Why Religious People May Have Problems with Transplant Surgery :: Papers

Most Christians concur with transplant medical procedure anyway some are contradicted to transplant medical procedure. They can't help contradicting utilizing organs from dead individuals however acknowledge utilizing organs as gave by living family members. Jews have a comparative view to Christians on this issue. Muslims anyway are completely restricted to it a few Muslims do permit transplant medical procedure utilizing organs from a living benefactor as long as the giver is a nearby family member. A bigger number of Hindus are for transplant medical procedure than against and mostly will convey benefactor cards. Christians that are against transplant medical procedure accept that transplants can disregard the holiness of life, God made us in his picture so transplanting organs implies you meddling with what God expected and along these lines â€Å"playing God†. Organs can't be paid for since this is abusing poor people which is carefully prohibited in the Book of scriptures. Most of Muslims are against transplant medical procedure on the grounds that the Muslim confidence in the holiness of life implies that all life has a place with God and that God is the main on who has the option to take life. In the Qu’ran the Muslim holly book, it says that God has made the whole body so to take parts or organs from one body and transplant it into another is to go about as God. To go about as God is the best sin in Islam so you can perceive how most of transplant medical procedure is carefully prohibited. Just as this the Shari’ah another Muslim holly book encourages that after death nothing ought to be expelled from the body. They are additionally completely restricted to post-mortems. Muslims have quite certain demise ceremonies this is the reason this is critical and in this manner organs ought not be expelled from Muslims that have died. Due to Muslims being so contradicted to transplant medical procedure they would likewise concur with any none strict contentions against transplants. The couple of Jews, which are against transplant medical procedure, have comparative motivations to Muslim convictions. They likewise accept that we’ve God has made the whole body so to transplant organs is playing God.

Attitudes and Behaviors Essay

So let’s start by saying that mentalities have two primary segments those happen to be convictions and qualities. Convictions are articulations while values are decisions. With regards to influence an individual may have their own disposition and have it focus on so to talk onto someone else or a few others. We will in general utilize this every day for things that we need whether that be for ourselves or from others. With regards to congruity numerous people will change their practices to fit in with others that they include themselves with. This might imply that you could lose your own personality and become somebody totally not the same as whom you really are. With regards to predisposition we are totally wired to have decisions and preference ordinarily individuals will utilize this judgment and have a set demeanor on individuals, spots and things. No one but individuals can change their practices. Clinicians characterize perspectives as an educated propensity to see things in specific manners. This can incorporate individuals. Spots, issues and occasions that happen in a person’s life. Mentalities structure from the encounters that you experience, they could coordinate from individual encounters or from the perception of others. Mentalities can be learned in a few unique manners. Old style molding can affect your disposition to various items. Operant molding can likewise help in how perspectives are created. At the point when somebody you like has an alternate mentality your disposition more than likely will change to be equivalent to the next person. Scientists have reached the conviction and resolution that individuals act as per their perspectives under a great deal of conditions. Intellectual disharmony is the point at which an individual encounters, mental pressure brought about by clashes from contemplations and convictions in a person’s regular day to day existence whether that be from work, connections, cash issues. So as to recover control individuals regularly change their mentalities dependent on real practices. Mentalities can change simply like individuals can. You can turn your point of view around justâ like you can with numerous different things. Old style molding can make positive passionate responses. Operant molding can be utilized to reinforce perspectives and practices that you are missing or that are frail. Individuals can likewise perceive how pessimistic individuals act and conclude that they don’t like to be as such and that can radically change a person’s mind on how they think. Life occasions, for example, passing, disorder, relationship loses and other significant things can cause an individual to acknowledge what they have and what they should be appreciative for yet additionally can assist them with understanding their idea designs were off base and that they have to change that so as to have a superior life for themselves as well as the individuals that they partner themselves with. The hypothesis of influence says that individuals can adjust their own mentalities in two different ways. They can be inspired to tune in and to consider what is being said to them which can make them open up to various thoughts and contemplations or they could just be affected by acceptable constructive individuals that they are around every day. So as to change an individual s conduct you should change your point of view totally. http://www.examiner.com/article/inclination disposition and-partiality http://www.cios.org/reference book/influence/Aintroduction_4nature.htm http://psychology.about.com/od/socialinfluence/f/conformity.htm

How to Fly Safely With Claustrophobia

How to Fly Safely With Claustrophobia Phobias Print How to Fly Safely With Claustrophobia By Lisa Fritscher Lisa Fritscher is a freelance writer and editor with a deep interest in phobias and other mental health topics. Learn about our editorial policy Lisa Fritscher Updated on September 29, 2019 Hero Images/Getty Images More in Phobias Causes Symptoms and Diagnosis Treatment Types If you need to fly with claustrophobia, you may be anxious about your trip. But flying with claustrophobia need not be a disaster. Carefully planning your trip can help you keep your phobia under control. Overview of Claustrophobia Choosing Your Flight Although you may be tempted to shop solely by price, it is important to learn the details about a particular airline, route, and specific flight. It may be worth paying more for a flight that meets your needs. Airline: At one time, the legacy airlines offered a full-service experience. The budget airlines trimmed the frills, providing cramped seating and few services in exchange for a cheap ticket. Today, this is no longer the case. Each airline is different, so visit the lines’ websites to determine current policies.Route: Some routes are common among business travelers, making those flights extremely crowded during the week. Others are more popular with vacationers, who often travel over the weekend. Some flights are actually segments of longer routes, which means that the plane you board may already be crowded with those who boarded at an early stop. Research the route you are considering to learn what to expect.Another consideration is whether you will need to change planes. Many city pairs require you to fly to a hub city and board a new plane to your final destination. Hub airports are generally more crowded than regional airports. If crowds trigger your claustrophobia, book a nons top flight or connect through a smaller city.Specific Flight: A quick web search can provide details on any specific flight. You can discover how crowded a flight normally is and its typical on-time ratio. Although there are no guarantees, learning these details in advance can help you choose the flight with the lowest chance of overbooking or delays.Choosing Your Seat: Which seat is best for you will depend on your unique needs. Many people with claustrophobia prefer to sit in an exit row, which provides additional leg room. Keep in mind that in order to sit here you must be reasonably physically fit and both willing and able to assist in an  emergency evacuation should anything occur.A window seat allows you to gaze outside and enjoy the view. Many people feel that this helps them to adjust their focus away from the crowded plane.Sitting on the aisle allows you to easily move around the airplane. Walking around provides a break and can help you manage your symptoms. It also provid es easier access to the restrooms, as well as to any comforting items you have in overhead storage. Preparing for Your Flight Visit Your Doctor: Several weeks before your flight, visit your doctor and therapist. Even if you do not normally take medications for your phobia, your doctor might want to prescribe a short-term anti-anxiety medication.?? Pay careful attention to any instructions, which might include starting the prescription a few days in advance or avoiding alcohol consumption.Learn Ways to Cope with Symptoms: Your therapist can teach you coping strategies to use in flight. Guided visualization, breathing exercises, and other techniques can be used while in your seat  and may help head off a panic attack.?? Practice any new techniques in advance, as they may take a while to feel natural.Be Up-To-Date on Airport Security: Airport security regulations seem to change on an almost daily basis. Visit the TSA website a day or two before your flight to be sure you know the latest rules regarding both carry-on and checked luggage. Pack carefully to ensure you are within the rules. Medications to Treat Claustrophobia While Traveling On Flight Day Allow yourself plenty of time at the airport. Official guidelines state that you should arrive at least two hours before a domestic flight, and three hours before an international flight. However, you may want to expand that window a bit. The stress of a crowded airport and invasive security screening could put you at risk for a panic attack, and wondering whether you will make the flight will only increase your anxiety.Be hydrated. Once you are through security, you will be able to enjoy the restaurants, shops, and amenities inside the secure area of the airport. Drink plenty of water and try to eat a small snack. Maintaining hydration and blood sugar is important for staying calm.Check in at your gate at least 30 minutes before the flight. Giving yourself plenty of time for this last step of the process will help you stay calm and focused. On the Plane During your flight, keep yourself distracted as much as possible. Bring an iPod, DVD player or laptop, or purchase headphones and watch the in-flight movie. If you are traveling with a relative or friend, engage in conversation. Slip off your shoes and relax with a pillow and blanket.If you have a panic attack, let your traveling partner know. He or she may be able to help talk you down. Otherwise, focus on your coping strategies.Practice coping strategies. Get up and walk around if the seat belt light is off. Go to the restroom and splash cold water on your face. Take anti-anxiety medication according to your doctor’s recommendations, but avoid self-medicating with alcohol. Drinking may actually increase your anxiety.??Ask for help if you need it. Flight attendants can handle all sorts of in-flight emergencies including anxiety attacks. Although not trained therapists, they can provide different types of assistance. Do not hesitate to ask for help if needed. Overcoming the Fear of Flying

Examining Use Of Warranties In Marine Insurance - Free Essay Example

Sample details Pages: 12 Words: 3582 Downloads: 6 Date added: 2017/06/26 Category Law Essay Type Argumentative essay Did you like this example? The term warranty has been described as one of most ill used expressions in the legal dictionary. There are several types of warranties in marine insurance ranging from express warranties to implied warranties that are divided to seaworthiness, legality of voyage non-deviation, neutrality, nationality, safety, legality. In this essay special importance will be given to the notion of seaworthiness and different aspects of it. Don’t waste time! Our writers will create an original "Examining Use Of Warranties In Marine Insurance" essay for you Create order It was often the case that warranties in marine insurance were considered to serve the insurer and damage the insured  [2]  , and because of this perception we will examine the relevant case law to shed a new light on the present situation. Even though the insureds status has improved in recent time, the results of our research show that it is not always the case. 2. Background The use of warranties has originated in the UK law  [3]  . When discussing warranties we need to distinguish them from conditions. John F Wilson states Condition is a basic term, warranty is minor. Breach can be compensated for by the award for damages.  [4] Marine Insurance Act 1906 s. 33 defines warranty as a condition that needs to be abided, if not done so the insurer can be released from the responsibility from the day of the breach. Conditions are thought to be fundamental to the contract, warranties are not; therefore breach of condition automatically rescinds the contract but the breach of warranty does not. It makes the insurer liable for the cost happening before the breach and insured for damages occurring after the breach. Lord Diplock in Hong Kong Fir Shipping Co v Kawasaki  [5]  stated for the term to be condition it needs to comply with sections 12-15 of the Sale of Goods Act 1979. The Hong Kong Fir Shipping case is also notable case for the establ ishment of the innominate terms by Lord Diplock. Innominate terms notion examine the core of the contract; it is concentrated on the circumstances of the breach and not whether the term was a condition or warranty. This was scrutinized in Reardon Smith Line Ltd. v Hansen-Tangen  [6]  by the House of Lords as thought to be too limited in practice, even though innominate terms are well established in the Contract Law. Some examples of warranty clauses are: maintenance of vessel, size of bunkers, redelivery of vessel, vessels speed.  [7]  Breaches of warranties are allowed only if there is a change of circumstances to which the warranty is not applicable anymore or if the warranty deviates from the law.  [8] We shall continue with express warranties moving on to implied warranties and finally to different aspects of seaworthiness. 3. Express and Implied Warranties Express warranties are defined by the s.35 of the Marine Insurance Act 1906. They are expressly implied in the contract or written in the policy. General terms regarding the warranties are regulated by the s.33 of the MIA 1906. Implied terms on the other hand are not expressly stipulated but considered to be agreed upon. Express and implied warranties have the same status and both are equally binding. Marine Insurance Act 1906 contains implied terms of neutrality, nationality, and good safety, legality, legality of voyage, non deviation and seaworthiness. Summarization of the previously mentioned: the ship must remain in neutral character; the ship can not change the nationality while in risk. It must be in good safety and legality, the voyage needs to be legal. The ship should not deviate from the course, and it needs to be deemed as fit for voyage. 4. Seaworthiness 9 A ship is deemed to be seaworthy when she is reasonably fit in all respects to encounter the ordinary perils of the seas of the adventure insured  [10] The origins of the notion of seaworthiness have evolved to preserve the wide range of interests in marine insurance. It also serves to protect from possible perils and hazards at sea. Seaworthiness has many different aspects and views, i.e. we need to distinguish between statutory seaworthiness and warranty type of seaworthiness. Breach of the statutory seaworthiness attracts criminal offence; breach of warranty seaworthiness does not  [11]  . Baris Soyer emphasizes that the absence of a universal definition creates confusion  [12]  . Moreover, he claims that the marine insurance and common law have different definition of seaworthiness but he claims that at the end the result is the same  [13]  ; an example of such a case we can find in The Firemens Fund Case Insurance Co v Western Australian Insurance Co Ltd an d Atlantic Insurance Co Ltd  [14]  . Soyer asserts that The Firemens Fund Case serves as an example of two different definitions being in accordance and the way how they complete each other  [15]  . However, these are still two different definitions and it is not easy to unify them in all cases. Moreover, the broadness of the definition results (with different interpretations) in taking different components into matter for e.i.. type of the ship as it was the case in Burges v Wickham  [16]  ; type of the cargo, where it departed from the first interpretation, etc. This situation defines seaworthiness as a relative term  [17]  . In Burges v Wickham  [18]  , a river steamer lost at sea was held to be seaworthy in the occurring circumstances. Insurers were notified of the state of the vessel, extra premium was paid. The insurers claim of the ship being made for river and not sea journeys did not withstand as in those occurring circumstances the boat was held to b e seaworthy as the insurer was notified the list of facts. In order to make the notion of seaworthiness approachable and clear we should clarify all aspects of it. Since we have different perception and interpretation of it in marine insurance and the common law, we believe that clarification is more than neccessary. It is not only that seaworthiness lacks a clear definition but it is often mixed with safety since there is a common oppinion that a seaworthy ship is a safe ship although these two terms belong to two different categories. ÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€šÃ‚ ¦The first of these categories deals with seaworthiness which, strictly speaking, should only concern matters impinging upon the ships ability to encounter the ordinary perils of the sea. The second category is concerned with conditions onboard the ship that affect the health, safety and welfare of human lives. One could accurately conclude that safe and seaworthy are different concepts; while seaworthy is one par t of a safe ship, it is not the only considerationÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€šÃ‚ ¦Ã‚  [19] It is important to make a distinction between these two categories since different legal action (a civil versus a criminal action) is applied against a ships owner. 5. Hague/Visby, Hamburg Rules and Rotterdam Convention The standard for seaworthiness has been achieved through The Hague, Hague/Visby rules, Hamburg rules and in the USA Harter Act. However, different aspects give us different views and no permanent codification. The Hague, Hague/Visby and Hamburg rules insist on the burden of the proof being on the carrier; Art.5 (1) of the Hamburg rules equals Art.4, 2 (q) of the Hague Rules. When comparing Hague/Visby and Hamburg rules we can conclude they are not so different. However Hague/Visby ones have been far more criticized than the Hamburg Rules especially in relations to freight forwarders and contracting carriers as well as technological developments and EDI  [20]  . The work of the UN UNICTRAL and CMI have done the preliminary work for the new Convention; the Rotterdam Convention which should replace both Hague/Visby and Hamburg Rules. The Convention is open for signature since September 2009. The text of Rotterdam Rules 2009, even though thought to replace the Hague/Visby and Ha mburg Rules, still does not have a complete and universal definition of seaworthiness. Example of such is addressed in Art. 14 (a) stating ÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€šÃ‚ ¦The carrier is bound before, at the beginning of, and during the voyage of the sea to exercise the due diligence to: a) make and keep the ship seaworthyÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€šÃ‚ ¦Ã‚  [21] The Rotterdam Rules Convention signed by twenty state parties so far should replace both Hague, Hague/Visby rules and Hamburg rules  [22]  . The question about seaworthiness arises in a manner that the clear definition of it was not given in the Convention. It was addressed only in Art 14. (a) mentioned above, and briefly in Art.17 (5) (a) (i) in regards with carriers liability. If we deplete completely those two conventions we can only rely on case law and seaworthiness definition becomes relative the way it is. In Foley v Tabor  [23]  Eric CJ construed the following definition: ÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬  ¦seaworthiness is a word which the import varies with the place, the voyage, the class of ship, or even the nature of the cargo. Seaworthiness has already been defined in a very broad interpretation but not a clear definition has been given yet. It seems that well be able to rely on the relevant case law in the near future. 6. ISMC and STCW Codes There are also implementations of ISMC and STCW documents in regulating shipping in general, developing from SOLAS Convention chapters IX and XI  [24]  . However, in regards with seaworthiness and ISMC it can be concluded that for example, even if the state of ohe ship is in accordance with the Code it does not make it automatically seaworthy because of possible concealed deficiency in the hull  [25]  . We can conclude that even if we abide all the rules we really do not have a hundred percent guarantee of seaworthiness. Even if we abide a set of rules, since there is no codification of laws on the term of seaworthiness, flaws can be easily found. It seems that we have to unify the definition in order to achieve the results. STCW code concentrates on the standard of the behaviour appropriate for the seafarers and personnel, and the lack of such compliance can render the ship unseaworthy, however, often the behaviour of the personnel can not be foreseen and predicte d. 7. What deems the ship as unseaworthy? 26 Referring to different views, the standard for seaworthiness is clearly stated in the Steel v Stateline  [27]  . It tells us that the ship needs to be fit for voyage in the beginning of the journey and to be able to withstand any of the usual perils at the sea. The ship needs to be seaworthy at the start of the journey, it needs to be fit to carry cargo, and it needs to have proper and trained crew. The Master must conserve the ship in the seaworthy state and repair if necessary  [28]  . In case of departing from the set standards the ship will be regarded as unseaworthy. In certain situations covered by s. 49 of the MIA 1906 of allowed deviations from the given route if so is deemed as necessary. Example of such is Scaramanga v Stamp  [29]  where it was held that the deviation to save a human life is allowed, however a deviation to save property is not. The burden of the proof lays on the insurer. In order to use the defence under 39(5) MIA 1906 stating ÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€šÃ‚ ¦In a time policy there is no implied warranty that the ship shall be seaworthy at any stage of the adventure, but where, with the privity of the assured, the ship is sent to sea in an unseaworthy state, the insurer is not liable for any loss attributable to unseaworthinessÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€šÃ‚ ¦ The insurer must prove that such was the case and that the ship was unseaworthy at the beginning of the voyage in order to use the principle under 39 (5). Soyer states that the ship soon after starting the voyage becomes unusable if there is no destructive storm or act of violence. There is also a presumption that the ship was not seaworthy at the beginning of the voyage.  [30]  The burden of proof is therefore switched to the assured rather than the insurer to prove otherwise.  [31] 8. Relevant case law The Star sea The Star Sea  [32]  biggest trademark is the duty of outmost good faith Art.17 MIA 1906. Moreover, that same case gives a good angle on seaworthiness and privity. We shall concentrate on the latter. The Star Sea cargo vessel got on fire which was started accidentally and was not successfully put down by the ships master. The fire spread through the boat destroying it completely, making it a complete constructive loss.  [33]  The notice that the ship will be abandoned was given to the insurers on the 12th but was not accepted as first. The insurers claimed that the vessel was unseaworthy because of the acts of the master of the boat. The court held that masters incompetence in putting down the fire amounts to unseaworthiness as he was supposed to act as a form of an agent of the owner, the notion of privity. Three main points were considered in the Star Sea: unseaworthiness, causative loss and privity  [34]  . When it comes to causative loss it needs t o be proven by the assured that the accident was covered under insured perils of the sea. Privity of the assured needs to be proven in order to use the defence of s.39 (5) of the MIA 1906  [35]  . Privity of the contract theory in contract law states that only parties to the contract and no one else can enforce the contract  [36]  . In the Star Sea only losses dating back to the fire were covered by the insurer, any supplementary losses are not covered as in accordance with the different notion of warranties and conditions. If that same case was tried after the implementation of the ISM Code, the end result would probably be the same. Under International Safety Management ISM Code 2002 6 (1) it is stated that The Company should ensure that the master is properly qualified for command. We can agree with security measures in the ISM Code but from different perspectives they can seem pretty harsh. Even, if for example, the background check is done, mistakes still happen. What would happen if the ship master did not disclose all of its history? Then we would be against someone who had no knowledge about a certain fact. It was stated in the Star Sea para. 26   Ãƒâ€šÃ‚  ÃƒÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€šÃ‚ ¦If the ship-owner deliberately refrains from examining the ship in order not to gain direct knowledge of what he has reason to believe is its unseaworthy state, he is privy to the ship putting to sea in that unseaworthy stateÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€šÃ‚ ¦ But, what would happen if the ship owner did not do it deliberately? Kassem in his doctoral thesis about The Legal Aspects of the Sea Worthiness ´Ã‚  [37]  made an interesting suggestion that the state of ship worthiness should be established prior to the voyage. The suggestion seems reasonable and by far useable. If case we could do it, we would avoid many complications regarding the seaworthiness. Most likely the system would be a slightly more complicated prior to the beginn ing of the voyage but it would save both the insurer and the carrier of possible complications in regards to it. Ship needs not only to be seaworthy for the voyage but also in accordance with the standard to carry the assigned goods Art.40 (2) MIA 1906. Making sure that everything is in accordance to the given standards prior to the voyage, it would make the notion of unseaworthiness and court implications less complicated. Issues referring to deviations and repairing of the ship during the voyage covered by the MIA 1906 could always appear, but a strict division could help us to separate those terms in an easy manner. Of course the insurer can rely on Art. 18 MIA 1906 and disclosure of all material facts and Art. 17 relating to the utmost good faith which would try to prove that the claim was made fraudulently. Fraudulent claims should, of course, be stopped but, sometimes it is hard to know which fact is material and which is not. Ship owner against the ship master would hav e possible remedies in torts in misrepresentation or fraud; however seaworthiness in general brings us to rather delicate and complicated situations. In Rio Tinto v Seed we have a bit of a positive light on the topic that the ship masters mistake must be of great importance to render a ship as unseaworthy. We also agree with Kaseems notion of avoiding different detailed articles  [38]  to serve as a definition and we would recomand a more general development through ISM Code. This would provide us with more clear and understandable rules and situations. Even though the Rotterdam rules should serve to supplement both Hague, Hague/Visby and Hamburg rules, one of the burning issues of seaworthiness does not seem resolved in in these rules. We also need to establish, when considering seaworthiness, whether the policy was time policy where implied warranties do apply or whether it was a voyage policy such as the case of The Marina Isis  [39]  in the Singapore Court of the Appeal. Tug vessel was lost during the travelling between Japan and Singapore. It was held that there was no warranty of the route that the vessel should take, and the Court rendered it to be a time policy, not voyage policy, and accordingly it is not falling under s. 39 (1) and s.39 (5). Similar outcome was found in Malayan Motor General Underwriter Re Ltd v MH Almoil The Al Jubail IV  [40]  . The Al Jubail was rendered to be a mixed policy under s. 25 of the MIA 1906. Lai J in Al Jubai p.640 stated that we must look at the policy as a whole and give the parties a chance to make a proper conclusion. It renders us to conclude that we have to take into consideration a whole range of different factors to get a relevant description of the seaworthiness. We would like to point out that a universal framework of the standards relevant for the seaworthiness should be given in advance as the type of policy before starting the journey. In the Implied warranty of seaworthiness paper theory of Arnold was quoted from his book Law of Marine Insurance and Average stating that it is not necessary for the insurers to list the number of possible perils that might occur because the cause of the problem is ambiguity, whether something is a seaworthy or not. It is always doubtful.  [41] This theory was disregarded by the Court in the case of Popi M  [42]  as being a Sherlock Holmes approach. We believe that this theory has its validity despite its minor inconsistencies, especially when the list of possible perils is not known to us. Of course there is a list of the usual perils that might occur, but there could always be exceptions not covered by the policies, that are automatically rendering the ship owner as liable just because they are not clearly stated. We would like to suggest that there is a need to make a universal seaworthiness description based on common standards, relevant both for common law and marine insurance and as such it would resolve ma ny doubts. After all, we have two different formulas with fairly the same results, unification and strict formula, and it might just be a panacea for numerous cases of seaworthiness so far being resolved by the court. An example of Arnolds formula, if it were implemented, it could be considered as notable in the Marel  [43]  case. It was held there that the insured must not only prove that the ship was not in an unseaworthy state but also to prove that the damage that has happened was covered by the policy. It would be far easier, from the insureds point of view, to list the things in the contract of carriage that are not covered rather than the covered ones as unexpected situations can always occur. Seaworthiness can also occur in different stages of arriving and leaving from different ports as regulated by the s.39 (3) of the MIA 1906. The ship needs to be in fit state and comply with the given rules, and an example of such case is Thin v Richards  [44]  . A defect that would be temporary and could be repaired during the voyage would not fall under unseaworthiness as in McFadden v Blue Line  [45]  has been proven. Seaworthiness, as stated in the s.39 (1) of the MIA 1906, shows clearly that the ship needs to be in fit state when embarking on the voyage, but even though, there is a duty for seaworthiness when beginning the voyage and policy and contract need to be obliged with; the mere duty, it is not strictly defined as a continuing one. Hence, there isnt a strict set of rules to be abided; different complications are expected to arise. It is stated in the MIA 1906 s.39 (5) ÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€šÃ‚ ¦In a voyage policy there is an implied warranty that at the commencement of the voyage the ship shall be seaworthy for the purpose of the particular adventure insuredÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€šÃ‚ ¦ If case we set up a strict formula to be complied with and render the seaworthiness an occurring process until the ship has arrived to t he destination, we might get far better results. For example Arnolds formula of not listing the perils of the sea might be more successful if we would list what is not covered rather than that what is covered. Seaworthiness is a vast process with many possible implications arising because we have different formulas in common and marine insurance law and the rules are set up in different articles in Acts, Codes and Conventions. If the Rotterdam Convention, when thoroughly implemented, could give us a permanent and strict view, as it was meant to substitute Hague and Hamburg Rules, the situation would be vastly improved. 9. Conclusion Shipping in the 21st century is considered as the most efficient method of transporting goods. It was amongst the first industries to adopt international safety standards. Seaworthiness is considered to play an important role in the development of marine insurance.

Professional Values And Beliefs Effect Essen Care Essay

Introduction This assignment is based on the values exchange scenarios, I have chosen to use Essen who is a 35 years old gentleman, he lives with his wife and 4 children, he also has type 2 diabetes and a BMI of 53. He is now unable to work due to an increased shortness of breath and problems walking. He has been unsuccessful with diets previously and his GP has now recommended that he should have a gastric bypass, unfortunately this procedure cannot be paid for by the NHS. (http://worcester.vxcommunity.com/Issue/adult-scenario-february-2015/21399) – Please see appendix 1 for my answers based on this scenario. I will be looking at how professional values and beliefs effect Essen care. What interpersonal and communication skills the nurse requires, Holistic care and why self-awareness is important in nursing practice. Gastric Surgery Professional values and beliefs A nurse’s primary role is to safeguard and care for their patients. 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What is Euthanasia Free Essays

Euthanasia is one of the most highly discussed topic in society today. It is not morally correct it has to do with killing someone and ruins the intrinsic value of a human being. That is my argument towards euthanasia. We will write a custom essay sample on What is Euthanasia? or any similar topic only for you Order Now Euthanasia goes against nature. Those that oppose say that it is mercy killing, but it is still killing. I am with the majority who are against this so-called mercy killing. Before presenting my arguments, it would be best to define the term â€Å"euthanasia†. Euthanasia can be defined in many ways. Here are categories that fall in with the term euthanasia. â€Å"The term involuntary euthanasia is where the decision is not made by the person who is to die; the patient’s life is ended without the knowledge and consent. It is basically a form of murder. Passive euthanasia is to speed up the process of death to a person and stopping some type of support to let that take its course.’ (academic, coup) Like: stopping a form of medical procedure, stopping nutrients of food and water and allowing the person to dehydrate or starve to death, with that not delivering CPR. â€Å"The term active euthanasia involves causing the death of a person through a direct action, in response from that person.† (ACADEMIC.COUP) A well-known example of that is the case of Dr. Kevorkian. He gave a lethal dose of medicine to kill a terminally ill patient. Dr. Jack Kevorkian was a retired pathologist who assisted in the deaths of over 130 people. The famous court case of Dr. Jack Kevorkian brought awareness to the controversial issue of euthanasia to the public. â€Å"In Michigan, Dr. Jack Kevorkian was convicted of the second-degree murder because he administered a controlled substance to end the life of Thomas Youk and had prepared a video showing his action and let the video be broadcast on national television (NY Times). A different yet similar situation and legal case would come about Saskatchewan, Canada when a wheat farmer named Robert Latimer would take the question of euthanasia into his own hands. â€Å"Robert Latimer murdered his young daughter, Tracy, on October 24th, 2008. Behind the reasoning of Latimer’s act which was immoral is that he couldn’t help to see his daughter suffering from a severe form of cerebral palsy and her disability. He killed her by placing Tracy in the back of his car and ran a hose from the exhaust to the cab, while he watched her die. Latimer was then convicted on November 4,1993 of first-degree murder. The year after he was convicted of second-degree murder.† (Inclusion Daily). So the question is: what’s the difference between his actions of killing his Tracy who suffers from serious pain, and a doctor who received given permission to kill an individual who is also suffering from pain? Eventually Dr. Jack Kevorkian, and Robert Latimer, were both charged with murder because they chose to practice euthanasia. If murder is prohibited by law because people take murder into their own hands to kill others, then why shouldn’t euthanasia be too since doctors kill their patients even if there is consent. A doctor must receive authorization to assist in the death of a patient who is overly sick. Because of this many have questioned why doesn’t Robert Latimer have the right to take his own daughters life, since a doctor would have had to ask him anyways to have the right to kill Tracy? Latimer apparently saved his daughter from suffering, which is the same reason many people. How to cite What is Euthanasia?, Papers

My Summary of Road Warrior Essay Example For Students

My Summary of Road Warrior Essay Have you ever been driving the posted speed limit , and all of a sudden a young crazy teenage guy is tailgating you to the point where he is tapping your bumper? Road rage is a big problem in the United states. Whether it be driving too fast or tailgating. Behaviors that cause road rage also lead to parking lot rage, and shopping cart rage. Now not only is there road rage, there is also shopping cart rage, and parking lot rage. One main reason people get road rage is because there is always a hand full of people that dont know or that dont care that the left lane is the fast lane or the passing lane. These people drive on the left lane even though they are driving the speed limit or even below the speed limit. Nobody knows why these particular people drive in the left lane. The worst part is that there is nothing anyone can do to make these people move over to the right lane. People will try to honk, but more then half the time honking wont work. Another factor of road rage is the young teenager with the fast car and the loud music. Their music is so loud the bass rattles the cars around him. Not only is his music so loud but they insist on driving faster then the speed of light. If you make the mistake of getting in their way they will tailgate you or even bump you until you get out of there way. Teenage guys that drive too fast is not as bad as the people that drive too slow. As Barry says being trapped behind people drifting along on the interstate at the speed of diseased livestock. Barry brings up a good point about people not yielding or signaling when they want to switch lanes or turn. This is also know as cutting people off. Another major factor of road rage. Not only is road rage a big problem, people are also faced with parking lot rage. As Barry mentioned in the essay Which occurs when I pull into a crowded supermarket parking lot, and I see people get into their car, clearly ready to leave, so I stop my car and wait for them to vacate the spot, and nothing happens. Then there is shopping cart rage Barry describes these certain people as the people that area always driving on the left-hand lane. These are the people who block the entire aisle with one shopping cart. Barry describes shopping car rage being so bad he says If we really want to keep illegal immigrants from entering the united states, we should employ Miami residents armed with shopping carts. Barry brings up another type of rage. People who congest the supermarket aisle because they cant decide what to buy. Barry states the problem is bought up by the wide selection of items. He uses orange juice as an example, For just