Who Is Responsible For Creating These Violent Young Men Essays

Who Is Responsible For Creating These Violent Young Men? Who is Responsible for Creating Violent Young Men? When will the violence end? Who is to blame? Only so much fault can be placed on parents or circumstances alone. How can we, as a society, stand by and watch our sons kill and be killed? It all must stop now. Society needs to step up and take responsibility for creating these violent young men or nothing will change. But how can we end the violence? If it was as easy as just saying it, there would not be any problem to deal with. Who should be held responsible for turning our innocent babies into ruthless killers? Most people do not want to believe that they are to blame for the violence. There is not just one group who is responsible. Many people are responsible. Whether it is by forcing these violent tendencies on to young men, or simply by turning the other way and not trying to find a solution to the problem. Many people believe that some children are just born bad. This, of course, is a myth. Kids are not naturally bad. Violence is a learned behavior (APA Public). The children have to pick it up from somewhere. But where? Many of these kids pick it up in the home, media, or community that they live in. There are a variety of contributing factors that lead these young men down that violent path. Many of these children feel overwhelmed by peer pressure, low self-esteem, or a need for attention or respect (APA Help). Also many have easy access to guns or other weapons. Numerous boys have been abused and/or have been witnesses to violence (APA Help). There are a number of reasons that young men turn to violence. Some of those are; as a type of expression, manipulation, retaliation, or because it is all that they know. Many boys today, are lacking a positive male role model in the home. Without that father figure in their lives to teach them the right way to become a man, it can be hard to find that right path. The likelihood that a young male will engage in criminal activity doubles if he is raised without a father and triples if he lives in a neighborhood with a high concentration of single-parent families (Horn). Studies have shown that 72% of adolescents charged with murder grew up without their fathers (Horn). Forensic psychologist, Shawn Johnston stated, The research is absolutely clearthe one human being most capable of curbing the antisocial aggression of a boy is his biological father (Horn). Violence on television, in movies, and in music is also corrupting our youth. Three well-known studies all found that heavy exposure to televised violence is one of the significant causes of violence in society (APA Public). Televised violence has shown to cause people to be less trusting and more self-protective, along with desensitizing the person to violence. This type of violence is also known to potentially make the viewer want to become involved with some kind of violent act. Violence in television shows the viewer that through violence wanted items may be obtained. Sexual violence in t.v. has been proven to make young men more aggressive toward females. All of these effects are short as well as long term (APA Public). Young people should not be so exposed to violence, especially young men, when it is known that witnessing violence leads to committing it. Many boys are not only witnessing violence on a screen, many are seeing it live. The communities that these young men live in are also partially at fault for this violence. In many inner-city communities there are two main routes these youths can take; be pushed around all the time, or stand up and fight. In some areas of the country, it is now more likely for a black male between 15 and 25 to die from homicide than it was for a United States soldier to be killed on a tour of duty in Vietnam (APA Public). Many of the same boys who are lacking a father figure in the home find someone in the community to teach them about being a man.

When to Ask for Graduate School Recommendation Letters

When to Ask for Graduate School Recommendation Letters Faculty members are busy people and graduate admissions time falls at an especially hectic point in the academic year - usually at the end of the fall semester. It is important that hopeful applicants demonstrate respect for their  letter writers time by providing them with plenty of advance notice. Although at least a month is preferable, more is better and less than two weeks is unacceptable - and will likely be met with a no by the faculty member. The ideal time to give a letter writer, though, is anywhere from one to two months before the letter is due with your submission. What Letter Writers Need From the Applicant Chances are, the letter writer a graduate school applicant has selected knows him or her on a professional and personal level and will, therefore, have a good foundation for what should be included,  but he or she may need a bit more information about the program being applied to, the applicants goals in applying, and even perhaps a bit more information about the applicants academic and professional careers. When asking a peer, colleague, or faculty member to write a letter of recommendation, it is important the writer knows the finer points of the program being applied to. For instance, if the applicant is requesting a letter for a medical graduate school as opposed to a graduate law school, the writer would want to include accomplishments the applicant has made in the medical field while under his or her guidance. Understanding the applicants goals in continuing to pursue an education will also benefit the writer. If,  for instance, the applicant hopes to further his or her understanding of a field as opposed to progressing his career, the writer may want to include independent research projects he or she helped the applicant with or a particularly strong academic paper the student wrote on the matter. Finally, the more details an applicant is able to provide the letter writer about his or her accomplishments in academic or professional pursuits of the degree, the better the letter of recommendation will be. Even a students most trusted advisor might not know the full breadth of his or her achievements, so its important they give a bit of a background on their history in the field. What to Do After Getting a Letter Provided the applicant gave the letter writer enough time before the application deadline, there are a few things the applicant should do after receiving his or her recommendation letter. First things first - applicants should read the letter and make sure none of the information in it is erroneous or contradicts other parts of their application. If an error is spotted, its perfectly acceptable to ask the writer to have another look and inform them of the mistake.  Secondly, its very important that applicants write a thank you letter, note, or some sort of gesture of gratitude toward the faculty member or colleague who wrote the letter - this little thanks goes a long way in maintaining important professional connections in a related field (since most letter writers should be affiliated with the field of study the applicant is pursuing).Finally, applicants must not forget to send the letter with their graduate school applications. It may seem obvious, but the number of times these vital pieces of paper fall to the wayside in the chaos of applying bears repeating: do not forget to send the recommendation letter.

Your task is to compose your own review of book called Unbroken by Essay

Your task is to compose your own review of book called Unbroken by Laura Hillenbrand - Essay Example legendary soldier Odysseus of the ancient Greece, and the trials and challenges he faced are compared to Homer’s Odyssey, and even more intense and agonizing in nature. The author applauds the brave man, whose courage never wavered at the face of hardships during his captivity under the Japanese cruelties, as the Japanese personnel left no stone unturned to torture the POWs belonging to the USA in order to prove their hatred and abhorrence for the Americans. It was the time when the hostility and revulsion between both the countries was at its peak; consequently, the Japanese corps inflicted every type of atrocities on the American prisoners in order to take revenge of the losses Japan had suffered in men and material (129). Since Zamperini had refused to yield before the atrocious Japanese, the author calls her as the â€Å"unbroken one†, who can neither be bent, nor could be overcome by the enemy at any cost (4). Consequently, the struggle made by this legendary soldi er, fills the hearts of the readers with feelings of loyalty and patriotism, and urges them to render services for the great name and fame of their motherland without surrendering before the mountains of hardships as well as series of difficulties on their way. The book reveals the perturbed state of affairs the world was undergoing in the aftermath of the UK’s declaration of war against Germany, which left indelible imprints of death, destruction, chaos and turmoil for the future decades to arrive. Commenced from the central Europe in 1939, the Great War II immediately captured the entire globe in its ugly and awkward fold. The war observed intensity day by day, and German-led Axis Alliance dominated the war. At last, British statesmen had to seek the support from the USA in order to combat with German and Japanese successive triumphs in the battlefields. Consequently, the USA arrived for the rescue of the Allies, and declared war against the Axis Powers in 1941. Instead to calming down the

Hong kong disney land Essay Example | Topics and Well Written Essays - 750 words

Hong kong disney land - Essay Example One of the most essential entry approaches for Disney is to work with foreign governments where they want to open theme parks because the latter can provide various kinds of incentives. France, Japan, and Hong Kong all provided different incentives to attract Disney into opening its theme parks in its countries. France offered $1 billion worth of various incentives (â€Å"Case Study,† n.d.), while Hong Kong paid for more than 80% of the $2.9 billion initial expenditures of the Hong Kong Disney project (Einhorn & Balfour, 2009). Furthermore, it helps Disney that the foreign country is a partner in the venture because the risks are distributed and the country can provide cultural knowledge and skills that Disney may lack. For instance, in Hong Kong, the government holds 57% share in the joint venture (Einhorn & Balfour, 2009). As a business partner, the government reduces risks on the part of Disney, wherein losses were distributed between it and the government (Einhorn & Balfou r, 2009). The government also offers expertise in local market knowledge to Disney, thereby providing real-time, relevant knowledge to Disney, so that it can properly adapt its marketing mix to local markets (â€Å"Case Study,† n.d.). In addition, the government can provide the infrastructures needed for expanding the theme park. Hong Kong Disney wants to expand its park, and right now, it is waiting for the government to finance part of the expansion (Einhorn & Balfour, 2009). Hence, Disney reaps diverse economic, social, and cultural advantages in working with governments as partners. As for Hong Kong Disney, the Chinese apparently had problems understanding and applying international norms of behavior. China is a large market with different dialects and cultural norms. Disneyland imposes universal cultural rules and guidelines, which the Mainland Chinese, for instance, cannot easily follow, such as not spitting and urinating in its areas and not smoking in prohibited locat ions (Ren, 2013, p.42). Some of the Chinese cannot understand these international norms of behavior because they clash with their local cultural norms. In other words, what may seem international might be tremendously conflicting with local habits and practices (i.e. Many Mainland Chinese do not think that spitting anywhere and urinating in public areas are supposed to be unethical or unlawful). In addition, it is critical for Hong Kong Disney to help the Chinese understand international norms of behavior because Disney aims for universal brand equity. Disney seeks to have a strong global brand, where entertainment is attained through an appeal to magic and the international connection of people across cultures (Tuleja, 2009, p.142). Disney wants tourists, whatever Disney theme park they might be in, to feel that Disney is in each location, which means that expectations across theme parks in terms of norms and practices must be standardized to reduce negative surprises and negative brand associations. Disney has a large stake, thus, in standardizing international norms of behavior for the benefit of its brand and its notion of international markets. After discussing international norms, the next points to be discussed are two issues in Hong Kong Disney’s current operation, primarily falling revenues and expansion funding issues. At present, Hong Kong Disney’s revenues are not stellar. Hong Kong Disneyland's numbers have been disappointing. It sold 4.27 million tickets in 2007, which dropped from 5

FEDERAL CONTRACTING ISSUES Term Paper Example | Topics and Well Written Essays - 1000 words

FEDERAL CONTRACTING ISSUES - Term Paper Example CCR is the official free on-line registrant database for the US Federal Government that collects, validates, stores and disseminates data in support of agency acquisition agency acquisition and award missions (BPN, 2011). After training and being registered, one can start soliciting for opportunities to do business with the federal government. In some instances, businesses offering similar products or services team up to solicit the federal contract opportunities. The law requires the large prime contractors to come up with opportunities of subcontracting with small business ventures. For this assignment, our company, Global IT & Office Solutions Ltd that specializes in computer solutions and office machine repair and maintenance services would like to offer these type services to the government agencies. This type of business falls under category NAICS 811212 (SIC 7978, FSC/ PSC code 74) which comprises of establishments primarily engaged in repairing and maintaining computers and office machines without retailing new computers and office machines (NAICS, 2011). To register the following information was provided: Data Universal Numbering System (DUNS) Number provided by Dun and Bradstreet; Tax Identification Number (TIN) and Tax Payer name used in federal tax matters; statistical information about the business; and Electronic Funds Transfer (EFT) information for payment of invoices (BPN, 2011). Global IT & Office Solutions Ltd is based in Erie, PA and was founded in 1997 to offer computer and office equipments repair and maintenance services to our esteemed customers who range from individuals, institutions, government agencies and multinational corporations. We service all models and makes of computers and office equipments. Our strength is based on keeping up-to-date with technological advancements; highly trained, experienced and

Factors Affecting Air Transport Industry Communication

Factors Affecting Air Transport Industry Communication Air Transport Industry Communication There are many factors which affect communication within individual air transport companies and other organisations they interface to in the course of normal business operations. In many cases, the only common contact point for the great numbers of staff working within the industry is the airport which they work in. Even this contact opportunity is not true of many mobile staff such as cabin crew who operate in a transient mode across many airports in the course of normal business. Organisation Air travel is accomplished by a wide diversity of organisations; include air traffic controllers, baggage handlers, security staff, aircrew, customs, catering, fuel provision, engineering, freight handling, ticketing, public announcements, and a host of other functions which are required to operate the businesses. This factor in itself makes organisational communication extremely difficult. Compounded to this is the ever-growing move towards airports becoming places hosting retail outlets with their own set of requirements in terms of types of staff, operational activity and objectives. Cultural Workers in the air travel industry come from a wide variety of educational and ethnic backgrounds, which is made more complex by the skills and level of responsibilities held by individuals. For example, an airline pilot or air traffic controller has had significantly more training and responsibility for adherence to operating instructions than a person in the catering supply business. Such wide levels of education and cultural background are factors which make common communication methods relatively inefficient. 24 Hour Operation With so many organisations and types of staff involved, communication is further complicated by working hour’s patterns. Flight crew are transient visitors through airports and while they spend many hours together in the course of their duties, their opportunities to interact with ground staff of all kinds are very limited. Support service personnel, such as engineering, baggage handling and other staff who perform vital functions in the smooth operation of air travel vital have virtually no contact with flight crew. Mobility Many airport workers are required to be mobile, not simply flight cabin staff. Ground crew, coach transport, runway and taxi-way patrol staff among others, are all mobile and rely mostly on mobile radio communication to stay in touch with those who direct their activities. This, however, does not lend itself to communication between the various groups, resulting in few opportunities to either meet with or gain understanding of the concerns and goals of other personnel. Competition Air travel companies are engaged in fierce competition for customers and revenue. This factor tends to discourage sharing of information and acts as an inhibiting factor to industry-wide communication. Fear of loss of information on future sales initiatives or financially sensitive aspects make for a climate of unwillingness to share plans and objectives, which is a natural part of competitive business but is a negative factor for the promotion of common industry-wide communication. Compensating factors Individual company newsletters and internal staff communications, either paper or electronic mail, are one of the ways in which internal communication may be improved. One suggestion for improved communication might be a wider use of organised events such as ‘away-days’ utilised by many large companies to encourage better understanding of people’s roles in organisation and promote a sense of common purpose. Removal of staff from the ever-present pressures which accompany the work environment to a different location where they are not constantly interrupted can have the benefit of making them think about the whole enterprise as opposed to being focussed on their own constricted view of the workplace. Individual parts of the air travel industry have already formed their own groups which span company boundaries and aim to share information and promote improvements in various aspects such as safety, training and other commonly shared concerns. The concept of the ‘suggestion box’ has tended to be overtaken by the idea of offering employees various types of incentives for suggested improvements in methods of working or cost saving. Passenger Communication Most passenger communication takes the form of display screens showing flight timings and details including gate numbers, possible delays, and cancellations. This is supplemented by announcements on public tannoy, but in a global community, few airports can offer the variety of language expertise to cover all passengers. Information points assist in improving passenger experience but are mainly focussed on directions to facilities such as surface transport, hotels and directions within the airport Individual airlines are poorly supplied with customer service points where specific queries or issues travellers may have with their travel. Common Purpose Unlike large corporations, there is no concept of being one organisation with common goals, values and objectives among the diverse grouping which forms the air transport industry. This makes pursuit of a common set of goals virtually impossible. Technical Communication Improved air traffic management technology, both in terms of handling flight and ground movements would be a factor which could lead to improvements in safety, collision avoidance, reduction in fuel costs and better adherence to scheduled flight times. Improvements in air to ground communication technologies would assist in reducing the effects of misunderstanding and potential error which can cause delays and confusion. Noise Especially for ground operations, noise is a problem. Staffs is normally issued with ear protectors, and rely on hand signals, assisted by electronic boards or signalling paddles to indicate their instructions to other airline staff. Improvements in head set communications devices could lead to improvements in this area. In-flight Communications Passengers in most flights have the benefit of clear and audible information supplied from the flight deck about general conditions of the flight, time of arrival and any delays encountered, although this tends to be at the discretion of the captain. This compares well with the many railway station information systems which are often limited to electronic bards and the announcements are often inaudible due to background noise. In summary there are many challenges inherent in communication both within individual companies and in the wider industry but there are a range of actions which can be adopted from other business sectors which can improve the situation. Problems and Solutions Growth The general public shows increasing desire to fly to more destinations, for both leisure and business. Globalisation of businesses increases, requiring staff fly to meetings, conferences and other events. Increased disposable income and short and long haul vacation breaks have become increasingly attractive. Countries of Eastern Europe are opening up free markets and become more integrated in the European Union, providing opportunities for more destinations.  [1] Growth prospects exist in rapidly developing countries like India and China. The last decade has seen an approximate 100% rise in air freight. Air transport has increased 500% in the last 30 years. Competition Among airlines is competition fierce, with various offers used to tempt passenger numbers. Prime routes like long-distance business travel offer the best profit margins today, but business travel is unlikely to grow at the rate of economy class. Lower landing fees at ‘out-of town’ airports reduce costs, but have a negative effect on customer perception due to distance from intended destinations Low cost versus national airlines is an example, and Easyjet which first operated a commercial flight on 10th November 1995 has since grown to become one of the leading players in this type of travel within Europe.  [2] Countries with large distances between population centres, such as Australia, predict growing demand. High population density countries, such as the UK, have underdeveloped, road/rail infrastructures, compared with European neighbours. The uptake of high-speed rail transport between major cities would negatively impact air travel. This has been suggested in the UK as a means of reducing traffic and pollution. The Magnetic Suspension (MAGLEV) very high-speed train was first proposed back in 1966.  [3] Speeds of over 500 Km per hour have been achieved on test tracks and while no rail transport currently operates at this speed, if fully developed could compete directly with short haul flights. Terrorism Threat of terrorism has led to increasing security and growing expense, together with passenger disruption. The impact of 9/11 on air travel was massive. The European Aviation Association in Brussels noted that between September 11 and November 4th there was a drop in North Atlantic traffic of 35% and European traffic by 10% for major European airlines. Recent events in the UK reported in the news media resulted in dramatic changes in security practices and passenger freedom While this effect is likely to be transient, there is always the danger that a significant event will occur again. This impact may be reduced by ramping up public relations exercises making the public more aware that flying remains the safest form of travel. Public Relations The air travel industry is very effective at marketing seats on flights. This positive factor has boosted sales and assisted growth. The industry as a whole in not successful in handling negative publicity associated with flight delays, strikes, response to terrorist threats and similar events. British Airways Authority performance in defending the chaos which followed the recent security clampdown at major UK airports was an example of inept public relations leading to loss of confidence.  [4] The industry could benefit from improved self image. A good example was provided by the British Airways publicity on their web page entitled â€Å"Air transport and climate change†, aimed at countering negative publicity surrounding issues of public concern.  [5] Runways Ongoing investment in new airplanes of differing types has some manufacturers developing very large carrying hundreds of passengers, while others opt for smaller planes which can be more flexible in use. The latest Boeing jet currently has a restricted number of runways it can land and runway construction can take years to complete. Traffic Density This is evident in major hub airports, such as JFK, Chicago, Heathrow, Charles de Gaulle, Schipol etc. There are safety considerations relative to take-off and landing numbers which permitted at any one airport or flight corridor. Capacity problems will limit the ability to handle additional passenger numbers in crowded airports and may stunt growth in prime destinations of choice. This may be countered by rescheduling some regular services to alternate airports with offers of price reduction. Environment Pressure from the environmental lobby is increasing to curb emissions. Not confined to groups such as Friends of the Earth, but governments, European laws, and the increasing acceptance by the general public that global warming is a reality requiring action. This negative effect is forcing industry to develop improvements in fuel efficiency and lower emissions to comply with increasingly tougher legislation. This could be countered by investment in engine design, careful routing of flight paths and use of more modern aircraft which are quieter and more efficient in fuel consumption. Timings Restrictions are imposed on when flights may take place in many airports. Some locations handle traffic 24 hours per day, but many restrict hours of operation on grounds of noise pollution. This negatively affects overall air traffic costs. To counter this, emphasis could be placed on publicity showing that airport expansion brings increasing employment, in construction, and later in operation of the facility. T Fuel The high price of aviation fuel has impacted on costs of operation. This may have little impact on business or first class travel, but rising prices for low-cost airlines will see their profit margins squeezed and their rapid growth slowed. Links Modern airports now have express rail connections and frequent coach services. Investment in this off-airport transportation is a positive growth enabler. The negative side is that new road and rail links take time and are often under control of national or local government agencies. To counter the tendency for this to constrain expansion, the industry needs to influence and educate such decision-making bodies on the long-term benefits of such investments. Bookings The upward trend in seat bookings utilising websites helps to lower airline administrative costs and is increasingly an attractive option both for private and company business travel departments. The implication is that the industry will increasingly be dependent on information technology to process bookings on a 7 x 24 hour basis. This represents a move from labour intensive bookings and check-in activities to increased reliance on technology. This dependence carries implications for security of passenger’s personal data including credit card details. Emphasis is on the reduction of disclosure or misuse of sensitive information. Stringent requirements apply to handling, protection, storage and disclosure of such data.  [6] Legislation Many factors of a legislative nature impact air travel. Ryanair obtained discounts from in terms if low landing costs at underutilised airports, as a cost reducing measure, but in 2004 the European Commission required Ryanair to repay 4 million Euros it had obtained from Brussels Charleroi Airport. In the UK, the Department for Transport produced a white Paper on ‘The future of Air Transport’ which sets a framework for regions and possible developments. The paper also focuses on impact assessment of new building, emissions and the environment, noise, and public transport access. These factors, if implemented in a bureaucratic fashion, have the impact of restricting growth.  [7] Health and safety legislation affects travel in terms passenger comfort and working conditions of aviation staff. The Civil Aviation (Working Time) regulations, 2004 apply within the European Union and impose working time limits. Health and safety executives across many countries are taking note of such issues as transport and fuelling of planes, engineering, catering and baggage handling risks.  [8] The negative impact of these factors and may be countered by lobbying for informed professionals in the industry, providing consultation with bodies developing such directives. Volatility Mergers have become very commonplace in the air travel industry, particularly in the aftermath of 9/11, when a number of carriers suffered dramatic downturns in passenger numbers. In the 1980’s and 1990’s there were significant downturns in air travel, especially in the USA, where mergers, takeovers and bankruptcy of carriers were frequent. The air travel industry across all continents remains subject to such factors which can impact share prices. Aids to overcome this are flexible and well-managed business objectives, which can rapidly adjust to conditions.  [9] Agreements Air travel agreements have moved on from the concept of ‘flag carriers’ and restrictions on flights and landing rights. The European Community has extended air transport agreements between EC member states and a number of other countries. Involved countries, either in negotiation or compete, include New Zealand, Morocco, Singapore, United Arab Emirates, Russia, Ukraine and South Eastern European states. This will be of benefit by expanding both freight and consumer markets. An EC press release in 2006 outlined the background to these agreements citing the role of air transport in generating employment, revenues and other benefits.  [10] In summary the industry faces many challenges but growth looks positive, if managed with modern business techniques. References Aviation Week, 2006, ‘New Central European LCC’s expand rapidly’ BBC and ITV news August 2006 Department of Transport, 2003, ‘The Future of Air Transport and the Civil Aviation Bill’ European Commission Press Release 2006, IP/06/810 Heppenheimer, T.A., 1995, ‘Turbulent Skies – The History of Commercial Aviation’ ISO/IEC 17799:2000 Information technology –Code of practice for information security management Jones, L 2005, ‘easyJet’, Aurum Press Limited Taylor, A, 1992, Hi-Tech Trains UK Health and Safety Executive Special Transport Sectors Unit www.britishairways.com/travel/crglobalwarm/public Footnotes [1] Aviation Week, 2006, ‘New Central European LCC’s expand rapidly’ [2] Jones L 2005, ‘easyJet’ [3] Taylor, A, 1992, Hi-Tech Trains [4] BBC and ITV news August 2006 [5] www.britishairways.com/travel/crglobalwarm/public [6] ISO/IEC 17799:2000 Information technology –Code of practice for information security management [7] Department of Transport , 2003, ‘The Future of Air Transport and the Civil Aviation Bill’ [8] UK Health and Safety Executive Special Transport Sectors Unit [9] Heppenheimer, T.A., 1995, ‘Turbulent Skies – The History of Commercial Aviation’ [10] European Commission Press Release 2006, IP/06/810

Karl Marx :: essays research papers

Karl Marx was born on May 5, 1818, in a place called Trier in Prussia. Marx attended the university of Bonn and later the university at Berlin, where he studied in law, while majoring in history and philosophy. Marx handed in his doctoral thesis of the philosophy of Epicures, and finished college in 1841. After his education, Marx associated himself with the "Left Hegelians," along with Bruno Bauer, which were a group who formed atheistic and revolutionary ideas from Hegel's philosophy. In 1842 Marx and Bruno Bauer were asked to contribute to the Rheinische Zeitung, an opposition paper, in Cologne. Marx in October of 1842, became editor-in-chief, and decided to move from Bonn to Cologne. As the paper became more and more distinguished the government decided to censor, and eventually wasn't allowed. This paper stopped operation in March of 1843. Karl Marx was married to his childhood friend Jenny Von Westphalen, in 1843. Later in the fall of that year Marx along with another Left Hegelian, Arnold Ruge moved to Paris and began publication of a radical journal entitled Deutsch-Franzosische Jahrbucher. However due to the difficulty in distributing such a radical paper, only one issue appeared. Karl met his closest friend in September of 1844, when Frederick Engels arrived in Paris. Together they participated in the activities of many revolutionary societies, and formed the theory and ideas of revolutionary proletarian socialism, also known as communism. Finally in 1845 Marx was banished from Paris as a dangerous revolutionary. He decided to head for Brussels, where he and Engels joined, in 1847, a group called the Communist League. At the leagues request Marx and Engels drew up the Communist Manifesto in 1848. Once the Revolution of February 1848 took place, Marx was again banished, except this time from Belgium. He briefly returned to France for the March Revolution, and then traveled to Germany where he published the Neue Rheinische Zeitung, from June 1, 1848 to May 19, 1849. Again Marx was banished from Germany, and again he returned to Paris. After the demonstration of June 13 1849 Karl Marx was banished once again. That would be the last time Karl Marx was banished anywhere. His last voyage would take him to London where he would live for the rest of his life. Marx lived a hard life in London. If it had not been for the financial help from his good friend Engels, he would have not been able to continue his lifelong struggle.

Integration and Disintegration: Indians in South Africa Essay

The story of Indians in South Africa is both a story of integration and disintegration into the national space. The processes and patterns of integration and disintegration of Indian community as a minority ethnicity is closely linked to the larger reality of South African freedom struggle and the subsequent efforts of building the new nation of South Africa as a post-apartheid democracy. On the other hand, it is important to remember that the very existence of Indians in South Africa itself is a result of the colonisation of South Africa. It is through the protracted decolonization process of South Africa, the Indian community too got assimilated into the national space. Struggles against both racism and colonisation have played an important role bringing the Indians and the black natives together in their fight against the white colonial masters. The purpose of the essay is to provide an overview of the experiences of Indians in South Africa and their participation in the nation building with special reference to the post-1994 period of democratic development. The Indian Community and the ‘New’ South Africa It is the British colonial rule in nineteenth and early twentieth century that catalysed the Indian immigration to South Africa. Therefore, the Indian community in South Africa includes people from countries such as Pakistan and Bangladesh as well since they were part of India until Indian independence. There are other cleavages in the Indian community in South Africa as they are divided in the lines of religion, caste and language. Obviously, the idea of an Indian community in South Africa is essentially problematic due to the extreme heterogeneity within the Indian diasporas. However, it is still possible to identify Indian South Africans as a racially distinct group. Ironically, even there is no consensus in the very way for the Indians in South Africa to be addressed. According to Singh, â€Å"people of Indian origin varyingly refer to themselves in one of three classificatory ways: ‘South Africans’, ‘Indian South Africans’ or ‘South African Indians† (2008, p. ). It is just a reflection of the openness of identity against the idea of identity as a closed concept. The Indians in South Africa are originated from the diverse regions of colonial India, including today’s Pakistan and Bangladesh. Hindi, Tamil, Gujarati, Telugu and Urdu are the major languages spoken by the Indians in South Africa. They also follow different religions such as Christianity, Hinduism and Islam besides their particular individualist beliefs. Within South Africa, Indians have the highest concentration in Durban. In the beginning, it is the â€Å"the development of the sugar industry in Natal necessitated the immigration of indentured labourers to South Africa in the 1860s† (Jithoo, 1991, p. 344). If they were mainly from South India, then came the ‘free’ Indians from Gujarat after 1874, who were largely into business and commerce. Hofmeyr has pointed out that even a single religious group like the â€Å"South African Hindu community is concentrated in four linguistic groups, these being the Gujarat, Hindi, Tamil, and Telugu. As in India, each has its favoured system of religious ritual, belief, and literature† (1982, p. 139). The processes of modernization has changed the nature of the identity formation of these groups; although, it has not altered the internal diversity of Indian community in South Africa. And, as a minority within the new nation of South Africa, processes of globalisation and trans-nationalisation too have started marking their influence on the (re)definition of the identities of South African Indians. It is important to note that identity building among any community, especially among the Indians in South Africa is an ongoing process shaped by multiple factors and largely amenable to (shifts in) historical processes. Identity is revealed at first through self classification and self reference. Importantly, classificatory references are â€Å"politically loaded, for historical reasons, in that they demonstrate the individuals’ affinity or lack of it either to India or to South Africa. When a person makes reference to being ‘South African’, ‘Indian South African’ or ‘South African Indian’, they are usually making a statement about how they wish to be seen in the context of their personal beliefs and identity formation† (Singh, 2008, p. 5-6). As a subject race, in the apartheid times, the South African Indians defined themselves against the master race of whites and placed themselves adjacent to the social position(ing) of blacks and other natives. However, at present, South African Indians are seeing themselves distinct from the blacks and complains that the state which is dominated by the blacks discriminating them for not being black enough. However, it is not fair to undermine the complexities involved in â€Å"the dynamics of the cultural politics that is inherent within the heterogeneous population of Indian origin† (Singh, 2008, p. ). The fluidity of the identity of the Indians in South Africa resist any idea of total classifications and binaries as â€Å"such categorizations are broad based and tend to ignore the dynamics of regional, religious and linguistically based politics that are intrinsic to the politics of belonging among Indians overseas† (Singh, 2008, p. 6). The crucial point is that India ns in their huge diversity are (being) differently integrated into the South African democratic space of post-apartheid era. For instance, it has been argued that â€Å"the ‘high caste’ Gujarati speaking Muslim household of passenger origin, differs from the ‘low caste’ Tamil speaking Hindu household of indentured origin† ( Jithoo, 1991, p. 347). The very invention of racial categories in the South Africa was induced by the early decades of twentieth century by the British rule. To perpetrate the colonial rule, in this period, â€Å"formal distinctions were introduced among Whites, Bantus (Africans), Indians/ Asians, and Colored† (Mabokela, 2001, p. 205). From this point, the practice of racial segregation acquired a new momentum as it was put into legislation by the National party’s implementation of apartheid system. Extreme forms of racial segregation were integrated into the education policy and education system. it has been argued that â€Å"the Bantu Education Act of 1953 created a hypersegregated education system, mandating a different system of education for each racial group in the nation. In accordance with apartheid ideology and policies, White students received the best academic training, followed by that for Indians, Coloreds, and last, Africans. Although Africans have comprised the majority, about three-fourths, of the South African population, they historically have received the smallest share of educational resources compared to Whites, who comprise 15% of the total population; Coloreds, who make up less than a tenth (7%); and Indians, who comprise about 3%† (Mabokela, 2001, p. 206). Until the independence in 1994 and the subsequent election of African National Congress, the black majority had very limited access to education in comparison to all other social groups in South Africa. Importantly, Indians got access to compulsory education in the 1980s itself. It has been noted by many theorists that the ethnic roots of Indian South Africans are often revoked and mobilised by the competitive democratic environment of post 1994 period. At present Indian ethnic minorities have a tendency to juxtapose themselves with Whites for a number of reason such as â€Å"affirmative action in employment and the rapid escalation of violent crime are widely seen in racialized terms- especially in the sense that Africans are viewed as the culprits and Indians and Whites as the victims† (Singh, 2008, p. ). It means that the Indian perception of being part of the majority of blacks gives way to the new perception of being part of white minority. This is the disintegration of Indian community from the Black majority and re-integration to the white minority national space. Moreover, Jithoo (1991) has argued that the Indian community in South Africa has undergone tremendous inte rnal changes related to joint family structures and the caste institution which in turn is reflected in their relations to the external world. The infamous Group Areas Act (1950) was central to defining the Indian family structures as it involved many restrictions such as compulsory segregation on them. Although a minority, the Indian community cannot be termed as less privileged, especially in comparison to the black majority in the sphere of education. It is true that Indian community were as oppressed and exploited by the white apartheid regime but the point is that they enjoyed a relatively better position than the black majority. Lindsay has noted that, even after the end of apartheid, â€Å"the presence of â€Å"Blacks† (African, Indians/Asians, and colored groups) and women of all races and ethnicities in South African universities as students, faculty, and professionals is still limited in various disciplines, faculties and administrative areas† (1997, p. 522). Although classified into a single group for the purpose of affirmative action policies, it is a matter of fact that Indians are far advantaged in terms of education in South Africa than Blacks and Coloured people. It can be well argued that â€Å"education was the institutional mechanism set in motion, maintained and secured by the apartheid government to control the black majority economically, politically, and socially† (Lindsay, 1997, p. 522). If the secondary school enrolment of black Africans 1 in 5 in the period of 1969 to 1989, it was 1 in 2. 6 for the Indians in the same period. At the sphere of education, it indicates that the position of the Indians were as twice as better of the Blacks Africans until 1994 free election. The present non- juxtaposing of Indian community with the black Africans and the tensions arise from it are thus deeply rooted in the historical reality of segregated nation building of South Africa. It is one of the peculiarity of the South African reality that still a number of groups or members of particular group do not identify themselves simply as South Africans. Apparently, a recent survey shows that â€Å"although South Africans are increasingly identifying as ‘South Africans’, 36% still identify as ‘African’, black, white, coloured, Indian, Zulu, Xhosa, English or whatever† (de Jongh, 2006, p. 5). It means that the South African national identity is still relatively weak with relations to strong racial and ethnic identities. On the other hand, it does not mean there is a necessary tension between such a racial or communitarian indemnification and modern national identification. It could be especially the case of Indian ethnic minorities than other racial groups as the Afrobarometer 2000 survey shows that â€Å"only Indians listed racial identities more frequently than nonracial ones (61% naming a racial identity). The other three groups predominantly gave nonracial responses (Africans identified racially 30% of the time; whites, 12%; and coloureds, 45%)† (Ferree, 2006, p. 807). It also point fingers to the (possible) disintegration of Indian community from the New South Africa. Also, Indian community has most profound distrust of the economic polices of the black Africans led government as they perceive them as favouring the blacks vis-a-vis the Indians. Obviously, the foundations of legitimacy of the state with relations to the Indian community have been weakened in an unprecedented manner. It is also important to note that Indians largely perceive the African National Congress as an African party. It has affected the political legitimisation process of the new South Africa as well. Conclusion The very idea of South African Indians itself is problematic as the Indian community in is heterogeneous in multiple ways. Even as an ethnic minority, they are internally diverse with reference to religion, region, language and self reference. Importantly the groups within the Indian community in South Africa are not similarly integrated into the South African national space. The integration of diverse groups within the Indian community is different in both quantity and quality. The fluidity of the identities of South African Indians is well expressed in the fact that they tend to revive and reconstitute their identities and belongings with relations to the prevailing social, political, and economic conditions. The changing social, political, cultural and economic conditions in South Africa have led the Indian community to identify themselves with the whites as a fellow minority community. This disintegration from the black majority cannot be perceived as disintegration from the South African national space.

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