Breast Cancer Research Paper Example | Topics and Well Written Essays - 750 words

Breast Cancer - Research Paper Example The author notes that even when similar methods are applied, the use of dissimilar strategies for examining surgical material may lead to different outcomes for the same patient. The information submitted by the writer notes that in cases of determining histological curative effects in everyday medical practice, doctors have to illustrate the methods applied in their examination criteria. The author notes that histological methods for determining therapeutic reactions and strategies for assessment of surgical materials subsequent to neoadjuvant treatment must be harmonized in the near future. The author notes that cancer prevention involves all the actions taken for the purposes of lowering the likelihood of acquiring breast cancer. Through prevention, the author notes that mortalities caused by cancer are eventually minimized. The author explains the risk elements and the protective elements that are associated with breast cancer. He notes that preventing breast cancer begins with adopting a healthy eating habit. He notes that several studies reveal that lifestyle alterations have been recorded to reduce risks of acquiring breast cancer even in the women considered high risk. He argues that a number of steps associated with keeping the body active and healthy have reduced the risks of acquiring cancer. The author notes that breast cancer is the principal causing factor of cancer associated mortalities in women below the age of 40 years especially in the countries with the highest per-capita income in the world. The writer additionally reports that even though seen to improve gradually, the rates of survival for these women are much lower as compared to women who are older. Furthermore, he reports that the young women are prone to developing more aggressive strains of the cancerous cells.  

Enlightenment Essay -- History, Slaves, Puritans

The period of Enlightenment in America was host to a society that widely accepted the practice of slavery. It was a custom that was looked favorably upon by most; especially in the South where the economy would have collapsed without it (Davis 1). The slaves were not all cooperative with their bondage however, and there were revolts such as the Stono Rebellion in 1739 (â€Å"Stono Rebellion† Aptheker 1). The treatment of the slaves altered according to their masters severity and the general laws of the area they worked in. Slavery was a struggling debate during the 18th century, and the differing views ended with the Revolutionary War that lasted during 1775 to 1783. Slavery was widely accepted in America during the 1700s. It was an efficient method for farmers and landowners to receive the workers they needed to tend their land and animals. Because of the time period and current immigration boom, slaves often found themselves working with indentured servants. This mostly white majority of people came to America seeking a better life, but were bound to their masters who helped fund their way into the colonies ("New England slavery at the turn of the 18th century." Berlin 1). Indentured servants suffered at the hands of their masters; but unlike slaves, they were not treated as another species or being socially inferior (â€Å"New England† Berlin 1). Many Puritans were uncomfortable with the keeping of slaves and turned to the Bible as a way to justify the practice of human bondage (â€Å"New England† Berlin 1). One of the main conflicts of the Puritans was whether the slaves should be converted to Christianity. Those opposed to this position believed that blacks had no souls to save (â€Å"New England† Berlin 1). They also believed that conversio... ...pears that Jefferson’s gripes are mainly about African Americans rather than their position as slaves, and has the fear of inter-breeding between the whites and blacks. The Enlightenment era was made up of a vast majority of those who accepted slavery, but in the end lost their humanity. It proved a useful tool for farmers and land owners, and it also created much controversy in many topics including religion and human rights. Rebellions were raised and political debates were pursued, and in the end this masterful and inhumane ritual brought a united nation into civil war. Slavery was not a solution for a country so much as it was an ignorance to a race of people. America twisted it’s Puritan values and made them appear supportive of it’s misbehavior. It was not for many years that our nation realized it’s hypocrisy, and it took a war to reach an understanding.

The Four Shipping Markets Economics Essay

Transporting industry ‘s resort area is a alone similar in some construction of other markets where trade goods are sold or purchased on one platform. Transporting market construction is distinguishable. The construction of the market is determined by its features like â€Å" the supply of service being offered, the type of the merchandise, the figure of operators, the barriers to entry or go out, the figure of consumers demanding the service. â€Å" ( Mc Conville 1999 ) . Some theories describe these market signifiers utilizing different theoretical accounts runing from perfect competition to Monoply. Transporting services is provided by four closely related markets, although trading in different trade goods. Even though the sections vary in character and intent, they still compete for lading and they all operate within the Four Markets of Shipping ( Stopford, 2009 ) . The alone mechanism of this market is that it is about unpredictable, nevertheless â€Å" the best commercial chances frequently arise when the markets behave inconsistently † . ( Stopford, 2009 )The four transportation marketsHarmonizing to Stopford ( 1997 ) the transportation industry can be divided into four markets, the: 1. Newbuilding market – where ships are being ordered 2. Cargo market – where they are being chartered ( used for transit ) 3. Sale and purchase market – where they are being sold to other ship-owners 4. Destruction market – where they are being sold to trash paces Key characteristics of transporting markets: –The Newbuilding marketThe new edifice market brings new ships into the transportation industry and sends hard currency out of the market as stuffs, labor and net income. The newbuilding market is merchandising ships that are non yet built in other words the ship ‘s keel may hold been laid. Hence, one time a ship is ordered, it will take up to four old ages to acquire ready for its sea tests. By this clip the full market conditions may hold been changed. It is hence of import to hold good anticipation of the hereafter before telling. Reasons for a purchaser to take to order a new vas alternatively of purchasing a pre-owned one can change, but in most instances it depends on the monetary values and besides depends on the proprietors design standards. The monetary values of the newbuilding market seems, harmonizing to stopford ( 2009 ) , to be merely every bit volatile as the sale and purchase market, hence at some occasions the newbuilding market can hold lower monetary values than the second-hand market.The cargo marketThe cargo market is seen as one individual international market divided into bomber markets for different types of ships. Harmonizing to Stopford ( 2009 ) , there are two different types of minutess in the cargo market, the: Freight contract where the shipper buys transit from ship-owners at a fixed monetary value per ton of lading. Time charter where the ship is hired on a daily footing Depending on which sector the shipowner and lading holder meet in, there are different types of contractual understandings used when â€Å" sealing the trade † . How the costs and duties are shared between the shipowner and shipper will settle the type of contact to be used ( Stopford, 2009 ) . i‚ ·iˆ Voyage charter: The shipowner transports the shippersaˆY lading from A to B for a fixed monetary value per ton. i‚ ·iˆ Contract of affreightment: The shipowner transports a series of lading packages for a fixed monetary value per ton. i‚ ·iˆ Time charter: The charterer is given operational control of the vas transporting his lading while the shipowner still has ownership and control over the direction of the ship. This can either be arranged for a individual trip or as a period charter. i‚ ·iˆ Bare boat charter: The charterer has full operational control of the vas, but does non ain it. This is normally arranged for longer periods ( 10-20 old ages ) . i‚ ·iˆ Freight derivative contract: The contract is arranged against an in agreement hereafter value of a cargo market index. The ship is fixed after all the formalities of type of contract and when the cargo rate is agreed between the two parties.The process is simple, a ship-owner has a vas for hire, a charterer has a lading to transport, and a agent puts the trade together. ( Stopford, 1997 )The Sale and purchase marketThe singular cardinal characteristic of this market is that the second-hand ships are traded like pokes of murphies at a state market. The participants are a mix of shippers, transporting companies and speculators and shipbrokers play an of import function in covering with minutess. Trade is between the ship proprietor and an investor who normally is another ship proprietor so the hard currency does non go forth this market and hence from the industry. The ships may be for sale because they are excessively old or make non follow with industry ‘s ordinances, or the proprietor may be hard currency strapped or has decided to alter company ‘s portfolio. Ship monetary values are really volatile, and the value depends on the cargo rates, age, rising prices and outlooks.The Destruction marketIt is the recycling market of the transportation industry. This market can be compared to the sale and purchase market, but the difference here is that the purchaser is a destruction pace and non a shipowner. When a ship-owner is no longer able to sell a ship S & A ; P, they will turn to the destruction market which is non, harmonizing to Stopford ( 2009 ) , a less glamourous market, nevertheless an indispensable portion of the full industry. This market can be compared to the sale and purchase market, but the difference here is that the purchaser is a destruction pace and non a ship proprietor, here every bit good ship agent plays an of import function. As the cargo market this market is besides a beginning for hard currency to the industry, here the purchasers of the disused ships are the scrap pace who demolish the ship and trade in the stell and other of import equipment and trim parts. This is particularly an of import beginning of hard currency in a recession and besides in order to maintain balance between supply and demand. These four markets are seen to be closely correlated, since the activities in each of these markets to a great extent affect all these four markets. These four markets work together linked by hard currency flow. ( Stopford,2009 ) Outside of these four markets are extra closely related markets, like the agents, funding, insurance, etc. This makes the full transportation industry composite where every party is of import for the full transportation industry, since they are impacting one and another so as to work closely to each other. Even though each market trade in a different trade good, we find the same shipowners trading in all 4, and their activities are closely correlated. They all respond to rhythms in trade, and as transporting companiesaˆY trade in all four markets, the hard currency flows in and out of the market is what drives the transporting market rhythm ( Stopford, 2009 ) .Transporting Market Model & A ; Shipping CycleThe maritime economic sciences is highly complex topic as Stopford asserts because of its â€Å" wavy nature † ( COSCO Summit 2007 ) , so one has to understand its theoretical account by foregrounding those factors that are most important.The economic sciences here is no different than others which take into history the demand and supply.Here It is the market mechanism which regulates supply and demand. The primary demand and supply driver in the transportation industry is freight rates, which determines the gross of transporting companies. Other drivers of the transportation industry are: Trade growing Geographic concentration of trade Menace of wars, buccaneering, storms and hurricanes Government countenances on cargo Entree to and suitableness of other manners of cargo The supply drivers of the industry include: Demand for oil and dry majority Climatic conditions ( rains, storms and tides ) Government limitations on cargo hypertext transfer protocol: //www.maersktankers.com/PublishingImages/Illustrations/tankermarket_illustration.gif Beginning: hypertext transfer protocol: //www.maersktankers.com/PublishingImages/Illustrations/tankermarket_illustration.gif Stopford ( 2009 ) nowadayss Ten variables in the transportation market modelfive each on the demand and supply side viz. DemandA A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A Supply 1. World EconomyA A A A A A A A A A A A A A A A A A A A A 1. World Fleet 2. Seaborne Commodity TradeA A 2. Fleet Productivity 3. Average HaulA A A A A A A A A A A A A A A A A A A A A A A A A 3. Shipbuilding Production 4. Political EventA A A A A A A A A A A A A A A A A A A A A A A A 4. Trashing and losingss 5. Transport CostA A A A A A A A A A A A A A A A A A A A A A 5. Freight rates Ten variables in the Transporting Market Model Beginning: Stopford, 2009 This Model, he breaks down into three constituents viz. Demand, Supply and Cargo market, Any instability provenders through into the 3rd portion of the theoretical account which links the other two through hard currency flows. Overview of the Dynamics ( As deduced from stopford 2009 ) When ships are in short supply, cargo rates ( ( i.e. , monetary value of sea conveyance ) are bid up and hard currency flows into the bank histories of ship owners.Eventually the increased hard currency flow starts to impact the behavior of both the shippers and shipowners. Although the cargo rate is non the lone factor that affects transportation, it is merely a benefit that the shipper additions from a combined conveyance operation ( Branch, 2007 ) . Other hard currency influxs come from the destruction market. The shipowners will likely get down telling new ships, while the shippers look for ways to cut theirA conveyance costs by detaining ladings, exchanging to closer providers or utilizing bigger ships. When there are excessively many ships, rates are bid down and shipowners have to pull on militias to pay fixed costs such as fixs and involvement on loans. As militias diminish some proprietors are forced to sell ships to raise hard currency. Monetary values of ships fall to a degree where shipbreakers offer the best monetary value for the older ships, cut downing supply.Changes in freight rates may besides trip a alteration in the public presentation of the fleet, through accommodations to rush and layup. This nexus between market balance and cargo rates is one of the most of import economic relationships in the theoretical account and it is controlled by shipowners who decide how to react. This theoretical account gives transporting market rhythms their characteristic form of irregular extremums and troughs. This is the market theoretical account lineation which controls transportation investing. The four mar-kets drive the transportation market rhythm. When the cargo rates in the beginning of the rhythm starts to raise the hard currency will flux into the transportation industry, taking to higher monetary values for second-hand ships. As monetary values continue to lift, this will take investors into the newbuilding market. When ship-owners have ordered sufficient of new ships, the rhythm is normally at its extremum, and finally the procedure will travel into contrary. When cargo rates start to worsen taking to less hard currency influxs, this will hold a negative impact on ship-owners, since in this phase they will get down to pay for their newbuilding ships. If ship-owners do non hold adequate liquidness this will coerce them to sell their ships on the 2nd manus market for garbages. If there are adequate new ships supplied in the 2nd manus market to low monetary values, the older ships will non acquire any offers and the proprietors are forced to direct them to the destruc tion market. As more ships are scrapped the supply of ships will travel down and freight rates will one time once more get down to lift and the whole market rhythm will get down from the beginning. ( Stopford, 1997 )Freight rate mechanismThe supply of sea conveyance is influenced by the cargo rate. This is a mechanism that the market uses to actuate determination shapers to set capacity in the short term and to happen ways to cut down costs in the long tally. Supply and demand are linked together through the cargo market and harmonizing to the balance of available ships and lading in the market, shipowners and shippers negotiate and seek to set up a cargo rate which best reflects this ; when there is a excess of ships the rates are low and when there is a deficit of ships the rates are high ( Stopford, 2009 ) . On the demand side, the demand map shows how shippers adjust to alterations in the cargo rate. For an single ship the supply map describes the sum of conveyance the proprietor can provide at each degree of cargo rates In response to freight rates the supply map plants by movingships in and out of service. There are three factors impacting the incline of the short-run supplycurve. First, the age of the vas, an older ship normally has higher operating costs, so lay-up will happen at a higher cargo rate than for newer ships. Second, the size of the ship ; larger ships have lower transit costs per ton of lading. Third, is the relationship between velocity and cargo rates, which can be defined from economic theory ; if the market is absolutely competitory, the ship will be operated at the velocity at which fringy cost peers the cargo rate ( Stopford, 2009 ) . Sellers and purchasers transact in the market and their supply and demand demands do the monetary value to travel. The â€Å" traveling monetary value † is an equilibrium value of the monetary value. This can be explained if we combine the demand and supply curve diagrams. The sea conveyance demand map shows the measure of sea conveyance shippers would buy at each degree of the cargo rate. The sea conveyance supply map shows the measure of sea conveyance bearers would offer at each degree of the cargo rate. The supply and demand curves intersect at the equilibrium monetary value in the transportation market, which determines the cargo rate at which the measure demanded by shippers for transportation services is equal to the measure supplied by bearers. At this point, both shippers and bearers reach a reciprocally acceptable cargo rate degree. Figure illustrates the cargo rate mechanism. In consequence the cargo rate mechanism is the ‘switch box ‘ which controls the sum of money paid by shippers to shipowners for the conveyance they supply. ( Stopford 2009 )Features of Transporting CyclesOverall, transportation is a cyclical, seasonal and volatile concern. Global economic conditions and political developments affect the demand side, while the size and handiness of the planetary fleet affect the supply side. Imbalances between demand and supply affect plus values, cargo rates and net incomes. The intent of transporting market rhythms is to take the weak histrions, go forthing merely the strong to last and turn. This will in the long-term create an efficient and competitory transportation concern ( Stopford, 2009 ) . Economists like Fayle ( 1933 ) , suggested that the transportation rhythm starts with a deficit of ships. The addition in the cargo rate stimulates overordering of new edifices. Finally, it leads to market prostration and a drawn-out slack. The transportation rhythm is a mechanism to equilibrate the supply of and demand for ships. If inordinate demand exists, the market rewards investors with high cargo rates until more ships are built. If there is inordinate supply, the market squeezes the gross with low cargo rates until ships are scrapped.What Causes the Transporting Cycle?The transportation market is driven by a competitory procedure in which supply and demand interact to find the cargo rate. Excessive demand leads to a deficit of ships, which in bend increases the cargo rate. On the other manus, inordinate supply of ships leads to a decrease in the cargo rate. In general, the transportation rhythm is alone, consisting the undermentioned features ( Stopford 2004 ) : The transportation rhythm is a mechanism to organize supply and demand in the transporting market. A complete transportation rhythm has the undermentioned phases: trough, recovery, extremum, and prostration. There are no set regulations about the length of each phase. There is no expression to foretell the form of the following transportation rhythm. Business rhythms are straight relative to transporting rhythms, these are the cause of fluctuations in seaborne trade and ship demand and these do non follow any set form therefore foretelling them becomes a really complex undertaking.

The Dawes Act of 1887

The Dawes Act of 1887 was a United States post-Indian Wars law intended to assimilate Indians into white U.S. society by encouraging them to abandon their tribally-owned reservation lands, along with their cultural and social traditions. Signed into law by President Grover Cleveland on February 8, 1887, the Dawes Act resulted in the sale of over ninety million acres of formerly Native American-owned tribal land to non-natives. The negative effects of the Dawes Act on Native Americans would result in the enactment of the Indian Reorganization Act of 1934, the so-called â€Å"Indian New Deal.† Key Takeaways: The Dawes Act The Dawes Act was a U.S. law enacted in 1887 for the stated purpose of assimilating Native Americans into white society.The act offered all Native Americans ownership of â€Å"allotments† of non-reservation land for farming.Indians who agreed to leave the reservations and farm their allotment land were granted full U.S. citizenship.Though well-intentioned, the Dawes Act had a decidedly negative effect on Native Americans, on and off the reservations. US Government-Native American Relation in the 1800s During the 1800s, European immigrants began settling areas of U.S. territories adjacent to Native American-held tribal territories. As competition for resources along with cultural differences between groups increasingly led to conflict, the U.S. government expanded its efforts to control Native Americans. Believing the two cultures could never coexist, the U.S. Bureau of Indian Affairs (BIA) ordered the forced relocation of Native Americans from their tribal lands to â€Å"reservations† west of the Mississippi River, far from the white settlers. Native American resistance to the forced relocation resulted in the Indian Wars between Native American and the U.S. Army that raged in the West for decades. Finally defeated by the U.S. military, the tribes agreed to resettle on the reservations. As a result, Native Americans found themselves the â€Å"owners† of over 155 million acres of land ranging from sparse desert to valuable agricultural land. Under the reservation system, the tribes were granted ownership of their new lands along with the right to govern themselves. Adjusting to their new way of life, Native Americans preserved their cultures and traditions on the reservations. Still recalling the brutality of the Indian wars, many white Americans continued to fear the Indians and demanded more government control over the tribes. The Indians’ resistance to becoming â€Å"Americanized† was viewed as uncivilized and threatening. As the 1900s began, the assimilation of Native Americans into American culture became a national priority. Responding to public opinion, influential members of Congress felt it was time for the tribes to give up their tribal lands, traditions, and even their identities as Indians. The Dawes Act was, at the time, considered the solution. Dawes Act Allotment of Indian Lands Named for its sponsor, Senator Henry L. Dawes of Massachusetts, the Dawes Act of 1887—also called the General Allotment Act—authorized the U.S. Department of the Interior to divide Native American tribal land into parcels or â€Å"allotments† of land to be owned, lived on, and farmed by individual Native Americans. Each Native American head of household was offered an allotment 160 acres of land, while unmarried adults were offered 80 acres. The law stipulated that grantees could not sell their allotment for 25 years. Those Native Americans who accepted their allotment and agreed to live separately from their tribe were granted the advantages of full United States citizenship. Any â€Å"excess† Indian reservation lands remaining after the allotments were determined available for purchase and settlement by non-Native Americans. The main objectives of the Dawes Act were to: abolish tribal and communal land ownershipassimilate Native Americans into mainstream American societylift Native Americans out of poverty, thus reducing the costs of Native American administration Individual Native American ownership of land for European-American style subsistence farming was seen as the key to achieving the Dawes Act’s objectives. Supporters of the act believed that by becoming citizens, Native American would be encouraged to exchange their â€Å"uncivilized† rebellious ideologies for those that would help them become economically self-supporting citizens, no longer in need of costly government supervision. Impact Rather than helping them as its creators intended, the Dawes Act had decidedly negative effects on Native Americans. It ended their tradition of farming communally held land which had for centuries ensured them a home and individual identity in the tribal community. As historian Clara Sue Kidwell wrote in her book â€Å"Allotment,† the act â€Å"was the culmination of American attempts to destroy tribes and their governments and to open Indian lands to settlement by non-Native Americans and to development by railroads.† As a result of the act, land owned by Native Americans decreased from 138 million acres in 1887 to 48 million acres in 1934. Senator Henry M. Teller of Colorado, an outspoken critic of the act, said the intent of the allotment plan was â€Å"to despoil the Native Americans of their lands and to make them vagabonds on the face of the earth.† Indeed, the Dawes Act harmed Native Americans in ways its supporters never anticipated. The close social bonds of life in tribal communities were broken, and displaced Indians struggled to adapt to their now nomadic agricultural existence. Many Indians who had accepted their allotments lost their land to swindlers. For those who chose to stay on the reservations, life became a daily battle with poverty, disease, filth, and depression. Sources and Further Reference â€Å"Dawes Act (1887).† OurDocuments.gov. US National Archives and Records AdministrationKidwell, Clara Sue. â€Å"Allotment.† Oklahoma Historical Society: Encyclopedia of Oklahoma History and CultureCarlson, Leonard A. â€Å"Indians, Bureaucrats, and Land.† Greenwood Press (1981). ISBN-13: 978-0313225338.