Sample Reaction Paper: The Challenge That is USA Patriot Act

In light of the 9/11 attacks, the US government revamped its interest of expanding its power against terrorism. It was on October 26, 2001 – exactly 43 days after the terrorist attacks – when the Public Law 107-56 or commonly known as the Uniting and Strengthening America by Providing Appropriate Tools Required to Intercept and Obstruct Terrorism, or simply USA PATRIOT Act, took effect. As controversial as it is, the question now is: will the said Act protect the public or will it bring more harm than protection?

Our basic premise is that USA PATRIOT Act was designed with good intentions, however, due to ordinary human limitations, certain unintended consequences built into its design. The aim of this article is to highlight them and then outline the ways the Act can be improved by reducing if not eliminating these unintended consequences.

While the ‘War on Terror’ initiative is acceptable since the US government is seriously taking the appropriate measures to combat terrorism that threatens national sovereignty and civil liberties per se, there are inadvertent outcomes of the Act. Here’s a comprehensive list of the unintended consequences of the US PATRIOT Act. In general, the Act:

1) Jeopardized constitutional freedoms;

2) Endangered individual rights;

3) Blurred boundaries between domestic and non-domestic law enforcement agencies; and

4) Threatened the freedom of expression.

Specifically, the Act:

1) Alienated domestic Muslim citizens;

2) Reduced confidence in the ‘hawala’ system;

3) Led to unrestricted information sharing about non-US citizens’ identity;

4) Violated privacy of the people who come in close casual contact with a suspected person;

5) Detained suspected individuals and imprisoned them without legal protections;

6) Led to unprecedented examination of public records; and

7) Resulted in the issuance of search warrants surreptitiously and without probable cause which led to unreasonable searches and arrests.

On the other end, the possible remedies to the Act’s unyielding consequences may not be far. The following are recommendations on how these issues can be addressed.

First, there should be more congressional oversight. The Congress has a role in protecting national defense by actively shaping various policies. Thereby, the Congress can protect the people by passing public policies that focus on the people’s welfare. The role of the Congress, however, does not stop here. Instead, the Congress should have a deeper involvement in the delivery of these policies.

Second, there should be more freedom of information request. The Amnesty International, for instance, is keen in publicizing information while also mobilizing public opinion. Information is the lifeblood of the organization. If the information is withheld from public scrutiny, how can the public mold its opinion, and how can Amnesty International release the most crucial information relating to human right issues when its access to information is suspended. There is freedom of information legislation, which forms part of the transparency goal, in approximately 72 countries worldwide. How such legislation is being delivered for public utilization is another issue though.

Third, there should be public petitions and signature campaigns in areas people feel strongly. A petition is a direct, formal request to government officials to require action including amendment of a law or passing a new law depending on the public agenda at hand. A signature campaign, on the other hand, is a process of gathering a specified number of signatures for government official’s attention and then action. Either of the two processes, the goal is to get the message across that the public perceives something as unlawful, unfair, unreasonable or just plain illegal.

Finally, the web space can be utilized as a public bulletin board. The power of the bloggers cannot be underestimated. The most unpretentious bloggers blatantly criticize the government and its [lack of] action. The uncensored nature of blogging makes it an effective avenue to make the government officials know the pulse of the public.

Going back, the Act features sunset provisions which mean that some sections will automatically expire after the pre-determined date (December 31, 2005) unless new, additional legislations extend it. Provisions were, nonetheless, extended until March 10, 2006, and controversies were renewed especially that the Congress is debating whether to make the Act permanent or not. A congressional hearing was conducted on June 10, 2005, and eventually, a compromised bill was passed into law by March 9, 2006. PATRIOT Act II was born, but there remain questions about specific provisions especially those that affect the protection of civil liberties.

Sample College Essay: Ship Bunkering (Part 3)

Bunker regulation

MARPOL is just one of the bunker regulations, but there are many others. These bunker regulations came into being because of the relentless increase in the oil prices. On the other end, the regulations are created to reflect an ever-increasing awareness on marine environmental protection. Ship bunkering that was once considered as a low skill and low-value activity has evolved into a highly focused shipboard operation. This is particularly the case when it comes to regulatory compliance as well as the quality and quantity assurance.

These regulations require the ship officers and crew of acting in compliance with applicable bunkering operations regulations. This involved being compliant with the industry best practices including safety management system (SMS), shipboard oil pollution emergency planning (SOPEP), and shipboard marine pollution emergency plan (SMPEP) among others and as appropriate.

One of the most common pitfalls of complying with bunker regulations is that the owners or operators tend to have their own conduct of bunkering operations. This is fine though for as long as the practices are compliant with the industry standards and regulations specifically on operational procedures contained in SMS, SOPEP and SMPEP as well as MARPOL and SOLAS, both of which are international bunker regulations.

Bunkering operations are governed by MARPOL and SOLAS specifically Annexes 1 and 6 and Chapter 6 Regulation, respectively. The latter, in particular, requires that a material safety data sheet must be provided for oil products that are carried on board.

Apart from this, there are specific bunker regulations on individual ports that a ship operator must also adhere to. These ports are equipped with own regulatory regimes that cover bunkering operations. Having said this, it is a must for any ship owner or operator to check with the local agent and/or bulk supplier for local regulations information and guidance before the commencement of the bunkering operation.

The importance of adhering to bunker regulations should be self-explanatory. Nevertheless, these regulations are critical to protecting all the people and types of equipment onboard the ship as well as the sea itself. Oil spills can definitely ruin flora and fauna on different bodies of water, which can be avoided with compliance. All the people will certainly benefit if ship owners and operators comply with these regulations to the highest degree, and there are specific reasons they must do so.

Fuel oil, as well as vapors, may ignite. These also cause dizziness and headache. Not to mention, some contain hydrogen sulfide, a highly poisonous substance. Further, these can harm or cause irritation to the skin, mouth, and lungs. There are specific precautions to follow though. First, individuals must not enter enclosed spaces that are not approved as safe for entry. Second, an individual must stand to windward while opening tank lids or sampling points. Third, the individual should use goggles and appropriate gloves. Fourth, the person should also wear working protective clothes which should be changed out when the clothes were soaked on oil.

Other than these general precautions, bunker regulations further require ship owners and operators of fire precautions. All bunker fuels must be kept away from naked flames or sparks and other ignition sources. The bunkers should also be kept away from any heated surfaces. During bunkering operations, no one should be smoking on deck. Finally, no one must smoke near fuel tanks and other locations where fuels are stored.

During bunkering operations, it is thus necessary to keep safety and environmental protection in mind. This is the only way that the ship owner and operator may commit to doing their part in marine conservation. There are specific ways of doing such. Knowing and utilizing the appropriate SMS checklist and procedure for bunkering and ship to ship operations, if possible is the first step. Others are knowing SOPEP or SMPEP and then readying and making oil spill equipment available; ensuring that proper lines, as well as internal and external means of communication, are existing; reporting any spill with a bunkering operation to the appropriate bodies like port authorities, port state authorities, ship owners and/or operators, P&I club, oil spill contractor, and ship’s flag state.

Any oil spill should be reported immediately. The ship master and crew need not wait for the mild oil spill to occupy an alarming proportion before reporting it. Of course, there should be someone on board who must know how to handle an oil spill of varying intensity and severity. If no one in the ship knows how to, no one should attempt at managing it otherwise other accident or unlikely event will occur due to mishandling.

Sample College Essay: Ship Bunkering (Part 2)

MARPOL

MARPOL 73/78 refers to the International Convention for the Prevention of Pollution from Ships. The numbers affixed to the convention reflects 1973 and 1978, respectively. MARPOL actually stands for marine pollution, so apparently, this convention is geared towards international marine environmental conservation.

MARPOL aims at minimizing sea pollution including dumping as well as oil and exhaust pollution by ships either caused by the operation or other accidents. The objective of MARPOL is “to preserve the marine environment through the complete elimination of pollution by oil and other harmful substances and the minimization of accidental discharge of such substances.”

There are about 136 countries that are considered parties to MARPOL as of 31st December 2005. This figure represents about 98% of the shipping tonnage worldwide. All the ships that are flagged under these countries are considered signatories of MARPOL and thus, are subject to the requirements despite where the ships sail. Member nations hold the responsibility for vessels registered under the respective nationalities. The country where the ship is actually registered is thus responsible for the ship certification compliance with MARPOL’s pollution prevention standards. On the other end, the signatory nations are responsible for enacting their respective domestic laws in implementing the convention and its annexes. The Act to Prevent Pollution from Ships of the US is an example of this.

Further, MARPOL has six technical annexes, all of which cover special areas with strict controls on operational discharges. The annexes cater to regulations for the prevention of pollution by oil (Annex 1, entered into force on 2nd October 1983); noxious liquid substances carried in bulk (Annex 2, entered into force on 2nd October 1983), harmful substances carried in packaged form (Annex 3, entered into force on 1st July 1992); sewage from ships (Annex 4, entered into force on 27th September 2003), garbage from ships (Annex 5, entered into force on 31st December 1988), and air pollution from ships (Annex 6, entered into force on 19th May 2005).

Of the six annexes, Annex 6 already had two amendments. The first amendment entered into force on 1st July 2010 while the second amendment came into effect on 1st January 2013. The second amendment forms part of the International Maritime Organization’s (IMO) adoption for groundbreaking mandatory technical and operational efficiency measures in light of a significant reduction in a number of greenhouse gas emissions from ships.

Under Annex 6, there are specific factors that ship operators have to prepare to obtain the required International Air Pollution Prevention (IAPP). These are stipulated in Regulations 6 and 12 to 18 except 17. The activities include, but are not limited to, preparing lists of ozone-depleting substances for all ships and how to handle them, checking if engines are NOx certified with appropriate documentation, planning bunker strategies such as calculating fuel changeover time, obtaining approvals for incinerators, preparing routines for filling bunker delivery notes, and preparing facilities for sample storage.

While the implementation of MARPOL is critical for the conservation of the quality of the various bodies of water worldwide, the implementation is not without difficulties. This is perhaps because of the international nature of maritime shipping itself. Surprisingly, despite the pledge and referral, the response of the flag states is inadequate. For one, when a ship visits a country, it can conduct an investigation on the ship’s compliance with international standards. Should the ship is proven non-compliant the country may detain the ship. Evidently, this will depend on the jurisdiction.

MARPOL cannot emphasize enough the importance of complying with the annexes otherwise the ships themselves will eventually find more difficulties navigating on non-navigatable bodies of water due to sea pollution. When more ships are non-compliant than compliant, MARPOL will defeat its purpose and will be rendered useless. Without MARPOL, much more waste will be dumped at seas, for instance, making the seas more polluted than before.

On the national level, MARPOL requires that each country is obligated in ensuring that it is equipped with the necessary facilities in handling ship waste efficiently and safely. MARPOL thereby encourages the participation of each nation to reduce sea pollution in any way it can. Protecting the seas is every nation’s responsibility more so because people, regardless of their nationalities, are affected directly and indirectly by sea pollution. Such motivation should be clear to all the country signatories of MARPOL.