10 Positive Reasons to Homeschool

`` Oh, I See The Birds And The Culmination Of...

In the essay ‘â€Å"Oh, I see†¦Ã¢â‚¬â„¢: The Birds and the Culmination of Hitchcock’s Hyper-Romantic Vision,† John McCombe attempts to connect The Birds to literary Romanticism. McCombe begins by citing a text from Robin Wood’s book Hitchcock’s Films Revisited. In the text, Wood discusses how Hitchcock controls the audience through editing and camera movement like a poet controls the reader through verse rhythms. To illustrate his point, Woods discusses how traumatic horror is conveyed in E.M. Forster’s A Passage to India and Hitchcock’s film. Woods conclude that it is better conveyed through visual images in Hitchcock’s film rather than through the text in the novel. Because of this, Hitchcock is considered to be more of a poet than a novelist.†¦show more content†¦Although Woodsworth is the most prolific poet of the two, Coleridge stands out with his unique style in â€Å"The Rime of the Ancient Mariner† a nd â€Å"Kuba Khan.† McCombe chose â€Å"The Rime of the Ancient Mariner† and older works by Coleridge and Woodsworth to show how Hitchcock’s film is similar to British Romanticism. Hitchcock films are rarely read in the context of a literary framework. For the most part, scholars read Hitchcock’s film through Jacques Lucan’s psychoanalysis methods. McCombe does not disagree that the film can be read through psychoanalysis and go on to cite texts that have successfully done so. However, he focuses on the romantic style of Hitchcock’s film which validate Hitchcock as a hyper romantic. Hitchcock’s romantic style is evident in the comparison of the characters in Hitchcock’s films Vertigo and Psycho. McCombe reference John Calabrese who described Romanticism in Vertigo as the â€Å"dark, sinister aspect of the character that distinguish the romantic hero.† McCombe points out that those aspects and qualities are evident in Norman Bate (Psycho) and Scottie Ferguson (Vertigo). McCombe tells how romanticism entails the suspension of disbelief. The Birds plays on this element of fantasy by having the birds deviate from their normal behavior to attacking humans. Similarly, Coleridge uses the element of fantasy in the real world in â€Å"The Rime of the Ancient Mariner.† Next, McCombe discusses how the

Greek Philosopher Plato Free Essays

Plato is one of the popular and widely read philosophers in the world. His thoughts have greatly influenced the western political mindset and discourse. Born in Athens around 427 BCE Plato accomplished a lot by writing a different treatise that shaped the world’s political thoughts before his death around 347 BCE. We will write a custom essay sample on Greek Philosopher Plato or any similar topic only for you Order Now He was a student to a great philosopher, Socrates and a teacher to a famous philosopher scholar Aristotle, who also taught Alexander the great. He was greatly influenced by his teacher, Socrates who always remains the profound character in his works. In other words, his thoughts are greatly influenced by Socrates while on the other hand, he also influences Aristotle. His thoughts are significant historically and intellectually in the western political and social infrastructure.One of the popular works of Plato is the Republic. It is popularly known as the Socratic dialogue, which Plato sought to address the issues of justice. Plato was more infuriated with the way Socrates was treated before the authority. On the same pedestal, Plato is concerned about justice and the city-state. His main investigation is whether the just man is happier than the unjust in Athens. In his argument, Plato proposes a state of the philosopher kings. He asks the society to promote education among young boys and girls so that leading them becomes easier. In other words, Plato only trusts educated leaders. He is very uncomfortable with uneducated leaders since they would not be in a position to handle the intricacies of leadership. He identifies different sets of â€Å"constitutions that promote injustice in the society, which include democracy, oligarchy, timocracy, and tyranny.† Among the four, Socrates through Plato argues that tyranny is the worst regime. Tyrants are harsher and know no language of diplomacy, but rely on wrath to instill fear in order to rule. His classical thoughts until influences political decisions in the contemporary society, not only in the west but in other parts of the world as well.From the Republic, readers are exposed to some of the social injustices fuelled by poor leadership. Plato makes it apparent that justice has been frequently used as an instrument to lure people to follow certain leaders while on the other hand, they are duped and manipulated. He relates justice as it is communicated to the person led to a bull that is well fed, not for its welfare, but for the benefit of the owner. It is blinded to believe that the good care is meant to take care of its welfare. However, the truth of the matter is that the owner gives it good feeding in readiness for slaughter. The owner wants it to be fat so that it can produce a greater amount of meat. From this standpoint, it means that the feeding is nothing meant to benefit the bull, but for the grander interest of the owner who intends to slaughter it. The same way, when people believe in justice as pronounced by their leaders, they sell themselves cheap for manipulation and tyranny. Plato is against justice that accused and executed Socrates falsely. Through his thoughts, the world has been on the lookout to shun bad leadership and dictators of history. Therefore, his arguments have been promoted in different spheres of life to promote virtue and ethics among the people living together. How to cite Greek Philosopher Plato, Papers

Racism in the Shifting Heart and the Kite Runner free essay sample

Racism is the discriminatory or abusive behaviour towards members of another race. As Australians we have witnessed firsthand the devastation that comes along with racism and degradation of people, that being the oppression of the Aboriginal people in our society and to a lesser extent, that of the Italian and Asian migrants after World War 2. Our history is riddled with numerous accounts of racist behaviour and our literature reflects as much, racism is evident not only in our history but in our present time, the message portrayed through both present and past literature is that racism is not something that needs to happen and is therefore unnecessary. Other cultures also have examples of racism and degradation in their pasts and literature. The message transcends cultural barriers and is relevant out of its original context. The Shifting Heart by Richard Beynon and The Kite Runner by Khaled Hosseini are two texts which come from not only different time periods but also different cultures, but still presents an insight into the psychology of racism and its victims and that the use of racist oppression and degradation is unnecessary and bears a negative effect on both the people and the society which it stems from. The Shifting Heart by Richard Beynon focuses on the oppression of Italian immigrants in Australia, in the 1950s after the end of World War Two. Focusing on that of a family who wish to integrate into Australian society, it seems as though the society they wish to integrate into is mostly unaccepting of them. The two fences are representative of the two sides of the society they are integrating into, one side is completely closed off – the fence with the barbed wire – and shows that some parts of the society will never change and never accept people of a different race. The other fence – the broken down picket fence – shows that even though on the outside there may seem to be acceptance, behind it there is still unsureness and uncertainty, shown through the drunken, wayward neighbour Donny Pratt. The Bianchi’s wish to be accepted is almost unnoticed by their new society and is overridden by their culture and differences to the stereotypical Australians. The Bianchi’s seem to not understand why they aren’t accepted, Poppa believes they have done everything right to fit in and yet they are still racially oppressed. The use of â€Å"Momma Macaroni† and Poppa’s reaction to the use of it â€Å"why don’t they call her Mrs Steak and Eggs, huh? † shows that there is a separation between the two people and cultures. The separation of the Bianchis’ and the Pratts’ is just a further example of how the racial oppression occurs in many ways and affects the people it is aimed at. The Australian society which seems to overlook this is represented as cold and unforgiving. Khaled Hosseini’s The Kite Runner also comments on how a group of people attempt to integrate into a society but are pushed aside, the Hazara people in Afghanistan are looked on as inferior and are treated as such even though they are attempting to be a part of the society fully. The antagonist Assef describes the Hazara people as â€Å"dirty[ing] our blood† saying that the integration of them into his culture is ruining the purity of his nation, this idea of people wanting to integrate into society, willing to try and adorn our attitudes and values, only to be rejected is still relevant in other contexts. The use of the racial slurs such as â€Å"flat nose† by Assef and his friends shows that they are completely unaccepting and closed off to the idea of the Hazara becoming a part of their society. This is still evident in modern society as well, with the arrival of asylum seekers and immigrants from other countries who are segregated and treated as inferior. Violence seems to be on par with racism and the degradation of other cultures. The use of physical intimidation to put off and belittle others is something depicted in many literary texts, Beynon in The Shifting Heart shows violence at its peak, when the character of Gino is brutally bludgeoned to death by a group of Australians who do not like his involvement in the local dance scene. The use of violence in this text helps to consolidate that the idea of racism not only affects the individual negatively but the society as well. The text seems to portray the stereotypical Australia alpha male as violent and physically imposing, ergo presenting the society as one that promotes this (by having this as the stereotypical male). The violence is shocking for the Bianchi family, who seem to have not experienced this form of presenting one’s superiority before. The character of the police officer only further imposes the idea that Australia is not welcoming of this different society, as he says â€Å"this one’s hot blooded by nature†, insinuating that because of his heritage, Gino was more prone to violence. This is called â€Å"victim blaming† and the race of an individual in this case is used as a reason to blame the victim. This also happens in The Kite Runner after the rape of Hassan; Assef rationalizes his raping of Hassan by saying â€Å"it’s just a Hazara†, the use of the terms â€Å"it† and â€Å"just† show that Assef is completely uncompassionate towards his victim and uses his race to make the other boys accept what he is doing as right. After the event, nothing is done and no one comes forward, Hassan changes completely, but it is not only Hassan but Amir, Ali (Hassan’s father) and Baba who change as well. These characters begin to fall into their â€Å"proper† social standings, where they â€Å"belong†, Hazara as servants and Pashtun as their superiors. The brutality of the situation shows the â€Å"true colours† of the Afghan way of thinking, that the Hazara are â€Å"just† things, lesser beings. The use of violence in both of these texts indubitably expresses how the true psychology of racism lies not only in those who are blatantly racist, but in those who live in a society which condones such acts. Even those who are accepting of other races may have been raised in a society which does not. In times of grief or hardship they may look down on the people they care about, their relationships becoming strained by the issue of race. It seems as though, when strangers are racist towards them it means less than if someone who is supposed to be loving or caring towards them use their race as a way to put them down. The Shifting Heart looks at this idea towards the conclusion of the play, after the death of Gino and the visit from the police officer Clarry begins to argue with Poppa saying â€Å"the way you’re talking†¦anyone’d think I married a whole race†. Clarry hasn’t come to terms with the fact that his marrying an Italian woman, means he has married her culture, her background. The effect of Clarry’s unacceptance is blatant in the reactions of the family to his comments. Poppa says â€Å"it only takes one to accept†, he believes that Clarry should â€Å"lead† the fight for acceptance for his wife’s people. This idea of how the actions of those who are close to those of another race is important as it shows a window into the society. Clarry is worried he’ll be judged for having a â€Å"wog name† on his truck, but the Bianchi’s don’t understand that. To combat racism, we must learn to forget our position in our own society and be willing to accept those who are different, Clarry is not fully able to do this and it takes nigh on the whole play for him to come to terms with what he has inadvertently become a part of by naming his new son Gino. Relationships being affected by race is also evident in The Kite Runner, after the rape of Hassan, Amir runs away, showing his cowardice and it is in that moment that we know their relationship will never be the same. He was just a Hazara, wasn’t he? † Amir is conditioned to believe that this race is inferior, that they are allowed to be bullied, beaten and abused and be no more than servants. Hassan was still loyal to Amir (as were the Bianchi’s to Clarry) and yet Amir still ruined their relationship and used race as an excuse to ignore Hassan. Amir was worried about his standing with his father and the Afghan society, a society which was openly morally corrupt, focusing on wealth, race and stature as the most important parts of their society. The use of racism in both of these situations shows that the person and society are negatively presented by their use and acceptance of the use of racism. Racism is a universal issue, whether it be white and black suppression or two seemingly similar cultures, it is everywhere. The idea is constantly presented as negative and a destructive tendency, not only in past literature but in modern literature as well. The message surpasses cultural barriers and seems to show a negative impact on not only the person who is racially degraded but the society which condones it is presented in a bad light. The Shifting Heart by Richard Beynon and The Kite Runner by Khaled Hosseini are two prime examples of how racism can affect people and society and how the constant conditioning of people will cause them to have underlying issues, such as racist tendencies and intolerance. They show the psychology of racism is underpinned by social values and a â€Å"mob mentality†, both texts portray accurate representations of racism in the time but also show how we can use this hindsight to move towards a society which has no racial intolerance.

Colin Poole Essays (483 words) - 2nd Millennium,

Colin Poole Hist 411 Online Discussion Post 1 In discussing the causes of the American Revolution, the phrase "taxation without representation" is thrown around quite often. Although this concept is certainly important in the context of what started the American Revolution, the specific causes of the conflict in the British colonies are in fact far more nuanced than just this simple three-word phrase. The main causes of the revolution seem to come primarily from the British Crown's increase of taxes and regulations on the heels of the French and Indian War. The Crown had spent a lot of money on the war effort, and as such raised taxes on the colonies through regulations including currency acts to restrict how the colonies could create their own currency, as well as taxes on some imported goods including sugar and tea. The latter of these regulations were implemented primarily to combat smuggling and corruption within the colonies, as many colonials engaged in trade with the Caribbean for access to such goods. These acts and regulations forced the colonies to become increasingly reliant on the East India Company for goods, which angered many consumers in the colonies. In response to the Crown's tea tax, the Sons of Liberty boarded ships in the middle of the night and tossed hundreds of chests of tea overboard, which in turn led to more punitive measures by the British Crown, pushing the two sides even closer to war. Of course, other events played into the colonial narrative of "revolution", including the Boston Massacre, which although not a massacre in the traditional sense of the word with only four casualties, still invoked great fear among the colonies. The Charleville musket was the primary musket used by French infantry during the American Revolution. Getting its name from the principal French arsenal located in Charleville, France in the Champagne-Ardenne province, this weapon had a general affective range of 50 yards and fired a .69-cal round. [8] A typical Charleville musket is 60.00 inches in length, weighs an average of 10.06lb (loaded), and is capable of firing two rounds per minute. [9] [ not in citation given ] These single-shot-muzzle-loaded muskets contained iron sights and are notorious for being the superior weapon to the British Brown Bess' due to its lighter weight and (relatively) higher accuracy. [10] Charleville Numerous models of the Charleville musket were utilized in the American Revolution. The French shipped 11,000 muskets to Philadelphia, PA and 37,000 to Portsmouth, New Hampshire; both of these shipments contained model 1760's' muskets. The model 1777 was not shipped to American troops, however they were used as the primary armament for General Rochambeau's regiments that departed for America in 1780. [9] Many infantrymen utilized a 15-inch bayonet; according to many reports, bayonets may have accounted for over 1/3 of all kills. [10]

Lord of the Flies Theme and Summary of Chapter 12 Essays

Lord of the Flies Theme and Summary of Chapter 12 Essays Lord of the Flies Theme and Summary of Chapter 12 Paper Lord of the Flies Theme and Summary of Chapter 12 Paper Essay Topic: Lord Of the Flies Analysis Lord of the Flies (Chapter 12): Theme and Summary Summary of Chapter 12 Ralph is currently hiding from the other boys and starts to think about everything that’s happened with Simon, Piggy and the rest of the island when he has an epiphany. He realizes that they have lost their civilization, their innocence and how savage everyone has really become. While he was running, he comes across Simon’s field with the lord of the flies (which now only has the skull on it – shows the time spent on the island). He removes the skull in a fit of rage and takes the spear to use as his weapon. Later that night, Ralph sneaks back to Castle Rock and finds Sam and Eric and is given a warning that the tribe going to hunt him down. They give him food but don’t join him out of their fear. The next morning, Jack tortures the twins about Ralph’s whereabouts and tries to get through the thickets he’s hiding in but Ralph manages to fend them off. Realizing that Jack has set the jungle on fire when he smells the smoke, he leaves his hiding place and fights his way past the tribe members. As the Jack and the others chase him, Ralphs runs through the undergrowth and stops at the beach’s shoreline where he looks up to see a Naval Officer. The officer informs him that his ship stopped at the island after seeing the smoke from the fire. He assumes that the boys are playing around and having fun after hearing that there are no adults on the island until he hears the entire story. He can’t believe that in such a small amount of time these young English boys have changed so much. Overwhelmed by the fact that they are finally rescued, Ralph, Jack and the other boys started crying. Ralph cries with grief, for the loss of his innocence, and for Piggy, someone who was his truest friend. Theme: â€Å"Even if we don’t realize it, time changes us, and the one thing harder to accept is that we can’t change back. † * Loss of innocence : they have seen how cruel humanity can be and the evil that each human holds inside them piggy’s death Loss of civilization: Ralph sees how savage the people whom he saw as friends have become and that tears him apart and fills him with grief he worked together with Jack and now the person who he saw as an ally is the one trying to kill him * Looking back: they all started out as average, civilized, neat English boys who knew of order and now they have changed so much Jack will never be the same and neither will Ralph.

Power Storage for the National Grid Coursework Example | Topics and Well Written Essays - 3000 words

Power Storage for the National Grid - Coursework Example The high voltage electric power is majorly distributed by electrical transmission lines measured in voltage. The UK National grid is particularly honored for using hydropower, nuclear and thermal energy power in high voltage power transmission for use in economic growth, powering industries, companies, organization and machinery, and development of new technologies. For effectiveness and efficiency, the transmission of the electric power ought to be transferred at the high voltage and the lowest current. In the UK, the National grid therefore employs this technique by taking up a series of specific voltage levels to cover satisfactorily for power transmission, storage and use aided by the use of transformers. Transformers are step-up electricity voltages from the primary generator electricity output after which it is transmitted via the National grid electric cables. After reaching the end user, is used to power electrical appliances, machinery and other electrical consumption purpos es. Why electric power systems need storage. The single most important idea behind system power storage is to ensure sustainability and capacity for the power generated to supply the entire consumers without deficiencies. This is ensured by the program of storing energy which is known as the national grid storage system. The National grid storage system commonly stores power by the use of batteries, use of excess electricity to run electrolytes for developing and making hydrogen which can be stored and used afterwards for the purposes of operating fuel cells to produce electricity when the need arises. It is based on large scale energy storage in order for surplus electricity to be stored for future use when the demand is elevated or when need to use arises (Broom 2011). The reasons why electric power systems need storage are several and the most important of all is for the reason of sustainable use of energy. The most basic reason for power storage is for future use. It is realized that different levels of power are demanded from time to time and depending on the energy operations of the consumers. For power systems to respond effectively and efficiently to rapid changes in the use of power, power systems storage becomes vital as a back-up power plant. During the power generation there is ever a varying size gap between what power is produced and what is demanded (Electrical Energy Storage Technology Options: December 2010). This is dependent on how fast the power is built up from the generating source or how fast the demand for electric power rises. Consequently, slow power generating grids will not be able to meet the ever changing and rising electric power demands of the consumers, leading to an obligatory increase in production of electric power to meet the demands, meaning that the electricity power grid will have to sustain a bigger gap. The power storage system protects against this by using grid storage to store the variables and surplus power generat ion which therefore means that it would be able to respond faster to the demands of the consumers, meaning minimal fuel wastage, effective power grid management and reducing the gap between generation and demand (Baxter 2006). Another reason for power system storage is enhancement of power quality and power source balancing. When power is transmitted directly from the point of

OHIO & DUBAI (Comparative Essay) in Business Research Paper

OHIO & DUBAI (Comparative Essay) in Business - Research Paper Example However, the economic prospects of Ohio today are quite unattractive and that this adversely affect investing or doing business in the state. This is reflected in a study conducted by Bo Carlsson (2002) wherein the firms in Ohio report a lack of regional venture capital firms as well as a lack of venture capital firms based outside the state particularly those interested in Ohio-based startups. (p. 171) All in all, the dismal business environment in Ohio can be seen in the economic activity, population trends, tax and real estate. There is an ongoing competition among US states for a share in investment as they compete with each other in regard to which locale is able to provide the best investment climate. In this landscape of escalating inter-state competition, selective interests within traditional industrial states sough to mobilize governmental powers and resources behind a strategy of inward investment. In Ohio’s case, construction of an inward-led model of economic development consisted of three elements. According to Nicholas Phelps and Philip Raines, these are: a set of economic and political interests that provided the social base for the strategy; formal institutions dedicated to a particular form of economic development; and, a framework for coordinating economic development practices. (p. 84) In Ohio’s economic history, it is clear that development came from the interconnection of these three elements. The first involved the establishment of the Ohio Department of Industrial and Eco nomic Development; the second is the codification of the relationship between State and private interests in the form of Ohio Economic Development Council; and, the third involves the routine practices through which inward investment has been pursued as a policy for the last four decades. (p. 85) Today, however, one fact stands out for Ohio: it is dramatically losing its competitiveness. Since the twenty-first

Do corporate social responsibility (CSR) reports provide shareholders Essay - 7

Do corporate social responsibility (CSR) reports provide shareholders and stakeholders with useful information on corporate soci - Essay Example The gaining momentum of CSR activities is evident from the fact that many mergers and acquisition dealings are also viewing investments in such activities as a factor for consideration prior to finalising the deal. Despite such growth in the value of CSR activities, the question as to why managers find it important to undertake these activities and whether there is any need for engaging in these activities apart from maintain good public image (Font et al., 2012). There are multitude of problems in the business world which include accounting frauds and corporate irregularities and graver concerns like environmental issues and social obligations. In this regard, the paper discusses the importance of engagement of companies in a socially responsible behaviour and also illustrates reasons behind non engagement of few organizations in the same. The paper discusses evidence of non compliance and lack of belief in CSR initiative in firms and concludes in discussion of relevance of such CSR initiatives in today’s world. Importance of Engaging in a Socially Responsible Behaviour CSR reporting that are now being mandated in firms by various controlling bodies are an attempt to legalise the concerns business activity while making it comply with various environmental, social and ethical issues. It is argued that voluntary as well as compulsory CSR reporting ensures competitive advantage of firms over those who do not engage in CSR reporting (Mahoney et al., 2013). The melamine contamination case of China was a shock for the entire world. It highlighted the need for investors to respond to a corporate social responsibility of companies towards its consumers. It is argued that a firm’s financial performance has direct bearing with consumer buying and selling activities and such immoral behaviours drop sales by drastic measures. In the similar way, the case of Coca Cola and Cadbury contamination brought forth an alarming situation of quality standards and norms that were practiced within the company. These events tarnished the brand name to such large extent that it required years to gain back reputation and hence sales. Hence it is critical to understand the direct linkage between CSR performance and financial results (Kong, 2012). The importance of engaging in CSR activities can also be studied in light of most important financial decisions like a merger and how it impacts the decision and impact on shareholders during such events (Deng, Kang & Low, 2013). In support of shareholder’s value maximisation in engaging in a merger, the role of CSR activity has been explained as a trust building action among the stakeholders (Jo & Harjoto, 2011). This argument thus establishes that high socially responsible firms have greater support of shareholders and stakeholders which in turn contribute towards firm profitability and long term efficiency in contrast to firms that maintain somewhat weak socially responsible image (Jensen, 2001). Evi dence of dismissal of view of CSR Corporate governance requires that companies make their activities more transparent, their activities more accountable and their business more socially responsibly. It is argued that companies engage in business ethics, corporate governance and social responsibility merely to gain legitimacy in business activities and they do not really care about what possible impacts these could have on their business activity (Brennan & Merkl-Davies, 2013). According to views of Milton Friedman, social

Preventing Piracy and Terrorism in Shipping Industry

Preventing Piracy and Terrorism in Shipping Industry Can the shipping industry overcome the challenges it faces with Piracy and Terrorism? Although many think that pirates went out of circulation with sailed ships and swords, piracy is becoming an increasingly serious global problem. These range from small thefts to complex hijacks, and while taking place globally, tend to be concentrated in a few geographically restricted shipping channels. The breadth and complexity of the piracy problem makes it almost impossible to address in simple terms. The first factor is the enormous scope of the shipping industry. An estimated 90% of world trade moves by sea, in over 50,000ships each supposedly governed by the laws of the nation whose flag it bears (Crawford 2004). There is no one place for information concerning piracy, nor any distinct entity to police the oceans. To further complicate the matter, piracy-type acts are now also committed by terrorists, either for political results or as a way to fund their operations. This research first undertakes a review of available literature on the piracy issue, including types and motives of piracy attacks, ahistorical and current summary of pirate activity, and a consideration of terrorist attacks on shipping concerns. Two particularly volatile areas of pirate activity are then reviewed, the Malacca Straights in Southeast Asia, and the waters off the coast of Nigeria, Africa. Combining best practise findings from the literature reviewed with these case studies then provides a foundation for recommendations on how the piracy issue can best be addressed, by individual shipping concerns, individual countries, and the international community. Countermeasures will be weighed and analysed on the basis of feasibility. Of particular focus in this research is addressing some of the underlying factors contributing to the rise in piracy, in addition to defensive and offensive measures. These are typically overlooked in studies of effective countermeasures to the maritime piracy / terrorist problem. It is anticipated that this research will reveal the need to address this complex issue holistically and internationally, with greater unity and coordination than currently exists in the maritime community. Hypothesis This study considers piracy as a result of other underlying issues, and considers countermeasures from a prevention rather than combative perspective, although all types of piracy countermeasures are addressed. Specifically, it is anticipated piracy will be found to be heavily influenced by economic, political, and ideological factors. Its further anticipated that a truly effective response to the growing piracy problem in international shipping will include measures to combat the causes of increased piracy, in addition to the pirates ’actions. Literature Review Piracy Defined One of the initial difficult factors in a study of piracy is the wide range of definitions. What constitutes piracy, what constitutes robbery, and what constitutes terrorism? National and international organisations disagree on the parameters of piracy, as opposed to thievery or terrorist activity, and all agree the lines between are blurring more and more (Langeweische 2003). The International Maritime Bureau (IMB), an organisation of the International Chamber of Commerce, has some responsibility for piracy and legal considerations on the high seas (that is, areas of the ocean not controlled by a particular country, typically more than twelve miles from the country’s coast)(Hawkes 2001). Therefore, where the attack occurred in relation to the coast is of high importance. This is reinforced by the United Nations ‘Law of the Sea, which has been ratified by almost every nation except the United States (Hawkes 2001). The IMB’s Piracy Reporting Centre in Kuala Lumpur, however, defines piracy as â€Å"any act of boarding an vessel with the intent to commit theft or any other crime and with the intent or capability to use force in the furtherance of that act† ((Liss 2003, 55). While only attacks that take place on the high seas are registered with the PRC, they continue to maintain a broader definition of piracy (Chalk 1998). Forth purpose of this research, attacks against shipping vessels at port, in national waters, and on the high seas will be considered piracy if committed with a primarily economic motive. Acts committed from apolitical or ideological motive will be considered terrorist activities. Most recently, an organisation called the Comate Maritime International (CMI), composed of a number of shipping and law enforcement organisations such as the IMB, The Baltic and International Maritime Council, and Interpol, drafted a Model National Law on Acts of Piracy and Maritime Violence, which expands the definition of piracy to include national waters and the high seas (Hawkes 2001). Types of Piracy Pirate attacks also can be categorised according to the location, scope and violence involved. Non-violent hit-and-run attacks are widespread and often unreported. According to Liss (2003)â€Å"the vast majority of pirate attacks today are simple hit-and-run robberies, committed by what can best be described as common sea-robbers† (59). This attack can occur while the ship is in harbour or at anchorage. The IMB would define these attacks as low-level armed robbery. These are usually quick, low sophistication attacks where thieves make off with cash and portable personal valuables. The average theft in this type of attacks between $5,000 and $15,000 US dollars (Chalk 1998). These pirates are typically groups of men from poor areas who have known each other for quite some time, and steal for economic reasons. Outside of ports, these pirates tend to target smaller vessels (Liss 2003). The men will speak on board a ship, usually at night, and take valuables, electronics, the ship’s equipment, or any other easily transportable and saleable item they can find. These raids often last less than thirty minutes, and rarely have any violence, except in the rare instance when a pirate is confronted by one of the crews (Liss 2003). Violent hit-and-run attacks typically target yachts and other smaller vessels on the open sea. These are typically a heavily-armed group with some planning and training involved. Attacks in territorial waters or on the high seas have a higher level of sophistication, and are categorised as medium-level armed robbery by the IMB (Chalk 1998). In these attacks the pirates board the ship and again take any valuable or saleable items. However, they are unafraid to confront the ship’s occupants or crew, and have injured or killed in a number of cases(Liss 2003). In neither of these two types of attacks is the pirate gang organised or sophisticated enough to also consider stealing the boat (Liss 2003). Ship-seizing attacks require a much higher level of planning and sophistication, including participation in some wider crime network in order to be able to move the ship’s cargo and the ship itself quickly. Not surprisingly, these types of attacks are usually carried out by professional pirates funded by syndicates (Liss 2003). In temporary seizures, the pirates board the ship and restrain the crew; on rare occasions they may also be held for ransom. The ship is diverted to safe location and its cargo off-loaded, after which the ship and crew are released (Liss 2003). Pirates in this type of attack typically work from a â€Å"mother ship,† and may also take portable personal valuables (Chalk 1998). In the most violent and sophisticated attacks, permanent seizures, the ship itself is hijacked at sea, considered a major criminal hijack byte IMB (Chalk 1998). The crew may be abandoned at sea, but in many of these instances they are simply killed. These attacks usually occur in busy narrow shipping channels, and often at night (Langeweische 2003). The ship is typically repainted and its name changed. It then becomes what is called a phantom ship, changing its name and flag regularly(Liss 2003). Permanent seizures occur almost exclusively in the FarEast (Liss 2003). The phantom ship may be used as a pirate ship, but is more often used for a sophisticated type of robbery (Liss 2003). The ship takes on aloud of cargo for a legitimate business, but both the ship and the cargo disappear. The legitimate business loses both its cargo and the shipping fees it invested, and the thieves sell the cargo on the black market, paint the ship and change its name, and repeat the process(Langeweische 2003). A convincing phantom ship can draw in shippers and reroute their cargo quickly, often making up to pounds 30 million a year (Lewis, M. 2004). A Historical Perspective When most people think of piracy, they do so from a historical perspective. Blackbeard, Captain Kidd and their compatriots, swashbuckling, sword-carrying figures aboard tall ships with patches over one eye, supposedly once looted and pillaged the high seas and buried their treasure on deserted islands. In reality, however, piracy has historically been tied to national political and economic concerns. There is evidence that this continues today (Langeweische2003). The â€Å"pirates† in Southeast Asia during the colonisation period, for example, typically undertook slave raiding and robbery activities to strengthen and with the support of their local chiefdoms or sultanates. What the colonising powers considered piracy was seen by locals as state-sponsored means of enriching the local community at foreign powers’ expense (Liss 2003). In the early 1800s, pirates in the Mediterranean were supported by the Barbary States of northern Africa, but primarily for economic gain Loft and Koran 2004). These pirates would typically take over merchant ships and demand ransom for their crews. The United States responded with the Barbary Wars, which eventually successfully addressed the piracy problem with military intervention (Loft and Koran 2004). In various times of economic downturn, particularly when the economic difficulties were localised in areas near popular shipping channels, piracy has historically increased. Piracy experienced a surge with the opening of the Americas, and later Australia (North 1968). On the Atlantic Ocean, these were typically rogue European ships operating for personal profits. However, local residents of Africa, South America, and Asia have also been historically inclined to piracy at various periods. The important historical conclusion from a study of such activity is that piracy rose substantially in and around areas experiencing economic difficulty and which cargo-laden ships passed through, and decreased with economic upturn (North 1968). In recent decades oil shipments have been an increased target of pirates, particularly during periods of high crude prices. For example, tankers were frequently attacked in the Strait of Hormuzduring the mid-1980s (Loft and Koran 2004). As shipments were rerouted and insurers began to pull out from ships in the area, global oil prices were effected. Shipping in the Persian Gulf dropped by almost twenty-five present, and was not restored until the United States intervened, sending military vessels to regain order in the region(Loft and Koran 2004). The decade of the 1990s was also a historical turning point in the piracy saga. Worldwide piracy tripled over the period, escalating from just over one hundred annually in the beginning of the decade to a high of 469 in 2000 (Halloran 2003). Geographically, piracy was high in the early 1990s in the Malacca Straights, but increased policing in the1993 to 1995 period reduced incidences there. The area again fell victim to a high number of attacks in the closing years of the decade(Anon 2005). Piracy also developed from its random, unorganised thievery practise in the late 1800s and much of the 1900s, to sophisticated and highly trained criminal activity, facilitated by the increased number in crime syndicates and terrorist groups becoming involved in piracy activities (Anon 2005b). Many pirates joined â€Å"organized crime syndicates comprising corrupt officials, port workers, hired thugs, and businessmen,† developing into sophisticated networks that could gain intelligence on particular ships, plan attacks, and dispose of the stolen property or ships (Loft and Koran 2004, 68). The problem was compounded by the gross underpayment of maritime security in high piracy (and typically economically depressed) areas throughout the 1990s, who become more susceptible to bribes and in some cases even took part in piracy attacks (Loft and Koran 2004). Piracy Today Piracy today is a global disaster. Statistics on piracy do not accurately paint the current picture. As many as half of attacks are estimated to go unreported (Anon 2005b). Ship owners are reluctant to detain their ships to participate in an investigation, as doing so costs them significant loss. Incidents of piracy can also make it more difficult for them to recruit high-quality crew members (Clark 2004). Reporting piracy would also cause an increase in their insurance premiums, often costing more in the long-term than simply absorbing the loss (Armstrong 2004). â€Å"Since many shipping companies do not report incidents of piracy, for fear of raising their insurance premiums and prompting protracted, time-consuming investigations, the precise extent of piracy is unknown â€Å" (Loft and Koran 2004, 64). Various international and shipping organisations make the attempt, however, and can at least document trends in piracy events that are reported. Both attacks and their violence are reported to be on theorise. International Maritime Bureau, in its annual piracy report, recorded 325 piracy attacks and thirty deaths in 2004, a decrease in attacks (from 445) but increase in deaths (from 21) in 2003 (Anon2005b). â€Å"The number of seafarers taken hostage last year almost doubled to 359, while 311 ships were boarded and 19 vessels hijacked†(Akbar 2004, 27). Armstrong (2004) similarly lists piracy as growing at twenty present annually. Armed attacks increased by nearly fifty present in 2003, with the death count more than doubled from 2002(Akbar 2004). 644 incidents of violence to crews were reported overall, including six on UK-flagged ships and twenty-one on vessels owned or managed from the UK (Akbar 2004). These attacks tend to be clustered in and near some of the busiest Third World ports, particularly off the shores of Indonesia, Malaysia and Nigeria(Mihailescu 2004, Halloran 2003). In two incidents receiving high media coverage in the UK, pirates executed Sir Peter Blake, the Greenpeace activist, off the coast of Brazil in 2002. Alan MacLean was similarly killed by pirates off the coast of Somalia during an adventure-related trip (Akbar 2004). The financial impacts are huge. Loft and Koran (2004) report a loss of ships, loss of cargo, and increased insurance costs the shipping industry in excess of sixteen billion US each year. This trainslates to a weekly cost of pounds 300m per week (Akbar 2004, Reynolds 2003). As much as 10 billion US of this loss is to the insurance industry alone, with the true amount being significantl y higher due to underreporting (Crawford 2004). Pirates today are additionally too broad a group to truly generalise. However, technological advances have allowed pirates to become better equipped and have greater information as to their targets, which contributes to an increased number of attacks on larger ships (Lewis. 2004). In addition, the end of the Cold War has reduced the number of sea patrols in certain areas of the world while simultaneously making a tremendous volume of weapons and munitions available on the black market, often at relatively inexpensive prices (Armstrong 2004). Meanwhile, exponential in global trade has greatly increased the amount of highly valuable and saleable goods moving across the seas. This combination of more to steal, less policing, and greater easy in theft has led to a significant rise in piracy activity (Liss 2003). Attempts to regulate shipping have led to the development of the flags of convenience problem. The practice began after World War II, but did not become widespread or a problem in the international maritime community until the 1990s (Langewiesche 2004). A number of impoverished countries, such as Malta, Panama, and Liberia, began to sell their flags for a fee, with little concern for the legitimacy of the ship’s owners (Loft and Koran 2004). This allowed ship owners to literally choose under which country’s laws they wanted to sail their ship, regardless of their home port of call (Liss 2003). Today, according to Langewiesche (2004), â€Å"no one pretends that a ship comes from the home port painted on its stern† (50). This has greatly facilitated the operation of phantom ships, previously described. The massive Tsunami that devastated much of the South Asian coast in December 2004 has had a particular impact on piracy. It is believed many pirate syndicates and individual pirate groups lost ships in the disaster, as did many legitimate ship owners. In addition, changes to the Malacca Straights have reduced shipping in the region and left piracy there almost non-existent (Bangs erg 2005). It will be of note to see if piracy rebounds as issues with passage through the Straights are resolved, or whether piracy increases in some other area or areas. Terrorism: The New Threat On top of all the above, groups operating from a political motive, terrorists, have entered the piracy trade. Following September 11,terrorism has become a worldwide concern. The maritime community had already experienced a number of terrorist actions and threats, such as when Islamic militants bombed the side of the Cole, an American warship, in 2000 (Anon 2004). Since 9/11, the Limburg, a French oil tanker, has been similarly bombed, while â€Å"Abu Soya, a terrorist outfit from the southern Philippines, claimed responsibility for bombing a ferry in Manila Bay earlier this year† (Anon 2004). While most countries can provide at least reasonable protection for land targets, â€Å"the super-extended energy umbilical cord that extends by sea to connect the West and the Asian economies with the Middle East is more vulnerable than ever† (Loft and Koran 2004, 64). Ninety perceptive the world’s trade is transported via ship, with 4,000 slow and difficult to defend tanker ships moving sixty present of the world oil supply. These ships have little or no protection, and are frequently alone on open water with nowhere to hide (Loft and Koran 2004). Current International Maritime Organization regulations prevent firearms on vessels, even for self-protection, leaving ships’ crews to face terrorist and pirate threats with spotlights and high-powered firehouses (Mihailescu 2004). Interestingly, Russian and Israeli ships ignore the IMO regulations, allowing their crewmembers to be armed, and subsequently have a lower incident of successfully attacks from either pirates or terrorists (Loft and Koran 2004). As Armstrong (2004) contends, â€Å"the world economy relies on the seamless delivery of trade via the worlds seaways† (7). This gives the terrorist threat immediate international implications. The international community has attempted to address terrorist concerns with acts such as the International Ship and Port Security Code, implemented in July 2004, the Customs-Trade Partnership Against Terrorism, and the Container Safety Initiative. However, the terrorist threat remains â€Å"a function of the terrorists will, the terrorist’s capability, and the targets perceived importance† (Armstrong 2004). Terrorists are separated from pirates by motive. While pirates attack for purely economic reasons, terrorist groups strike for political or ideological reasons, sometimes with economic considerations an additional cause (Anon 2005). â€Å"Unlike the pirates of old, whose sole objective was quick commercial gain, many of todays pirates are maritime terrorists with an ideological bent and a broad political agenda† (Loft and Koran 2004). There is, of course, a connection. Terrorists sometimes act as pirates, usually to finance their political or ideological activities. â€Å"Pirates claiming to be members of the Free Aceh Movement, who take ships crews hostage for ransom, have started to blur the lines between terror and piracy† (Hand 2004, 5). They show no interest in the ship or its cargo, but simultaneously achieve economic gains while embarrassing the government they oppose (Hand2005). In addition, as pirates become more sophisticated, they may be through their very success revealing to the terrorists where opportunities for successful destruction exist (Anon 2005). â€Å"Terrorism is imitative and adaptive, learning from other groups and wider trends† (Armstrong 2004,7). In addition, â€Å"the apparent lack of concrete evidence linking pirates and terrorism has not stopped senior Singapore government officials from publicly making this link on a number of occasions†(Hand 2004, 5). One possible terrorist target is blocking a major shipping lane. Six major shipping channels geographically lend themselves to such an attack (Armstrong 2004). The Malacca Straights are considered the most vulnerable, as the area suffers from lack of funds for policing by its littoral nations yet carries as much as one-third of the world’s total trade and one-half of the world’s oil supply (Anon 2005). â€Å"One ship sunk in a strategic right spot has the potential to block much of the Straight and cripple world trade† (Anon 2004, 37). Fourteen present of world trade moves through the Suez Canal, with the Panama Canal, thebe-el-Man dab, and the Strait of Gibraltar also carrying significant percentages of world trade. All are narrow, busy channels where well-planned terrorist strike could partially or completely block passage (Armstrong 2004). The Strait of Hormuz, connecting the Persian Gulf and Arabian Sea, is only two kilometres at its most narrow point, yet accounts for over fifteen million barrels of oil transport daily(Loft and Koran 2004). One well-placed scuttle could physically block these channels, crippling trade, as could refusal of insurance carriers to cover vessels in the area, if the terrorist situation became too severe(Armstrong 2004). Either would have devastating global economic impact. Oil and raw materials would be blocked, soon crippling manufacturing and transportation industries. Targeting energy infrastructure is increasingly recognised as terrorist intention. â€Å"Indecent years, terrorists have targeted pipelines, refineries, pumping stations, and tankers in some of the worlds most important energy reservoirs, including Iraq, Nigeria, Saudi Arabia, and Yemen† (Loft 2004). â€Å"Given al-Qaedas understanding of the sensitivity of Western economies to the price of oil, the oil and gas industry represents particularly tempting target, where a single terrorist incident could have a huge ripple effect† (Armstrong 2004). The damage would be heightened by today’s just-in-time logistics systems. Companies reduced inventories and capital structures, made possible by international outsourcing and trade, would cause an almost immediate shortage of some goods (Armstrong 2004). This would be compounded if multiple attacks were to occur on vulnerable shipping conduits simultaneously. Terrorists could also hijack ships and make them into floating bombs, which in addition to closing a shipping lane could be deployed against ports, oil refineries, or other critical infrastructures (Anon 2004). Last year in Singapore, supposed pirates hijacked a chemical tanker in the Malacca Straights, and then abandoned the ship after only an hour, fuelling speculation that terrorists were practising for a just such an attack (Anon 2004). This could cause severe damage, also with global impact in the case of a major port of oil refinery, in addition to having a potential devastating environmental impact on the targeted area. The threats â€Å"posed by the environmental impact of a deliberate tanker spill or a gas or chemical tanker being used as a floating bombard sobering yet very real scenarios (Crawford 2004, 9). Case Study: The Malacca Straights The Malacca Straights will be considered in this case study in inspire-December 26, 2004 condition. The channel was devastated by the earthquake and Tsunamis in the region. Several thousand navigational aids have shifted out of position, and at least two deep areas of the channel have filled in dramatically, with one previously over 1,000metres deep now only thirty metres (Bangs erg 2005). Old wrecks were also shifted and joined by ships downed by the waves, which will all need to be charged, and possibly moved or salvaged. London’s International Maritime Organisation is partnering with the United States to re-chart the area and plan for any needed channel modifications, with complete re-charting and dredging where necessary expected to last at least a year (Bangs erg 2005). The Malacca Strait is to the south and west of Singapore and Malaysia, north of Indonesia. It is a narrow channel, approximately 900kilometres long; at one point it narrows to less than two kilometres wide. (Anon 2005, Anon 2004). Over twenty-five present of total world trade, half of the global oil transport, and nearly two-thirds of the international supply of liquefied natural gas pass through the Straight(Loft and Koran 2004). Last year the Straight recorded over 62,000passages, including 3,300 crude oil tankers and 3,280 natural gas carriers (Hand 2004). Other freighters carry a variety of deadly substances, such as nuclear waste from Japan headed for European reprocessing facilities. The majority of the raw materials for China’s extensive manufacturing activities and products for its growing economy move through the Straight (Loft and Koran 2004). According to the IMB, the Strait of Malacca is the most dangerous shipping passage in the world (Hand 2004). The Strait is â€Å"almost entirely made up of territorial waters belonging to the three littoral states† (Hand 2004). This has been a historical point of collapse in addressing piracy in the region, as only recently have these three countries been able to coordinate activities to address shipping safety. In addition, while Malaysia and Singapore are better of financially than Indonesia, none of the countries has the full range of resources needed to confront the problem (Anon 2004). The Association of Southeast Asian Nations (ASEAN) has been unable to promote cooperation and a common strategy to deal with piracy in the area, and Indonesia and Malaysia have strongly rejected offers from the United States to dispatch the US Navy to patrol the area (Halloran 2003, Anon2004, Lewis, L. 2004). Of the three countries, Indonesia has done the least to fight piracy. However, it is not surprising that in such an economically disadvantaged country piracy is far down on its list of priorities. â€Å"The vast majority of shipping it is being asked to protect provides noneconomic benefit for the country† (Hand 2004, 5). In addition, Indonesia has faced significant political turmoil. The simultaneous political and economic crises have left the country unable to address piracy adequately, even if it wanted to (Armstrong 2004). The Indonesian Navy was dispatched to combat piracy near Singapore at that country’s insistence, but in the long-term â€Å"Indonesia lacks both the resources and the political will to maintain security across the entire length of the strait; it is a poor country with deep economic and political problems† (Hand 2004). The Indonesian navy is nearly bankrupt and has, at best estimate, perhaps twenty seaworthy boats appropriate for use on patrol. With these resources they attempt to guard the waters surrounding nearly 17,000 islands (Anon 2004). Singapore and Indonesia attempted to work bilaterally on the problem in the 1990s, but coordination disintegrated (Chalk 1998). Malaysia has been more aggressive in addressing piracy. Pre-Tsunami, the government even planned to enhance security with a24-hour radar system covering its areas in the Straight (Anon 2005a). The IMB credits Malaysian vigilant policing and anti-piracy activities as directly leading to the drop in piracy at the western end of the Straight. In 2000, seventy-five attacks were reported in that area, but by 2002 the number had dropped to sixteen (Halloran 2003). Unfortunately this number was tempered by increased attacks in the eastern areas of the Straight, such as the area above the impoverished Indonesian Port Clang, where the sea lanes initially widen (Anon 2004). Following this success, Singapore joined with Malaysia to launch anoint offensive. Seventeen ships were dispatched by the two countries to hunt pirates and terrorists in the Malacca Straight. The countries-ordinated patrols, allowing suspect ships to be pursued across national sea boundaries (Lewis, L. 2004). This led to a further decrease in pirate activity throughout the Straight. However the Indonesian waters of the Straight continue to report the highest number of pirate attacks globally, although the number has dropped from 121 in 2003 to 93 in 2004 (Anon 2005b). Thesis more than twenty-five present of pirate activity worldwide (Anon2005b). Indonesians had recently joined with Malaysia and Singapore,pre-Tsunami, to address piracy. The countries have agreed to allow each other’s policing and patrol ships to pursue suspected pirates and terrorists into each other’s waters (Lewis, L. 2004). While each country remains responsible for its own section of the Straight, any reported pirate or terrorist activity will be immediately reported to cooperating the other countries, allowing for multi-national response where needed (Lewis, L. 2004). Armstrong (2004) points out that increases in piracy typically follow economic crises, and â€Å"flourish in a political / security vacuum†(7). â€Å"The growth in incidents in the Malacca Strait, for example, follows the Asian economic crisis of the late 1990s† (Armstrong 2004,7). Ideologically, the Muslim religion remains prominent in the region. This has encouraged Muslim extremists to establish bases near the Straight, from which they attack ships for political or economic gain (Kokand 2004). The recent natural disasters in the region have only intensified economic and political problems. It is therefore unlikely that the Straight will remain pirate-free once the Tsunami effects on the shipping lanes are dealt with, unless the economic and political instabilities of the region, particularly in Indonesia, are addressed. Case Study: Nigeria The high seas and territorial waters off the coast of Nigeria are another hotbed of pirate and terrorist activity. The country is on the western coast of Africa, bordered to the north and west by Benin and Cameroon, and to the south by the Gulf of Guinea (Nigeria 2005). The river Niger flows through Nigeria to its delta in the gulf. The county is Africa’s most populous, but the vast majority of Nigerians live at below-poverty levels, surviving through subsistence farming (Anon2004b). Petroleum and petroleum products account for ninety-five present of the nation’s exports, making departing tankers a prime target for pirates and terrorist groups (Nigeria 2005). The Nigerian government has been going through massive changes. Constitution was enacted in 1999 following sixteen years of corrupt and poorly managed military rule (Nigeria 2005). Agricultural productivity has plummeted, causing what was once one of Africa’s leading agricultural producers to import food supplies. The economy has been allowed to become over-reliant on petroleum, without the creation of diverse economic interests or investment in infrastructure (Nigeria2005). Nigeria is home to over 250 ethnic people groups, leading to religious and ethnic dissention within the country (Nigeria 2005). While not having as high an incidence of strikes as the Malacca Straight, attacks in the region are significantly more violent (Clark2004). In the first half of 2004, Nigeria had thirteen attacks, compared with fif Preventing Piracy and Terrorism in Shipping Industry Preventing Piracy and Terrorism in Shipping Industry Can the shipping industry overcome the challenges it faces with Piracy and Terrorism? Although many think that pirates went out of circulation with sailed ships and swords, piracy is becoming an increasingly serious global problem. These range from small thefts to complex hijacks, and while taking place globally, tend to be concentrated in a few geographically restricted shipping channels. The breadth and complexity of the piracy problem makes it almost impossible to address in simple terms. The first factor is the enormous scope of the shipping industry. An estimated 90% of world trade moves by sea, in over 50,000ships each supposedly governed by the laws of the nation whose flag it bears (Crawford 2004). There is no one place for information concerning piracy, nor any distinct entity to police the oceans. To further complicate the matter, piracy-type acts are now also committed by terrorists, either for political results or as a way to fund their operations. This research first undertakes a review of available literature on the piracy issue, including types and motives of piracy attacks, ahistorical and current summary of pirate activity, and a consideration of terrorist attacks on shipping concerns. Two particularly volatile areas of pirate activity are then reviewed, the Malacca Straights in Southeast Asia, and the waters off the coast of Nigeria, Africa. Combining best practise findings from the literature reviewed with these case studies then provides a foundation for recommendations on how the piracy issue can best be addressed, by individual shipping concerns, individual countries, and the international community. Countermeasures will be weighed and analysed on the basis of feasibility. Of particular focus in this research is addressing some of the underlying factors contributing to the rise in piracy, in addition to defensive and offensive measures. These are typically overlooked in studies of effective countermeasures to the maritime piracy / terrorist problem. It is anticipated that this research will reveal the need to address this complex issue holistically and internationally, with greater unity and coordination than currently exists in the maritime community. Hypothesis This study considers piracy as a result of other underlying issues, and considers countermeasures from a prevention rather than combative perspective, although all types of piracy countermeasures are addressed. Specifically, it is anticipated piracy will be found to be heavily influenced by economic, political, and ideological factors. Its further anticipated that a truly effective response to the growing piracy problem in international shipping will include measures to combat the causes of increased piracy, in addition to the pirates ’actions. Literature Review Piracy Defined One of the initial difficult factors in a study of piracy is the wide range of definitions. What constitutes piracy, what constitutes robbery, and what constitutes terrorism? National and international organisations disagree on the parameters of piracy, as opposed to thievery or terrorist activity, and all agree the lines between are blurring more and more (Langeweische 2003). The International Maritime Bureau (IMB), an organisation of the International Chamber of Commerce, has some responsibility for piracy and legal considerations on the high seas (that is, areas of the ocean not controlled by a particular country, typically more than twelve miles from the country’s coast)(Hawkes 2001). Therefore, where the attack occurred in relation to the coast is of high importance. This is reinforced by the United Nations ‘Law of the Sea, which has been ratified by almost every nation except the United States (Hawkes 2001). The IMB’s Piracy Reporting Centre in Kuala Lumpur, however, defines piracy as â€Å"any act of boarding an vessel with the intent to commit theft or any other crime and with the intent or capability to use force in the furtherance of that act† ((Liss 2003, 55). While only attacks that take place on the high seas are registered with the PRC, they continue to maintain a broader definition of piracy (Chalk 1998). Forth purpose of this research, attacks against shipping vessels at port, in national waters, and on the high seas will be considered piracy if committed with a primarily economic motive. Acts committed from apolitical or ideological motive will be considered terrorist activities. Most recently, an organisation called the Comate Maritime International (CMI), composed of a number of shipping and law enforcement organisations such as the IMB, The Baltic and International Maritime Council, and Interpol, drafted a Model National Law on Acts of Piracy and Maritime Violence, which expands the definition of piracy to include national waters and the high seas (Hawkes 2001). Types of Piracy Pirate attacks also can be categorised according to the location, scope and violence involved. Non-violent hit-and-run attacks are widespread and often unreported. According to Liss (2003)â€Å"the vast majority of pirate attacks today are simple hit-and-run robberies, committed by what can best be described as common sea-robbers† (59). This attack can occur while the ship is in harbour or at anchorage. The IMB would define these attacks as low-level armed robbery. These are usually quick, low sophistication attacks where thieves make off with cash and portable personal valuables. The average theft in this type of attacks between $5,000 and $15,000 US dollars (Chalk 1998). These pirates are typically groups of men from poor areas who have known each other for quite some time, and steal for economic reasons. Outside of ports, these pirates tend to target smaller vessels (Liss 2003). The men will speak on board a ship, usually at night, and take valuables, electronics, the ship’s equipment, or any other easily transportable and saleable item they can find. These raids often last less than thirty minutes, and rarely have any violence, except in the rare instance when a pirate is confronted by one of the crews (Liss 2003). Violent hit-and-run attacks typically target yachts and other smaller vessels on the open sea. These are typically a heavily-armed group with some planning and training involved. Attacks in territorial waters or on the high seas have a higher level of sophistication, and are categorised as medium-level armed robbery by the IMB (Chalk 1998). In these attacks the pirates board the ship and again take any valuable or saleable items. However, they are unafraid to confront the ship’s occupants or crew, and have injured or killed in a number of cases(Liss 2003). In neither of these two types of attacks is the pirate gang organised or sophisticated enough to also consider stealing the boat (Liss 2003). Ship-seizing attacks require a much higher level of planning and sophistication, including participation in some wider crime network in order to be able to move the ship’s cargo and the ship itself quickly. Not surprisingly, these types of attacks are usually carried out by professional pirates funded by syndicates (Liss 2003). In temporary seizures, the pirates board the ship and restrain the crew; on rare occasions they may also be held for ransom. The ship is diverted to safe location and its cargo off-loaded, after which the ship and crew are released (Liss 2003). Pirates in this type of attack typically work from a â€Å"mother ship,† and may also take portable personal valuables (Chalk 1998). In the most violent and sophisticated attacks, permanent seizures, the ship itself is hijacked at sea, considered a major criminal hijack byte IMB (Chalk 1998). The crew may be abandoned at sea, but in many of these instances they are simply killed. These attacks usually occur in busy narrow shipping channels, and often at night (Langeweische 2003). The ship is typically repainted and its name changed. It then becomes what is called a phantom ship, changing its name and flag regularly(Liss 2003). Permanent seizures occur almost exclusively in the FarEast (Liss 2003). The phantom ship may be used as a pirate ship, but is more often used for a sophisticated type of robbery (Liss 2003). The ship takes on aloud of cargo for a legitimate business, but both the ship and the cargo disappear. The legitimate business loses both its cargo and the shipping fees it invested, and the thieves sell the cargo on the black market, paint the ship and change its name, and repeat the process(Langeweische 2003). A convincing phantom ship can draw in shippers and reroute their cargo quickly, often making up to pounds 30 million a year (Lewis, M. 2004). A Historical Perspective When most people think of piracy, they do so from a historical perspective. Blackbeard, Captain Kidd and their compatriots, swashbuckling, sword-carrying figures aboard tall ships with patches over one eye, supposedly once looted and pillaged the high seas and buried their treasure on deserted islands. In reality, however, piracy has historically been tied to national political and economic concerns. There is evidence that this continues today (Langeweische2003). The â€Å"pirates† in Southeast Asia during the colonisation period, for example, typically undertook slave raiding and robbery activities to strengthen and with the support of their local chiefdoms or sultanates. What the colonising powers considered piracy was seen by locals as state-sponsored means of enriching the local community at foreign powers’ expense (Liss 2003). In the early 1800s, pirates in the Mediterranean were supported by the Barbary States of northern Africa, but primarily for economic gain Loft and Koran 2004). These pirates would typically take over merchant ships and demand ransom for their crews. The United States responded with the Barbary Wars, which eventually successfully addressed the piracy problem with military intervention (Loft and Koran 2004). In various times of economic downturn, particularly when the economic difficulties were localised in areas near popular shipping channels, piracy has historically increased. Piracy experienced a surge with the opening of the Americas, and later Australia (North 1968). On the Atlantic Ocean, these were typically rogue European ships operating for personal profits. However, local residents of Africa, South America, and Asia have also been historically inclined to piracy at various periods. The important historical conclusion from a study of such activity is that piracy rose substantially in and around areas experiencing economic difficulty and which cargo-laden ships passed through, and decreased with economic upturn (North 1968). In recent decades oil shipments have been an increased target of pirates, particularly during periods of high crude prices. For example, tankers were frequently attacked in the Strait of Hormuzduring the mid-1980s (Loft and Koran 2004). As shipments were rerouted and insurers began to pull out from ships in the area, global oil prices were effected. Shipping in the Persian Gulf dropped by almost twenty-five present, and was not restored until the United States intervened, sending military vessels to regain order in the region(Loft and Koran 2004). The decade of the 1990s was also a historical turning point in the piracy saga. Worldwide piracy tripled over the period, escalating from just over one hundred annually in the beginning of the decade to a high of 469 in 2000 (Halloran 2003). Geographically, piracy was high in the early 1990s in the Malacca Straights, but increased policing in the1993 to 1995 period reduced incidences there. The area again fell victim to a high number of attacks in the closing years of the decade(Anon 2005). Piracy also developed from its random, unorganised thievery practise in the late 1800s and much of the 1900s, to sophisticated and highly trained criminal activity, facilitated by the increased number in crime syndicates and terrorist groups becoming involved in piracy activities (Anon 2005b). Many pirates joined â€Å"organized crime syndicates comprising corrupt officials, port workers, hired thugs, and businessmen,† developing into sophisticated networks that could gain intelligence on particular ships, plan attacks, and dispose of the stolen property or ships (Loft and Koran 2004, 68). The problem was compounded by the gross underpayment of maritime security in high piracy (and typically economically depressed) areas throughout the 1990s, who become more susceptible to bribes and in some cases even took part in piracy attacks (Loft and Koran 2004). Piracy Today Piracy today is a global disaster. Statistics on piracy do not accurately paint the current picture. As many as half of attacks are estimated to go unreported (Anon 2005b). Ship owners are reluctant to detain their ships to participate in an investigation, as doing so costs them significant loss. Incidents of piracy can also make it more difficult for them to recruit high-quality crew members (Clark 2004). Reporting piracy would also cause an increase in their insurance premiums, often costing more in the long-term than simply absorbing the loss (Armstrong 2004). â€Å"Since many shipping companies do not report incidents of piracy, for fear of raising their insurance premiums and prompting protracted, time-consuming investigations, the precise extent of piracy is unknown â€Å" (Loft and Koran 2004, 64). Various international and shipping organisations make the attempt, however, and can at least document trends in piracy events that are reported. Both attacks and their violence are reported to be on theorise. International Maritime Bureau, in its annual piracy report, recorded 325 piracy attacks and thirty deaths in 2004, a decrease in attacks (from 445) but increase in deaths (from 21) in 2003 (Anon2005b). â€Å"The number of seafarers taken hostage last year almost doubled to 359, while 311 ships were boarded and 19 vessels hijacked†(Akbar 2004, 27). Armstrong (2004) similarly lists piracy as growing at twenty present annually. Armed attacks increased by nearly fifty present in 2003, with the death count more than doubled from 2002(Akbar 2004). 644 incidents of violence to crews were reported overall, including six on UK-flagged ships and twenty-one on vessels owned or managed from the UK (Akbar 2004). These attacks tend to be clustered in and near some of the busiest Third World ports, particularly off the shores of Indonesia, Malaysia and Nigeria(Mihailescu 2004, Halloran 2003). In two incidents receiving high media coverage in the UK, pirates executed Sir Peter Blake, the Greenpeace activist, off the coast of Brazil in 2002. Alan MacLean was similarly killed by pirates off the coast of Somalia during an adventure-related trip (Akbar 2004). The financial impacts are huge. Loft and Koran (2004) report a loss of ships, loss of cargo, and increased insurance costs the shipping industry in excess of sixteen billion US each year. This trainslates to a weekly cost of pounds 300m per week (Akbar 2004, Reynolds 2003). As much as 10 billion US of this loss is to the insurance industry alone, with the true amount being significantl y higher due to underreporting (Crawford 2004). Pirates today are additionally too broad a group to truly generalise. However, technological advances have allowed pirates to become better equipped and have greater information as to their targets, which contributes to an increased number of attacks on larger ships (Lewis. 2004). In addition, the end of the Cold War has reduced the number of sea patrols in certain areas of the world while simultaneously making a tremendous volume of weapons and munitions available on the black market, often at relatively inexpensive prices (Armstrong 2004). Meanwhile, exponential in global trade has greatly increased the amount of highly valuable and saleable goods moving across the seas. This combination of more to steal, less policing, and greater easy in theft has led to a significant rise in piracy activity (Liss 2003). Attempts to regulate shipping have led to the development of the flags of convenience problem. The practice began after World War II, but did not become widespread or a problem in the international maritime community until the 1990s (Langewiesche 2004). A number of impoverished countries, such as Malta, Panama, and Liberia, began to sell their flags for a fee, with little concern for the legitimacy of the ship’s owners (Loft and Koran 2004). This allowed ship owners to literally choose under which country’s laws they wanted to sail their ship, regardless of their home port of call (Liss 2003). Today, according to Langewiesche (2004), â€Å"no one pretends that a ship comes from the home port painted on its stern† (50). This has greatly facilitated the operation of phantom ships, previously described. The massive Tsunami that devastated much of the South Asian coast in December 2004 has had a particular impact on piracy. It is believed many pirate syndicates and individual pirate groups lost ships in the disaster, as did many legitimate ship owners. In addition, changes to the Malacca Straights have reduced shipping in the region and left piracy there almost non-existent (Bangs erg 2005). It will be of note to see if piracy rebounds as issues with passage through the Straights are resolved, or whether piracy increases in some other area or areas. Terrorism: The New Threat On top of all the above, groups operating from a political motive, terrorists, have entered the piracy trade. Following September 11,terrorism has become a worldwide concern. The maritime community had already experienced a number of terrorist actions and threats, such as when Islamic militants bombed the side of the Cole, an American warship, in 2000 (Anon 2004). Since 9/11, the Limburg, a French oil tanker, has been similarly bombed, while â€Å"Abu Soya, a terrorist outfit from the southern Philippines, claimed responsibility for bombing a ferry in Manila Bay earlier this year† (Anon 2004). While most countries can provide at least reasonable protection for land targets, â€Å"the super-extended energy umbilical cord that extends by sea to connect the West and the Asian economies with the Middle East is more vulnerable than ever† (Loft and Koran 2004, 64). Ninety perceptive the world’s trade is transported via ship, with 4,000 slow and difficult to defend tanker ships moving sixty present of the world oil supply. These ships have little or no protection, and are frequently alone on open water with nowhere to hide (Loft and Koran 2004). Current International Maritime Organization regulations prevent firearms on vessels, even for self-protection, leaving ships’ crews to face terrorist and pirate threats with spotlights and high-powered firehouses (Mihailescu 2004). Interestingly, Russian and Israeli ships ignore the IMO regulations, allowing their crewmembers to be armed, and subsequently have a lower incident of successfully attacks from either pirates or terrorists (Loft and Koran 2004). As Armstrong (2004) contends, â€Å"the world economy relies on the seamless delivery of trade via the worlds seaways† (7). This gives the terrorist threat immediate international implications. The international community has attempted to address terrorist concerns with acts such as the International Ship and Port Security Code, implemented in July 2004, the Customs-Trade Partnership Against Terrorism, and the Container Safety Initiative. However, the terrorist threat remains â€Å"a function of the terrorists will, the terrorist’s capability, and the targets perceived importance† (Armstrong 2004). Terrorists are separated from pirates by motive. While pirates attack for purely economic reasons, terrorist groups strike for political or ideological reasons, sometimes with economic considerations an additional cause (Anon 2005). â€Å"Unlike the pirates of old, whose sole objective was quick commercial gain, many of todays pirates are maritime terrorists with an ideological bent and a broad political agenda† (Loft and Koran 2004). There is, of course, a connection. Terrorists sometimes act as pirates, usually to finance their political or ideological activities. â€Å"Pirates claiming to be members of the Free Aceh Movement, who take ships crews hostage for ransom, have started to blur the lines between terror and piracy† (Hand 2004, 5). They show no interest in the ship or its cargo, but simultaneously achieve economic gains while embarrassing the government they oppose (Hand2005). In addition, as pirates become more sophisticated, they may be through their very success revealing to the terrorists where opportunities for successful destruction exist (Anon 2005). â€Å"Terrorism is imitative and adaptive, learning from other groups and wider trends† (Armstrong 2004,7). In addition, â€Å"the apparent lack of concrete evidence linking pirates and terrorism has not stopped senior Singapore government officials from publicly making this link on a number of occasions†(Hand 2004, 5). One possible terrorist target is blocking a major shipping lane. Six major shipping channels geographically lend themselves to such an attack (Armstrong 2004). The Malacca Straights are considered the most vulnerable, as the area suffers from lack of funds for policing by its littoral nations yet carries as much as one-third of the world’s total trade and one-half of the world’s oil supply (Anon 2005). â€Å"One ship sunk in a strategic right spot has the potential to block much of the Straight and cripple world trade† (Anon 2004, 37). Fourteen present of world trade moves through the Suez Canal, with the Panama Canal, thebe-el-Man dab, and the Strait of Gibraltar also carrying significant percentages of world trade. All are narrow, busy channels where well-planned terrorist strike could partially or completely block passage (Armstrong 2004). The Strait of Hormuz, connecting the Persian Gulf and Arabian Sea, is only two kilometres at its most narrow point, yet accounts for over fifteen million barrels of oil transport daily(Loft and Koran 2004). One well-placed scuttle could physically block these channels, crippling trade, as could refusal of insurance carriers to cover vessels in the area, if the terrorist situation became too severe(Armstrong 2004). Either would have devastating global economic impact. Oil and raw materials would be blocked, soon crippling manufacturing and transportation industries. Targeting energy infrastructure is increasingly recognised as terrorist intention. â€Å"Indecent years, terrorists have targeted pipelines, refineries, pumping stations, and tankers in some of the worlds most important energy reservoirs, including Iraq, Nigeria, Saudi Arabia, and Yemen† (Loft 2004). â€Å"Given al-Qaedas understanding of the sensitivity of Western economies to the price of oil, the oil and gas industry represents particularly tempting target, where a single terrorist incident could have a huge ripple effect† (Armstrong 2004). The damage would be heightened by today’s just-in-time logistics systems. Companies reduced inventories and capital structures, made possible by international outsourcing and trade, would cause an almost immediate shortage of some goods (Armstrong 2004). This would be compounded if multiple attacks were to occur on vulnerable shipping conduits simultaneously. Terrorists could also hijack ships and make them into floating bombs, which in addition to closing a shipping lane could be deployed against ports, oil refineries, or other critical infrastructures (Anon 2004). Last year in Singapore, supposed pirates hijacked a chemical tanker in the Malacca Straights, and then abandoned the ship after only an hour, fuelling speculation that terrorists were practising for a just such an attack (Anon 2004). This could cause severe damage, also with global impact in the case of a major port of oil refinery, in addition to having a potential devastating environmental impact on the targeted area. The threats â€Å"posed by the environmental impact of a deliberate tanker spill or a gas or chemical tanker being used as a floating bombard sobering yet very real scenarios (Crawford 2004, 9). Case Study: The Malacca Straights The Malacca Straights will be considered in this case study in inspire-December 26, 2004 condition. The channel was devastated by the earthquake and Tsunamis in the region. Several thousand navigational aids have shifted out of position, and at least two deep areas of the channel have filled in dramatically, with one previously over 1,000metres deep now only thirty metres (Bangs erg 2005). Old wrecks were also shifted and joined by ships downed by the waves, which will all need to be charged, and possibly moved or salvaged. London’s International Maritime Organisation is partnering with the United States to re-chart the area and plan for any needed channel modifications, with complete re-charting and dredging where necessary expected to last at least a year (Bangs erg 2005). The Malacca Strait is to the south and west of Singapore and Malaysia, north of Indonesia. It is a narrow channel, approximately 900kilometres long; at one point it narrows to less than two kilometres wide. (Anon 2005, Anon 2004). Over twenty-five present of total world trade, half of the global oil transport, and nearly two-thirds of the international supply of liquefied natural gas pass through the Straight(Loft and Koran 2004). Last year the Straight recorded over 62,000passages, including 3,300 crude oil tankers and 3,280 natural gas carriers (Hand 2004). Other freighters carry a variety of deadly substances, such as nuclear waste from Japan headed for European reprocessing facilities. The majority of the raw materials for China’s extensive manufacturing activities and products for its growing economy move through the Straight (Loft and Koran 2004). According to the IMB, the Strait of Malacca is the most dangerous shipping passage in the world (Hand 2004). The Strait is â€Å"almost entirely made up of territorial waters belonging to the three littoral states† (Hand 2004). This has been a historical point of collapse in addressing piracy in the region, as only recently have these three countries been able to coordinate activities to address shipping safety. In addition, while Malaysia and Singapore are better of financially than Indonesia, none of the countries has the full range of resources needed to confront the problem (Anon 2004). The Association of Southeast Asian Nations (ASEAN) has been unable to promote cooperation and a common strategy to deal with piracy in the area, and Indonesia and Malaysia have strongly rejected offers from the United States to dispatch the US Navy to patrol the area (Halloran 2003, Anon2004, Lewis, L. 2004). Of the three countries, Indonesia has done the least to fight piracy. However, it is not surprising that in such an economically disadvantaged country piracy is far down on its list of priorities. â€Å"The vast majority of shipping it is being asked to protect provides noneconomic benefit for the country† (Hand 2004, 5). In addition, Indonesia has faced significant political turmoil. The simultaneous political and economic crises have left the country unable to address piracy adequately, even if it wanted to (Armstrong 2004). The Indonesian Navy was dispatched to combat piracy near Singapore at that country’s insistence, but in the long-term â€Å"Indonesia lacks both the resources and the political will to maintain security across the entire length of the strait; it is a poor country with deep economic and political problems† (Hand 2004). The Indonesian navy is nearly bankrupt and has, at best estimate, perhaps twenty seaworthy boats appropriate for use on patrol. With these resources they attempt to guard the waters surrounding nearly 17,000 islands (Anon 2004). Singapore and Indonesia attempted to work bilaterally on the problem in the 1990s, but coordination disintegrated (Chalk 1998). Malaysia has been more aggressive in addressing piracy. Pre-Tsunami, the government even planned to enhance security with a24-hour radar system covering its areas in the Straight (Anon 2005a). The IMB credits Malaysian vigilant policing and anti-piracy activities as directly leading to the drop in piracy at the western end of the Straight. In 2000, seventy-five attacks were reported in that area, but by 2002 the number had dropped to sixteen (Halloran 2003). Unfortunately this number was tempered by increased attacks in the eastern areas of the Straight, such as the area above the impoverished Indonesian Port Clang, where the sea lanes initially widen (Anon 2004). Following this success, Singapore joined with Malaysia to launch anoint offensive. Seventeen ships were dispatched by the two countries to hunt pirates and terrorists in the Malacca Straight. The countries-ordinated patrols, allowing suspect ships to be pursued across national sea boundaries (Lewis, L. 2004). This led to a further decrease in pirate activity throughout the Straight. However the Indonesian waters of the Straight continue to report the highest number of pirate attacks globally, although the number has dropped from 121 in 2003 to 93 in 2004 (Anon 2005b). Thesis more than twenty-five present of pirate activity worldwide (Anon2005b). Indonesians had recently joined with Malaysia and Singapore,pre-Tsunami, to address piracy. The countries have agreed to allow each other’s policing and patrol ships to pursue suspected pirates and terrorists into each other’s waters (Lewis, L. 2004). While each country remains responsible for its own section of the Straight, any reported pirate or terrorist activity will be immediately reported to cooperating the other countries, allowing for multi-national response where needed (Lewis, L. 2004). Armstrong (2004) points out that increases in piracy typically follow economic crises, and â€Å"flourish in a political / security vacuum†(7). â€Å"The growth in incidents in the Malacca Strait, for example, follows the Asian economic crisis of the late 1990s† (Armstrong 2004,7). Ideologically, the Muslim religion remains prominent in the region. This has encouraged Muslim extremists to establish bases near the Straight, from which they attack ships for political or economic gain (Kokand 2004). The recent natural disasters in the region have only intensified economic and political problems. It is therefore unlikely that the Straight will remain pirate-free once the Tsunami effects on the shipping lanes are dealt with, unless the economic and political instabilities of the region, particularly in Indonesia, are addressed. Case Study: Nigeria The high seas and territorial waters off the coast of Nigeria are another hotbed of pirate and terrorist activity. The country is on the western coast of Africa, bordered to the north and west by Benin and Cameroon, and to the south by the Gulf of Guinea (Nigeria 2005). The river Niger flows through Nigeria to its delta in the gulf. The county is Africa’s most populous, but the vast majority of Nigerians live at below-poverty levels, surviving through subsistence farming (Anon2004b). Petroleum and petroleum products account for ninety-five present of the nation’s exports, making departing tankers a prime target for pirates and terrorist groups (Nigeria 2005). The Nigerian government has been going through massive changes. Constitution was enacted in 1999 following sixteen years of corrupt and poorly managed military rule (Nigeria 2005). Agricultural productivity has plummeted, causing what was once one of Africa’s leading agricultural producers to import food supplies. The economy has been allowed to become over-reliant on petroleum, without the creation of diverse economic interests or investment in infrastructure (Nigeria2005). Nigeria is home to over 250 ethnic people groups, leading to religious and ethnic dissention within the country (Nigeria 2005). While not having as high an incidence of strikes as the Malacca Straight, attacks in the region are significantly more violent (Clark2004). In the first half of 2004, Nigeria had thirteen attacks, compared with fif

Womens Brain Essay -- Biology Essays Research Papers

Women's Brain Women have smaller brains than that of their male counterpart. Since the ability to think is partly determined by the size of the brain it is obvious to an accurate researcher if I were to ignore the differences between the male and female brain. The question to be posed is, with the knowledge of the function of the human brain, can a scientist accurately determine if the differences in the way males and females perform various tasks is a biological phenomena, or rather as a result of social persuasion? All kinds of research have shown that the bigger the brain, generally, the smarter the animal. (1) However, as Emily Dickinson might agree, it is not the size of the brain that counts, but rather what is contained within the brain. Human male brains are, on average, approximately 10% larger than that of the female, but this is because of men's larger body size: more muscle cells imply more neurons to control them. (3) If the size of the brain is not the determinate factor of the diffe rences between the male and female brain what is? Of special interest to researchers of this subject was the amount of gray matter, the part of the brain that allows us to think. The researchers wanted to know if women have as much gray matter as men. (1) It would be logical to conclude that if there is less gray matter, the component of the brain associated with the thinking process, than obviously, biologically men and superior in intellect to women. However, as is the case with many biological researches, more questions arose than were answered. According to one psychology professor at the University of Pennsylvania, there is no difference in the amount of gray matter in men and women. To make up for the smaller brain size, women ... ...s. The political brain. http://www.home.aone.net.au/think/brainsx.html 3. 3}Are There Differences between the Brains of Males and Females?,Intellectual differences among the sexes. http://www.epub.org.br/cm/n11/mente/eisntein/cerebro-homens.html 4. 4}Left/Right Brain?,Left or right brained. http://www.helpself.com/brain.htm 5. 5}La Difference,Who is the better sex? http://www.nytimes.com/auth/login?URI=http://www.nytimes.com/books/99/07/11/reviews/990711.11holtlt.html&OP=bd2d6ebQ2F@Q25Q7BD@!PqQ7DQ5BPPQ23@DPPIQ7D@Q24Q24@F5@xx@Q5BQ7BNdQ7BQ25Q7D@Q24Q24F5xxfxx_PQ51Q23Q51Q23f_Q23iQ51 6. 6}Traumatic Tests: Gender Bias and the SATs,SAT statistics.conclude that men are superior to women in intellect, right? Now I would not be a proud Bryn Mawr woman if I were to agree with this logic. However, I would not be http://home.earthlink.net/~lfdean/sat.html