identify themselves as black or brown. † (The economist 2). The income of white Brazilians is more than the black and brown people in Brazil. African descendents have disadvantages in education level, medical treatment , and other important things. They are also at the bottom of the social pyramid, because of racial inequalities. They live in the poorest and most dangerous communities and there aren’t really any securities in the favelas. The social status and economic advantages were based on how light a person's skin was and if they have European ancestry.The United States and Brazil are different because in the U. S race is weighted in a very different way but in Brazil race is described as if one were describing the color of the rainbows. The United States is home to a lot of immigrants and has a middle class where if people were poor they could climb up the pyramid. People also argue that unlike in the U. S slavery , Brazil never segregated anyone. Although there was no segregation there is a huge difference in the gap between blacks and white in Brazil. In Brazil dark skinned Brazilian who made the same amount of income as the white Brazilian tends to live in concentrated poverty areas.During the slave trade, slaves were shipped to Brazil 10 times more than to the United States. Brazil had a cheaper slave trade and was more convenient. Slaves in Brazil were treated more brutally than the slaves brought to the U. S. Slaves in the U. S were fed more, had better places to sleep and had better clothes. The Brazilian society is still unequal for example, after slavery was abolish the white Brazilian wanted to eliminate the blacks by getting number of immigrants from Europe to come to Brazil. T hey wanted the white Immigrants to over populate the blacks and breed with them, so African decent would be eliminated.Brazil socially diminished blackness and encouraged the black Brazilians to detach themselves from their African ancestry. This kind of act never took place in the U. S rather blacks and whites were just segregated. Unlike the U. S where racism was open Brazil pretended as if though there was no racism. The United States has a Black president and some of the Blacks that lives there are millionaires different from Brazil where it’s not like that. Racism in Brazil is veiled and that is why most people think that there was no inequality or racism.In reality Brazil is one of the most racist and unequal countries in the world. Blacks in Brazil are not allowed to talk about race because it is believed in Brazil that racism doesn’t exist and that there is no inequality. Although Brazilians think that there is no racial inequality in Brazil there actually is. People who live in the slums of Brazil claim there is inequality. In some ways Brazil and the United States are similar, but some Brazilians might argue that racism in Brazil is very different from the United States. In both Brazil and the U.S the whites have more advantages than the blacks. They are ensured to get a job and a decent job too. For example, if black people apply for a job in U. S or in Brazil they are most likely not to get the job because of their race or skin color. Another example is that most African descendents in Brazil and the United states live in the poorest communities and are separated from the whites. Take for example Chicago; it is has some of the most segregated communities in Chicago. In these communities there are a lot of blacks living there , just like in Brazil with the favelas.The neighborhoods in some of the United States are just like some Neighborhoods in Brazil and it is very poor and there is violence in the communities. Also Brazil and Americ a are also alike when it comes to the way blacks are viewed and how they are looked down upon. In Brazil and United blacks were seen as ugly people and it was said that the black women were too muscular. In the wealthiest part of both the U. S and Brazil it is mostly whites that live there. for example in hotels, restaurants, television and magazine it only features white Brazilian.Moreover there are a lot of similarity between Brazil and American but both countries are denying having thing in common which they do. Black women in Brazil and the United States both of problems with their skin color, shortness and texture of their hair, which is why they do something about their hair for example, in brazil the women do not like the way their hair looks so they go to the salon to have it straighten or curled just like the women on the television. In both United States and Brazil the education system for the blacks are different from the whites.Also both of the countries have thought abo ut using affirmative action to help racial diversity. For example affirmative action in Brazil is to help get African decent in Brazil into universities. It is said that brazil only hope of achieving racial democracy is by affirmative action so that they can get the a little bit of privilege as the whites in brazil, just like in the United States. Blacks in Brazil and in the United States are treated unfairly and they have a lot of disadvantage over the whites. Just like the blacks in American help to build the U. S for 100 years so did the blacks in Brazil and they are the ones under the pyramid.It may seem like Brazil has no racism inequality in really does but because it is been veiled and pretend to be has it there is none. Most people wouldn’t know that Brazil has a lot of racial problems going on because of how it been covered. Regardless of it not been a segregated country or having klu Klux Klan it still is a very racist country where the majority of the people living there are living in poverty. Brazil is undergoing changes at this time hopefully it is able to clear up it racial problem, but it doesn’t look like it will be solved anytime soon.

Thomas Hart Benton

Thomas Hart Benton was born in Neosho, Missouri in 1889. His family had a notable political history: his father being a congressman. Benton’s family had a political career planed for him from the beginning. To this he always rebelled, as he had a natural inclination towards art. In 1907 the artist began his studies at the Art Institute of Chicago. However two years later he decided to travel to Paris to continue his studies in the capital of the classic academic art. He learned many European styles and tried them all by turns, but neither of them would connect with his personal vision.It was the beginning of the 20th century and the esthetic perception of people was confused by the successive parading of many different movements that lived shortly and were replaced by new ideas. The world of art was then unsteady and in constant motion. Benton eventually eliminated all the modern influence and turned to his own style, a mixture of other European visions, that blended together to create an exclusive, very personal approach to the realistic idea. He decided to look for his own style as he returned to the States four years later.He worked as a draftsman for the United States Navy in 1919 and this period changed his technique dramatically. During this stage he created many sketches portraying ship life, which gave him a new perspective and subject for his future work: the use of simple life scenes as theme for his pictures. The artist adopted the new style of Scene Painting and began to create works of art in a more realistic and traditional perspective, joining the style known as Regionalism, that was taking over the American interest of the era.Between the 1920 and 1940 there was an artistic phenomenon in America known as Scene Painting. It was a style of naturalist tendency that evolved from the instability that World War I caused into the mentality of people. Many American artists began to reject the modern esthetic ideas that migrated from Europe to New York and they started to pursue a return to the academic vision. The search for realistic representation drew their attention towards urban and rural scenes.Most of those works bring together the balance between the romanticism of the American everyday life, combined with the nationalist vision of the period. Some pieces portray typical scenes from small towns, in a kind of social art style that displays the realism of the typical living. Some concentrated on country scenes while others preferred to illustrate the urban ambiance. The style known as Regionalism is mostly concentrated on small-town scenes. This movement grew in America in the first half of the 20th century as artists rejected the city life and turned their attention towards the rural side of society.In a country where everything was focused on progress, modernization and fast-growing technology, the charms of rural life attracted the interest of the artists almost in the same way that Far East appeal had stimulated t he creative imagination of Romanticist painters. During the Great Depression this style was greatly appreciated because it brought the spirit of the American quiet life of the heartland, at a time when people were concerned, panicked and threatened by the very modern world they had worshipped so far, that seemed to be collapsing.The peaceful images of the country life were reassuring in the middle of the chaos. The fall of Wall Street, the Great Depression and the growing fascism in Europe brought a period of auto-reflection in America and a rising isolation towards Europe, in the artistic scene as well as the political stage. In the eyes of many Americans the abstractionism of modern European art symbolized an emergent decadence of European culture, a lack of imagination that demonstrated a poor state of spirit in the old world.This provoked the return to the realistic art of images and the pursuit for something truly and purely American to adopt as subjects for future works. Toget her with social realism, the Regionalists produced images about the United States that covered subjects going from the sinister loneliness of the country fields to the arrogance and splendor of a new rural paradise. Scenes portraying country houses and farms by Charles Burchfield and the desolated images of the urban America of Edward Hopper create an intense sensation of loneliness and despair.The expressionistic and fantastic style used in those pieces offer the paintings a desolated aspect that reminds the viewer of the boring quotidian existence of a provincial community. This is a quality that might pass as poetic, fantastic, romantic and deeply psychological. With the many changes going on in the country, the American public and artists gradually detached from the European style they had formerly admired. The vogue was no longer to accept the Parisian taste, or pursue French artists established in New York.A new generation was searching for a pure American vision, a form of ar t that would illustrate the typical American scenes, from their local points of view. Regionalism was â€Å"a reaction against the European domination of American art† (Brady M. Roberts, (1995) p. 1) Between the effects of the war, the Great Depression and the fast paced modernization chase, the United States seemed like a very hard place, cold, rough and threatening.Scene Paintings suggest the transitory lives of people that come and go, but also suggest the steady situation of characters trapped in the eternal routine of rural existence, creating a very psychological atmosphere, that contrasts with the image of the cold stone-made civilizations Americans lived in. Rural was at the same time exotic and common, and offered a great subject for artists since it combined open nature, landscape and everyday scenes. Regionalist style had its main period around the 1930 to 1935.