Ipad Mini Review Essay Example for Free

Ipad Mini Review Essay 1.Remarkably thin and light, the iPad mini is the perfect size for holding in one hand. The iPad mini also fits comfortably in the pocket of a coat or a handbag, making it ideal for use on the move. Its also beautifully designed, with obvious influences taken from Apples iPhone 5. Finally, its Apples cheapest iPad starting at like 270. The iPad Mini supports the LTE networks of ATT, Sprint, and Verizon Wireless (no luck, T-Mobile!). This means it has access to 4G mobile broadband in hundreds of markets around the country. Even with LTE on board, Apple says the iPad Mini will still get about 10 hours of battery life. Thats an incredible amount of uptime when considering the productivity needs of todays mobile professionals. 2.Its no surprise that Apple is charging a HUGE price for its smaller tablet when compared to other 7-inch models. With an introductory price of $329, it costs a full $80 more than the 16 GB Nexus 7. Of course, the Nexus 7 is thick, heavy, and made of plastic, while the iPad Mini is thin, light, and made of aluminum. It also has a slower processor than iphone 5 or the regular ipads. Its comes with the dual core A5 when iphone 5 has A6 chips and ipad has A6X chips. 3. Through advertising and marketing. Word of mouth is the best advertisement, so when people get this item, the first thing they do is tell their friends how cool it is and all good and bad things about the product. That’s adds value to the item through societies eyes.

Film Festival Essay Example for Free

Film Festival Essay Houston, TX (Mar. 18, 2009) —The 2009 WorldFest-Houston proudly presents Food Fight as part of its award-winning documentary side bar. Food Fight is a fascinating look at how American agricultural policy and food production developed in the 20th century, igniting a California food movement that sparked a tasty, counter-revolution. The documentary dishes up topics including sustainable produce, farmers markets, school lunch programs and inner-city gardens. It’s a savvy, fast-paced investigation that chronicles the life and times of ‘slow foods movement’ pioneer Alice Waters and her landmark restaurant, Chez Panisse, which transformed an industry based on profits into a market based on wholesome flavor. Food Fight is a riveting, smart romp through the historic rise of the Organic foods trend. This culinary adventure cooks up a clever insider’s view of how the nation’s plates are forsaking processed filler foods for homegrown, healthy produce. Chefs Alice Waters, Wolfgang Puck and Suzanne Goin are featured. If you’re interested in the origins of America’s flavorful farmer’s market revolution, you can check out Food Fight which will screen during the WorldFest-Houston Film Festival’s run, April 17-26, at the AMC 30 Dunvale (2949 Dunvale, Houston, TX 77063). Enjoy the newest feature film from food activist and screen director, Chris Taylor, who will be available after the viewing to discuss the film’s highlights! WorldFest Houston, founded in 1961, is the third oldest Independent film festival in the United States. This annual event has evolved into a competitive Independent International film festival showcasing the rising stars of tomorrow. This year’s 42nd Annual WorldFest (April 17-26, 2009) will feature: 50 award-winning Indie films, 100 superb short films, 450 Indie filmmakers from around the globe, 6 Master Classes/Film industry seminars, 1 Grand Awards Gala Cocktail Reception with the filmmakers and a Closing Day Regatta/Barbecue VIP NASA/Space Center Houston Tour. Tickets are $6 for a single matinee (films before 6 pm) or $10.00 per single  evening admission and range upward based on packages that customers purchase. Film Buff $100, Silver Screen $150 and ultimate VIP Platinum Pass $500. Check www.worldfest.org for details. Tickets will be available mid-March online and up to theatre- capacity at show time at the Cinema Box Office. All films, seminars and events are open to the public. Opening Night Prices ~ $20 per person for Film Program book. $30 per person for Film, Program book and Champagne Reception at Renaissance Hotel after the film

Environmental impact sustainability

Environmental impact sustainability Introduction Emissions from shipping contribute significantly to the concentrations of harmful air pollutants in Europe. There are, still, technical methods which these pollutants could be reduced for 80-90 per cent. These methods are cost-effective compared with land-based sources. Such reductions are needed for protecting health and the environment, and for shipping to develop into a more sustainable kind of transport. Air emissions have been a major issue for many years between political and shipping groups. More recently, though, the political climate has toughened with the subject being raised from a matter of local pollution to one of global warming. Exhaust emissions from land transport and electricity generation are already heavily regulated within very low limits. Shipping has not yet been greatly affected and the emissions are growing with the increasing sea-borne trade. Shipping consumes about five per cent of global oil consumption which leads to global NOx emissions of about 12.57 million tonnes / year, and about 10.54 million tonnes / year global SOx emissions. Obviously, stricter air pollution control regulations will come for shipping. Yet it is not known which emissions types will be regulated, to what level and when. World shipping has been reported as generating some 438 million tonnes / year of CO2 which is equivalent to about 1.8 per cent of global CO2 emissions. Increasing emissions The emissions of air pollutants from ships engaged in international trade in the seas surrounding Europe Baltic, North Sea, north-eastern part of the Atlantic, Mediterranean, and the Black Sea were estimated to have been 2.6 million tons of sulphur dioxide and 3.6 million tons of nitrogen oxides (NOx) a year, in 2000. While pollutant emissions from land-based sources are gradually coming down, those from shipping show a constant increase. Even after the application of MARPOL Annex VI, which sets limits on the sulphur content of marine fuels for the Baltic Sea, the North Sea and the English Channel, emissions of SO2 from international shipping are expected to increase more than 42 per cent by 2020, and those of NOx by two thirds. In both cases, by 2020, the emissions from international shipping around Europe will have exceeded the total from all land-based sources in the 27 member states combined. It has been estimated that about 90 per cent of the total SO2 and NOx emissions from ships in the North Sea, including the English Channel, originates from a zone of approximately 50 nautical miles (about 90 kilometres) from the coast line. International shipping within a distance of 100 nautical miles from the coast was estimated to be a source of 97 per cent of the total in the North Sea. Air quality health,acidification, eutrophication Particles SO2 and NOx can become converted into sulphate and nitrate particles, which are very small and among the most frequent of airborne particles. Exposure to particulate matter (PM) is associated with increased mortality (especially from cardio-vascular and cardio-pulmonary diseases) and sickness. According to the European Environment Agency, up to 45 per cent of Europes urban population are exposed to PM10 levels (particles of 10 micrometres or less) exceeding the forthcoming EU standards (EEA, 2004). It has been estimated that exposure to particulate matter in outdoor air leads to about 100,000 deaths annually in Europe , that the effect of PM on life expectancy may be in the order of one to two years. Ship emissions are estimated to contribute between twenty and thirty per cent to the air concentrations of secondary inorganic particles in most coastal areas. Ground-level ozone Nitrogen oxides contribute also to the formation of ground-level ozone, which damages vegetation as well as human health. In the second half of the 1990s, almost all of Europes urban population were exposed to ozone concentrations above the limit value for the protection of human health. It has been estimated that about 75 per cent of the urban population in southern Europe, and 40 per cent in the northern part, lived in cities where the ozone levels exceeded the EU target value of 120 micrograms per cubic metre (mg/m3) for more than 20 days. Shipping emissions contribute remarkably to the formation of ground-level ozone, especially in the Mediterranean region, where increased concentrations resulting from ships NOx emissions amount to 16-20 mg/m3. The high concentrations of ozone in the Mediterranean region do not only affect human health and crop harvests, but also pose a threat to the regions important tourist industry. Acidification In 2000, the depositions of sulphur and nitrogen exceeded the critical loads for acidic substances on more than 260,000 square kilometres (about 20 per cent) of sensitive forest ecosystems in the EUs member states. Emissions from ship traffic contribute to exceed of critical loads of acidity by more than 50 per cent in most of the coastal areas along the English Channel and the North Sea, in the Baltic Sea along the coast of Germany and Poland, and also in large parts of southern Sweden and Finland. Also, there are a large number of grid cells in northern Europe where ship emissions are responsible for more than 90 per cent of exceed critical loads for acidity. Eutrophication Nitrogen oxides lead to eutrophication, which affects biodiversity both on land and in coastal waters. In 2000, the depositions of nitrogen exceeded the critical loads for eutrophication on 800,000 square kilometres (about 60 per cent) of sensitive terrestrial ecosystems in EU. Also, there are a large number of areas in northern Europe where ship emissions are responsible for more than 90 per cent of exceed critical loads. In the Mediterranean, ships emissions contribute more than 50 per cent of exceed critical loads in parts of Greece, Italy, and Spain. Although most of the SO2 and NOx emitted from ships operating in international trade get deposited over the sea, shipping is the largest single source of acidifying and eutrophying result over many countries in Europe. Corrosion Air pollutants, such as sulphur dioxide, nitrogen oxides, and ozone, accelerate the rate of weakening of a large number of various materials. Buildings and monuments made of limestone and some kinds of sandstone are especially sensitive to corrosion from acidic substances. Also metals become corroded more quickly in an acid environment. Ozone is known to speed up the disintegration of textile materials, leather and rubber. Climate change Emissions from ships also contribute to global warming. An estimate of the change in net irradiance at the atmospheric boundary between the troposphere and the stratosphere (radiative forcing) due to CO2 emissions from ships indicates that ships may account for 1.8 per cent of the global. Additionally, according to a study made for the IMO Marine Environment Protection Committee, the radiative forcing resulting from increased levels of ground-level ozone due to NOx from international shipping are highly likely to produce positive forcing effects that will contribute to global warming and that could be in the same range as (or larger than) direct forcing from CO2 (Henningsen, 2000). Modes of Transport and Emissions Truck versus ship emissions Comparison of the environmental performance of different modes of transport is difficult, but by tightening down the comparison to a few air pollutants, some conclusions can be made. In terms of todays average vehicles and fuel, a ship will emit out 30-50 times more sulphur per ton-kilometre than a truck. When diesel becomes even cleaner in 2005, the difference increased to 150-300 times. Trucks advantage over ships even if ships are run on oil with a sulphur content of 1 per cent. This comes from the fact that the highest allowable sulphur content of diesel oil for road traffic has been gradually brought down by regulation. As from 2000 it was lowered in the EU to 350 ppm (parts per million), and in 2005 it is further reduced to 50 ppm. A further reduction to below 10 ppm is anticipated by 2010 such fuels are already being placed on the market. On the other hand, the average sulphur content of marine heavy fuel oil used in European waters is about 2.7 per cent, i.e. 27,000 ppm. Regarding to nitrogen oxides, ships release about twice as much NOx per ton-kilometre as the latest truck models today, and the difference is set to increase (again see Table 3). In 2005, the emission standards for trucks in the EU were cut from the present 5.0 to 3.5 g/kWh, and in 2010 to 2.0 g/kWh. According to a recent report, the burning of marine heavy fuel oil gives rise to high emissions of polycyclic aromatic hydrocarbons (PAH). Because of its high content of polycyclic aromatics, this type of fuel is classified as cancer-causing and harmful to the environment. If we compare to a heavy diesel-driven truck, the PAH emissions from a ship using marine heavy fuel oil are about 30 times higher per energy unit. i.e. if the energy output of a ships engine is 40 times of a truck engine, the PAH-emissions from a fairly large vessel entering a port will correspond to those from about 1200 heavy trucks. Energy Plants vs. Ships Sulphur emissions from land-based stationary sources are in the EU regulated by several instructions, directive 1999/32 on the sulphur content of liquid fuels, directive 2001/80 on the limitation of emissions from large combustion plants, and directive 1996/61 concerning integrated pollution prevention and control. According to directive 1999/32, the maximum allowed emissions from all oil-fired plants must not exceed the equivalent of using heavy fuel oil with a sulphur content of 1 per cent. For gas oils, including for marine use, the limit are set stricter, at a maximum of 0.2 per cent, and it is further reduced to 0.1 per cent as from January 2009 (Figure 3). Any new large combustion plants (i.e. with a thermal capacity of more than 50 megawatts) built after 2003, according to directive 2001/80, keep their SO2-emissions below levels equivalent to maximum sulphur contents in fuel oil of between 0.1 and 0.5 per cent. The bigger the plant, the stricter the emission limit value will apply. International action so far Although some countries, such as Sweden and Norway, have taken steps to tackle the problem of ships emissions independently, on the whole, little has been done about it. Shipping is an international business, it would be logical to try and bring global agreement for control of its emissions, and an attempt has been made in the Marine Environment Protection Committee of the UN International Maritime Organization (IMO). After years of negotiation, agreement was reached in 1997 on an air-pollution annex to the MARPOL 73/78 Convention. But this agreement was so fragile that it was obvious it would have little effect. Annex VI establishes a global sulphur cap of 4.5 per cent for bunker fuel, and it designates two so-called sulphur emission control areas (the Baltic Sea and the North Sea), where fuel used by ships must be below 1.5 per cent. It also suggests emission standards for NOx for diesel engines with a power output greater than 130 kilowatts, but these standards are so weak that virtually all new engines are already in compliance. Following its confirmation by 15 countries representing the 50 per cent of the gross tonnage of the worlds merchant fleet, Annex VI came into force in May 2005. In practise this will mean that the 1.5-per-cent sulphur limit apply to all ships in the Baltic Sea as in May 2006, while the corresponding requirement for the North Sea was delayed until 2007. 2008 Amendments (Tier II/III)à ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Annex VI amendments adopted in October 2008 introduced (1) new fuel quality requirements beginning from July 2010, (2) Tier II and III NOx emission standards for new engines, and (3) Tier I NOx requirements for existing pre-2000 engines. The revised Annex VI enters into force on 1 July 2010. By October 2008, Annex VI was ratified by 53 countries (including the Unites States), representing 81.88% of tonnage. The voting rules of the MARPOL convention, as well as experience to date, make it unlikely that possible further moves by the IMO will result in any significant emission reductions in the near future. Protocols for reducing emissions under the Convention on Long-Range Trans boundary Air Pollution (LRTAP) do not cover those from international shipping. Also, the emissions of greenhouse gases from international shipping are not covered by the Framework Convention on Climate Change or its Kyoto protocol. Although it has long been held within the European Union that shipping is a matter for the IMO, the Commission has recently been investigating the economic, legal, environmental, and practical implications of coordinated EU action for reducing the emissions of air pollutants from ships. This initiative has been encouraged among others because the EU directive on national emission ceilings required the Commission to present a program of action for reducing emissions from international maritime traffic before the end of 2002. CO2 emission control methods Water injection Water injection is a method for cooling the combustion chambers of engines by adding water to the entering fuel-air mixture, allowing for greater compression ratios and largely eliminating the problem of engine knocking. This effectively increases the octane rating of the fuel, and performance gains can be obtained when used in combination with a supercharger or turbocharger, altered spark ignition timing, and other modifications. Many water injection systems use a mixture of water and alcohol (usually 50/50), partly because the alcohol is flammable, while water is not; in addition, the alcohol serves as antifreeze for the water. The initial injection of water cools the fuel-air mixture fairly, which allows more mixture to enter the cylinder. Greater effect comes later during combustion when the water takes in, significant amounts of heat energy as it converts from liquid to gas, increasing piston pressure and reducing the peak temperature with its resulting NOx formation as well as the amount of energy absorbed into the cylinder walls. The duration of combustion is said to be longer. An interesting side effect that has been reported is that water injection effectively steam cleans the engine interior, resulting in less carbon excess build-up. Hot carbon deposits are cause of knocking. Eco Silencer The Eco Silencer design has undergone several years of testing and shipboard trials that have proven the systems ability to reduce SOx exhaust emissions and remove soot particulate as well as reduce exhaust noise. Depending on the vessels engine configuration, the Eco Silencer has the ability to reduce SO2 exhaust emissions by up to 90 % with a minimum performance guarantee that will allow burning the maximum 4.5% sulphur fuel and still surpassing the regulated reduction to 1.5% sulphur fuel. The acidic gasses, and particulate removed from the exhaust gas are pass through a water treatment system is designed to filter wastes on a continuous basis, and to provide outlet water that is environmentally safe. Reducing emissions of NOx There are various methods for reducing NOx emissions, differing somewhat in cost and effectiveness. Selective Catalytic Reduction, SCR It can reduce the emissions of NOx by more than 90 per cent, but may require the use of low-sulphur fuel. When retrofitted it replaces the exhaust silencers. Nitrogen oxides are reduced to nitrogen gas by spraying urea or ammonia into the gases before they pass through a catalytic converter. Reduction costs are generally below 600 euro per ton NOx reduced, lower if the equipment can be installed while the ship is being built. There are now more than fifty ships fitted for SCR. About half of them are Swedish, and most of the others are frequent operators at Swedish ports. This is largely a result of the environmentally differentiated fairway charges and port dues that has been used in Sweden in since 1998. HAM, Humid Air Motor A technique for preventing the formation of NOx, during combustion, by adding water vapours to the combustion air. Performance is unaffected either by the quality of the bunker oil or by engine workload. By reducing the consumption of fuel and lubricating oil, HAM has the advantage over Selective Catalytic Reduction (SCR) of somewhat lowering operating costs instead of increasing them. The method is able to reduce NOx by 70-80 per cent at a cost apparently similar to that of SCR. Shore-side electricity While docked at the port, ships shut off their propulsion engines, but use their auxiliary engines to power refrigeration, lights, pumps and other equipment. These auxiliary engines are usually powered by high-sulphur marine heavy fuel oil or in some cases by lower-sulphur marine gas oil, resulting in significant emissions of air pollutants. One possible alternative measure that specifically aims to reduce emissions from vessels in port is to plug them up to shore-side electricity so that they no longer need to run their auxiliary engines. This solution is not has problems though i.e. it requires investments and certain modifications to be made in the ports and on-board vessels. Systems for supplying shore-side electricity is nothing new they have been in use for decades in a few ports and for certain types of vessels. Experience from the Port of Goteborg, among others, has shown that the realities of handling shore-side electricity systems are simple, if modern high-voltage systems are used. The entire procedure for switching from on-board generated power to shore-side electricity is done in less than ten minutes, including the phasing in of the new electricity supply and closing down of the on-board auxiliaries. In a recent Swedish study, the direct costs for shore-side electricity were found to be two to four times higher than the direct cost of generating electricity on-board by auxiliary engines running on heavy fuel oil. However, the study also evaluated the external costs that emissions of air pollutants give rise to through damage to health and the environment, and these are significantly lower for vessels that are connected to a shore-side electricity supply. Depending on the fuel (Heavy Fuel Oil or Marine Gas Oil) and the type of shipping service examined, the external costs for on-board generation of electricity were found to be between 15 and 75 times higher than those for shore-side electricity connection. (The shore side electricity was assumed to be generated by modern coal-fired power plants). A comparison between direct electricity generation costs and estimated external costs of on-board generation and shore-side electricity, respectively, showed that the benefits associated with shore-side electricity supplies clearly outweigh the costs. The study concludes that shore-side electricity can effectively reduce air pollutant emissions and noise from vessels in port, thus providing environmental and health benefits. It is also recommended that if a wide-scale application of shore-side electricity systems were to be envisaged, it would be useful to develop a common international practice, or international standards, for such systems. A Community strategy toreduce air pollution from ships The EU strategy to reduce the emissions of air pollutants from sea-going ships was adopted by the European Commission in November 2002. It contains a broad series of objectives, proposed actions and recommendations for bringing about such reductions over the next 5-10 years. According to the Commission, the cost of reducing emissions from ships is considerably lower than that of further abatement on land. The strategy document includes a list of actions that the Commission itself intends to take, as well as those it recommends to other parties. Here are some examples: International action Within the International Maritime Organization the European Commission will continue to press for tougher measures to reduce ships emissions. It recommends member states to ratify MARPOL Annex VI as soon as possible, and to support a co-ordinated EU position pressing for tighter international standards in regard to the global sulphur cap and NOx emissions. EU regulation on emission standards On November 20, the European Commission published a proposal to amend directive 1999/32/EC so as to limit the sulphur content of marine fuels marketed and used in the EU. The recently adopted directive 2004/ 26/EC (amending directive 1997/68/EC) sets standards for emissions of NOx, PM and CO (Carbon Monoxide) for new non-road engines marketed in the EU, including engines for use aboard vessels operating on inland waterways. These new standards are gradually strengthened over the time period 2006-2014. As concerns global emission standards for ships engines, if the IMO has not proposed tighter international standards for NOx by the end of 2006, the Commission will consider bringing forward a proposal for reducing such emissions from seagoing vessels, in line with the proposed US standards put forward by the US Environment Protection Agency. EU regulation on economic instruments The European Commission has yet to come up with proposals, in the context of an EU framework for infrastructure charging, for the development of an EU system of differentiated charges for all modes of transportation. A charging scheme for maritime transportation will be part of that framework, and be developed on the basis of ships environmental performance, including atmospheric emissions. Later, the Commission considered the possibility of developing emissions trading regime (or regimes) to achieve incremental reductions in ships emissions in EU sea areas, particularly for NOx. The feasibility of trading in ships emissions will however first have to be demonstrated. Voluntary measures The European Commission urges the international bunker industry to make available significant quantities of marine heavy fuel oil with a maximum sulphur content of 1.5 per cent in states bordering on SOx Emission Control Areas, and also to make available at least some marine fuel of any grade with a sulphur content of 1.5 per cent in all world bunkering ports, so as to be able to supply ships destined for an SOx Emission Control Area. The Commission urges port authorities to consider introducing voluntary speed reductions, and to require, facilitate, or provide incentives for ships to use land-based electricity or clean on-board power while in port. References * Ahlbom, J. and Duus, U. (2003). Rent skepp kommerlastat. GÃÆ' ¶teborg, Sweden. (An English abstract is available at: www.gronkemi.nu/skepp.html) * Amann, M., Bertrok, I., Cofala, J., Gyarfas, F., Heyes, C., Klimont, Z., SchÃÆ' ¶pp, W., Winiwarter, W. (2004) Baselinescenarios for the Clean Air For Europe (CAFE)Programme. Final report to the European Commission, DG Environment, in October 2004. Contract B4- 040/2002/340248/MAR/C1. (www.iiasa.ac.at/rains/CAFE_files) * Beicip-Franlab (2002). Advice on the costs to fuel producersand price premia likely to result from a reductionin the level of sulphur in fuels marketed inthe EU. European Commission Study C1/01/2002. (http://ec.europa.eu/environment/air/index_en.htm) * Concawe (1993). The Europan environmental and refiningimplications of reducing the sulphur contentof marine bunker fuels. Report No. 1/93. Concawe, Brussels, Belgium. * de Leeuw, F., Moussiopoulos, N., Bartanova, A., Sahm, P., Pulles, T. Visschedijk, A. (2001). Air quality inlarger cities in the European Union. A contribution to the Auto-Oil II programme. Topic report 3/2001. European Environment Agency, Copenhagen, Denmark. (www.eea.eu.int) * Entec (2002). Quantification of emissions from shipsassociated with ship movements between ports inthe European Community. Study for the European Commission (http://ec.europa.eu/environment/air/index_en.htm) * Henningsen, R.F. (2000). Study of greenhouse gas emissionsfrom ships. Final report to the International Maritime Organization. MARINTEK, Trondheim, Norway. * IMO (1998). Annex VI of MARPOL 73/78: Regulationsfor the prevention of air pollution from shipsand NOx technical code. Publication IMO-664E, London, UK. * Kaesong, P. (1999). Economic instruments for reducingemissions from sea transport. Air pollution and climate series No. 11. The Swedish NGO Secretariat on Acid Rain, Goteborg, Sweden. (http://www.airclim.org) * DieselNet (2010) International: IMO Marine Engine Regulations (http://www.dieselnet.com/standards/inter/imo.php)

Process Essay - How to Reduce Plagiarism and Cheating -- Expository Pr

Process Essay - How to Reduce Plagiarism and Cheating Recent studies have shown that a steadily growing number of students cheat or plagiarize in college -- and the data from high schools suggest that this number will continue to rise. A study by Don McCabe of Rutgers University showed that 74 percent of high school students admitted to one or more instances of serious cheating on tests. Even more disturbing is the way that many students define cheating and plagiarism. For example, they believe that cutting and pasting a few sentences from various Web sources without attribution is not plagiarism. Before the Web, students certainly plagiarized -- but they had to plan ahead to do so. Fraternities and sororities often had files of term papers, and some high-tech term-paper firms could fax papers to students. Overall, however, plagiarism required forethought. Online term-paper sites changed all that. Overnight, students could order a term paper, print it out and have it ready for class in the morning -- and still get a good night's sleep. All they needed was a charge card and an Internet connection. One response to the increase in cheating has been to fight technology with more technology. Plagiarism-checking sites provide a service to screen student papers. They offer a color-coded report on papers and the original sources from which the students might have copied. Colleges qualify for volume discounts, which encourages professors to submit whole classes' worth of papers -- the academic equivalent of mandatory urine testing for athletes. The technological battle between term-paper mills and anti-plagiarism services will undoubtedly continue to escalate, with each side constructing more elaborate countermeasures... ...tter grades and more advantages with less effort. Honest students lose grades, scholarships, recommendations and admission to advanced programs. Honest students must create enough peer pressure to dissuade potential cheaters. Ultimately, students must be willing to step forward and confront those who engage in academic dishonesty. Addressing these issues is not a luxury that can be postponed until a more convenient time. It is a short step from dishonesty in schools and colleges to dishonesty in business. It is doubtful that students who fail to develop habits of integrity and honesty while still in an academic setting are likely to do so once they are out in the "real" world. Nor is it likely that adults will stand up against the dishonesty of others, particularly fellow workers and superiors, if they do not develop the habit of doing so while still in school.

Sci-fI Films Essay -- essays research papers

In this essay I am going to discuss about the topic: â€Å"Science fiction often plays off the real against the artificial, either in the form of humans versus non-human (androids, cyborgs, synthetics), or the world versus the non-world (cyberspace, inner-space, intentional space)†. I have chosen the films â€Å"The Matrix† and â€Å"Bicentennial Man† An explosion in information access and exchange is fueling the Information Superhighway that was created as a result of the computer revolution. If technology has truly become a god, then cyberspace is definitely its bible. Its scope is endless; its breadth enormous. Although the foundation of cyberspace, the computer, definitely serves to dehumanize culture, the Information Superhighway itself does not. If anything, cyberspace is re-humanizing the computer revolution. The World Wide Web, through pictures and graphics, has added personality and more personal contact to a technology that for years was ‘just the facts.’ Although the statement might be made that this is a pseudo-rehumanization that masks true human characteristics with digital ones, this is at least a step in the right direction. Something that removes the human qualities or attributes from culture can be said to dehumanize it. This technology destroys our view of truth and meaning. The basic presupposition of the Information Superhighway is that it contains information on any subject and can answer any question. It causes people to search places other than God for direction, truth, and meaning. Involvement with the technology serves to replace our involvement with reality. There is a tendency for people to start thinking of themselves and others in terms of their online personalities. Many people develop a whole other life on-line and some even end up being unable to separate their on-line identity from their real one. Recent movies such as The Matrix and Bicentennial Man serve to further blur this already fuzzy line. Bicentennial Man, directed by Chris Columbus (US, 1999), is based on a story Isaac Asimov wrote in 1975 and like many of his stories, it deals with the enigma of a machine with the intelligence of a man, but without the rights or the feelings. As we might expect the film presents Asimov's concept of the intelligent robot, a concept that, like Asimov himself, pre-dates the modern world of personal computers, video games, the Internet, 'e... ...housand years ago. If the portrayal of intelligent machines in films teaches us anything, it is that it is fortunate that such machines do not yet exist. It is fortunate that is, for the machines, because all the evidence would indicate that we are not yet ready to treat them as fellow persons. Fortunate too for us perhaps, because when they became smart enough to mount a successful rebellion they might make us pay for their oppression (Mitchell 2003). Reference: 1. Edwards, D A, ‘The Matrix’, The Matrix: An Ideological Analysis, viewed 5 June 2005, http://fiffdimension.tripod.com/matrix.htm1. 2. Menor F 2000, The Matrix(1999), viewed 7 June 2005, http://www.imdb.com/title/tt0133093/ 3. Mitchell, D 2003, What s it like to be a Robot?, viewed 7 June 2005, http://www.zenonic.demon.co.uk/zenorobot.htm 4. Setzer V W 2002, AI - Artificial Intelligence or Automated Imbecility, viewed 7 June 2005, http://www.transintelligence.org/articles/Artificial%20Intelligence.htm 5. The Matrix 1999, motion picture, Prod. Joel Silver. Dir. The Wachowski Brothers. Perf. Laurence Fishburne, and Keanu Reeves 6. www.duke.edu/~djs12/Lit%20Theory/ Lit%20Theory%20-%20The%20Matrix.doc

religion :: essays research papers

  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Reflection Paper   Ã‚  Ã‚  Ã‚  Ã‚   â€Å"Who is God?†, this becomes as impossible a question to answer as the question â€Å"Who am I?†. Michael Himes, the author of this book which is called, Doing the Truth In Love, expresses his ideas and thoughts on how we are supposed to think about God, feel about God, and understand who and what God is. Mr. Himes, explains first and foremost that God is a mystery. He gives his opinions on how He is mystery and on how we should identify â€Å"God with God†. Himes states that God is agape, unconditional love. My problem with this is how does Himes know who or what God is? He has never met God, to find out and he has never asked God either. We believe that God has undying and pure love for us but we don’t know that for sure. God is the Trinity, meaning the father, son, and holy spirit. So is it that when Himes means that god is mystery, agape, and relationship; he means that the trinity stands for these three definitions of God? I t hink so.   Ã‚  Ã‚  Ã‚  Ã‚  God is a mystery because we can’t fully understand God. We know he exists but we haven’t seen him, heard him talk or touched him, so how do we know he is not a complete mystery, I believe that to learn and understand God to our fullest capabilities, we have to undergo a â€Å"leap of faith†. We have to be willing to read and understand God’s message to us. We have to understand what He went through and why He did the things, he did. For example, he died for us. Why did He do this when He could have simply said â€Å"no†? I feel he died for us to have a better life and to be dependant for ourselves instead of having Him â€Å"spoon feed† everything to us. He wanted to see that if what he created could function and rely on each other to benefit ourselves.   Ã‚  Ã‚  Ã‚  Ã‚  God is agape, because he loves us. As you said, Mr. Z, â€Å"God loves us simply because we exist. I am with you one-hundred percent. I understand that completely, because if He did not love us, he would not only let us live, but we would cease to exist. The best example I heard, is how you used your daughter, Maria, and how you said that after 30 some years you still don’t understand agapic love.

Eia Malaysia

ENVIRONMENTAL IMPACT ASSESSMENT (EIA) Procedure and Requirements in Malaysia CONTENTS Page I. ENVIRONMENTAL IMPACT ASSESSMENT What is Environmental Impact Assessment (EIA) Why do we need EIA? Which activities are subject to EIA How to conduct EIA II. THE EIA PROCEDURE IN MALAYSIA Integrated Project Planning Concept How is EIA Report Processed and Approved ? Organisational Structure Preliminary EIA Reports Detailed EIA Reports Classification of Projects by Timing of EIA Report Submission (Project Planning Cycle) Consultation III. ACTIVITIES SUBJECT TO EIA 1 1 1 1 1 1 2 4 4 4 5 9 9 9LIST OF FIGURES 1 2 3a 3b Outline of Environmental Impact Assessment Procedure in Malaysia Integrated Project Planning Concept Organisational Structure of EIA Report Processing and Approval Procedure at State Offices Organisational Structure of EIA Report Processing and Approval Procedure at the Department of Environment Headquarters Organisational Structure of Detailed EIA Report Processing and Approval Pr ocedure LIST OF TABLES 1 2a 2b 2c Classification of Projects by Timing of EIA Report Submission (Project Planning Cycle) Summary of Activities Subject to Environmental Impact Assessment (Activities Defined by Quantum) Summary of Activities Subject to Environmental Impact Assessment (Activities Defined by Project Size) Summary of Activities Subject to Environmental Impact Assessment (Activities Not Defined by Unit of Measure) 3 4 4 5 3c 6 7 11 12 13 ii LIST OF APPENDICES Appendix 1 Environmental Quality Act, 1974 1985) Section 34a 2 Environmental Quality Act, 1974. Environmental Quality (Prescribed Activities) (Environmental Impact Assessment) Order 1987 Offices of the Department of Environment Page (Amendment, 14 16 21 3 iii I. ENVIRONMENTAL IMPACT ASSESSMENT What is Environmental Impact Assessment (EIA)? EIA is a study to identify, predict, evaluate and communicate information about the impacts on the environment of a proposed project and to detail out the mitigating measures prior to project approval and implementation.Why do we need EIA? EIA is essentially a planning tool for preventing environmental problems due to an action. It seeks to avoid costly mistakes in project implementation, either because of the environmental damages that are likely to arise during project implementation, or because of modifications that may be required subsequently in order to make the action environmentally acceptable. In Malaysia, EIA is required under section 34A, Environmental Quality Act, 1974 (APPENDIX 1). EIA when integrated into the existing planning and decision-making machinery, provides additional information towards better decision-making. Which activities are subject to EIA?Activities subject to EIA are prescribed under the Environmental Quality (Prescribed Activities) (Environmental Impact Assessment) Order, 1987 (APPENDIX 2). A copy of this Order may be obtained from the Government Printers or from any office of the Department of Environment (APPENDIX 3). How to conduct EIA? To assist you in the preparation of environmental impact assessment reports, you may refer to â€Å"A Handbook of Environmental Impact Assessment Guidelines† and EIA guidelines for specific activities published by the Department of Environment. II. THE EIA PROCEDURE IN MALAYSIA The EIA procedure adopted in Malaysia consists of three major steps.The steps in the EIA procedure, which are shown in Figure 1, can be described as follows: Preliminary assessment relates to the initial assessment of the impacts due to those activities that are prescribed. Preliminary assessment is the stage of the EIA procedure that should normally be initiated at the pre-feasibility study stage of the development of an activity. Project options are identified at this stage and any significant residual environmental impacts are made known. The preliminary report that is prepared is reviewed by a technical committee in the DOE internally. However, where expertise within the Department is lacking, assistance from other government and non-government agencies may be sought.Detailed assessment is undertaken for those projects for which significant residual environmental impacts have been predicted in the preliminary assessment. The assessment should ideally continue during project feasibility, and the detailed EIA Report be submitted for approval by the Director General of Environmental Quality prior to the giving of approval by the relevant Federal or State Government authority for the implementation of the project. Detailed assessment is carried out based on specific terms of reference issued by an ad hoc Review Panel appointed by the Director General. The EIA Report that is prepared is reviewed by the ad hoc Review Panel chaired by the Director General.Review of EIA Reports is carried out internally by the DOE for preliminary assessment reports and by an ad hoc Review Panel for detailed assessment reports. Recommendations arising out of the review are transmitted to the relevant project approving authorities for consideration in making a decision on the project. The normal period allocated for a review of a preliminary assessment report is one month while that for a detailed assessment report is two months. The DOE maintains a list of experts who may be called upon to sit as 1 members of any Review Panel established. The selection of the experts depends on the areas of environmental impacts to be reviewed.Other main features of the EIA procedure as shown in Figure 1 include the following: The Approving Authority is the Government Authority that has the task of deciding, whether or not a project should proceed. The authorities include the following: 1. The National Development Planning Committee (NDPC) for Federal Government sponsored projects; 2. The State Executive Council (EXCO) for State Government sponsored projects; 3. The various Local Authorities or Regional Development Authorities (RDA) with respect to planning approval within their re spective area; and 4. The Ministry of Trade and Industry or MIDA for industrial projects. Recommendations arising from the review of the EIA Reports are forwarded to the relevant project approving authorities.At the completion of the review period for a detailed EIA, a Detailed Assessment Review Document is issued by the Review Panel. This document may include: 1. Comments on the Detailed Assessment report; 2. Recommendations to the project proponent and the project approving authority including any specific conditions attached to the project approval; and 3. Recommendations for environmental monitoring and auditing. Integrated Project Planning Concept The EIA Procedure in Malaysia is designed to follow the Integrated Project Planning Concept as shown in Figure 2. The features of the concept include the following: 1. At the onset, during the project identification stage, the need to conduct an EIA study is also determined. 2.If the project requires Preliminary Assessment, it is done in parallel with the Pre-feasibility Study for the project. 3. Similarly, if Detailed Assessment is required, it is conducted as part of the Feasibility Study for the project. 4. The Preliminary Assessment and Detailed Assessment reports are reviewed simultaneously with the Pre-feasibility and Feasibility reports respectively, before a final decision on the project is made. During project construction and project operation environmental monitoring is carried out. 2 3 The concept is recommended to be followed to minimise project delay and improve project planning. How are EIA Reports Processed and Approved?Organisational Structure As of 1st January 1994, all Preliminary EIA Reports are processed and approved by the Department of Environment State Offices except for Kedah and Perlis. EIA Reports for Kedah and Perlis and those for projects within the Exclusive Economic Zone (EEZ) and projects involving more than one state are processed by officers at the Department of Environment Head quarters. All Detailed EIA Reports are processed and approved at Headquarters. Preliminary EIA Reports Figure 3a illustrates the organisational structure of the Preliminary EIA Report processing and approval procedure at the Department of Environment State Offices. The organisational structure is headed by the State Director.He is responsible for approving or rejecting an EIA Report. One-Stop Agency meetings with other relevant agencies or departments are held when necessary. Comments and verifications from relevant agencies or departments are sought for certain cases. The State Director is assisted by Environmental Control Officers and Assistant Environmental Control Officers. Figure 3a. Organisational Structure of EIA Report Processing and Approval Procedure at State Offices Figure 3b shows the organisational structure of the EIA Report processing and approval procedure at the Department of Environment Headquarters. The organisational set-up is headed by the Director of Prevention Division.He is assisted by the Head of Evaluation Section and Senior Environmental Control Officers chairing the EIA Technical Committee meeting. The EIA Technical Committee is an in-house committee set 4 up to examine the Preliminary EIA Reports. One-Stop Agency meetings with relevant departments or agencies are held when necessary. Comments and verifications from the departments or agencies are acquired when necessary. The Committee formulates recommendations to the Director of Prevention Division on the acceptability of the Preliminary EIA Report. Detailed EIA Reports Figure 3c illustrates the organisational structure of the Detailed EIA Report processing and approval procedure.The Organisational set-up is headed by the Director General of Environment Quality who is responsible for approving or rejecting the EIA report. He is assisted by the Director of Prevention Division, who also functions as Secretary to the Detailed EIA ad hoc Review Panel. The Chairman of this panel is the Director General of Environmental Quality. The Detailed EIA Review Panel’s main task is to critically review Detailed EIA Reports and formulate recommendations to the relevant project approving authority. The Detailed EIA Review Panel is established on an ad hoc basis specifically for a particular project. The panel comprises independent members of relevant disciplines, from different organisations such as Universities and Non-Governmental organisations.Detailed EIA Reports are also displayed at all Department of Environment Offices, as well as public and university libraries for public comments. The public are widely notified through the mass media when and where the Detailed EIA Reports are available for review and comment. The Evaluation (EIA) section which is headed by a Principal Assistant Director comprises EIA Report Processing Desk Officers assisted by Assistant Environmental Control Officers. The desk officers are trained in different disciplines including Environme ntal Engineering, Agricultural Engineering, Chemical Engineering, Civil Engineering, Electrical Engineering, Mechanical Engineering, Environmental Sciences, Biology, Chemistry, Environmental Studies, Physics, Economics, Sociology and Ecology. 5 6TABLE 1 CLASSIFICATION OF EIA REPORTS BY TIMING OF SUBMISSION (PROJECT PLANNING CYCLE) PROJECT PLANNING CYCLE Project Identification Sourcing for Technology or Licence Pre-feasibility/ Siting Decision Feasibility/Project Design REPORT CLASSIFICATION 0 1 EIA ISSUE ENVIRONMENTAL PLANNING CYCLE Exploring environmentally sound projects Assessment for environmentally sound technology Base line study and submission of preliminary assessment report Extended cost benefit analysis and submission of complete or detailed EIA report EIA report to be approved by the Director General of DOE, prior to licence to be granted by relevant government agencies, or lease to be given, land conversion or change of ownership approval by State Government Budget appro val Contract 4 Are sufficient environmental specifications and safeguard incorporated in contract documents and agreements? Is the design complying with all the specifications? PROJECT APPROVAL Is the project environmentally sound? Is the technology most advanced and clean? Is the proposed site environmentally least sensitive? Own approval or Memorandum of Understanding Business transactions, technology transfer and licence agreement DOE clearance 2 3 Does the project design incorporate all the required pollution control and other environment mitigating measures?Written permission Detailed Design 5 Submission of plans on pollution control and other environmental mitigating measures Tendering 6 Is sufficient budget provided for environmental control and other environmental mitigating measures in the tender exercise and award? Are project development and construction closely supervised? Does the project meeting all set standards and conditions? Is the project fully complying with the imposed standards all the time? Are there significant residual environmental impacts? – Development and Construction Commissioning 7 Environmental monitoring Approval by land, resources, safety, health, environment and local authorities Certification by safety, health, environment, and local authorities – 8Continuation of monitoring and project auditting Source and environmental monitoring Operation and Maintenance Abandonment/End of Project Line 9 x Continued environmental monitoring Approval by the relevant Federal, State and Environment Authorities 7 Key Classification 1 – High Distinction 2 – Distinction 3 – High Credit 4 5 6 – Credit – Simple Credit – Low Credit 7 – Low Pass 8 – Just Pass 9 – Fail 8 Classification of Projects by Timing of EIA Report Submission (Project Planning Cycle) In order to integrate the environmental dimension in the project planning or designing process, the timing of submissio n of an EIA Report to the Department of Environment for approval is vital.The proper timing of submission of an EIA Report is essential so as not to cause any major disruption to the overall project planning cycle. The project initiator is encouraged to submit the EIA Report as early as at the project identification stage to enable recommendations on environmental changes or modifications to the project plan to be incorporated. On the other hand, submission of an EIA Report towards the end of the project planning cycle will reduce the value of an EIA, and possibly increase environmental costs or delay implementation of the project. In order to guide project proponents, a classification system for EIA reports has been made in accordance with time of submission as tabulated in Table 1.The timing of submission of an EIA Report corresponding to the stage of project planning cycle has been divided into nine classifications. The nine classifications are ranked from ‘high distinction ’ to ‘failure’. In addition, the corresponding environmental issues, and requirements for project approval have also been identified for the various stages of project planning. For example, the submission of an EIA Report at the stage of project identification or sourcing for technology is classified as Class 1 and given ‘high distinction’, whilst reports submitted towards the end of project construction or commissioning falls under Class 8 and is ranked ‘low pass’.An EIA Report submitted at the commencement of the project identification stage will give an opportunity to project planners to exhaust environmental issues and to find solutions to them prior to project implementation. In instances where undesirable significant adverse environmental impacts are identified, alternatives which are environmentally acceptable should be found. This exercise should be repeated until an acceptable solutions is found. Consultation Although there is n o requirement for notification and a project proponent is under no formal obligation to consult the Department of Environment about his proposal before submission of his EIA Report, there are practical reasons for doing so.The Department of Environment and other relevant departments will often possess useful information in particular, data on environmental quality, local problems, as well as aspects of the project most likely to be of concern and requiring emphasis in the EIA Report. It would be beneficial for all concerned if project approval authorities can advise potential project proponents as soon as a project is conceived to check with the Department of Environment to ascertain if EIA is required. By doing this, the issues of timing and delay can be avoided. III. ACTIVITIES SUBJECT TO EIA The Environmental Quality (Prescribed Activites) (Environmental Impact Assessment) Order 1987 which is made under powers conferred by section 34A of the Environmental Quality Act, 1974 (Amend ment) 1985 specifies those activities that are subject to EIA.Nineteen categories of activities are prescribed and these include those related to: agriculture, airport, drainage and irrigation, land reclamation, fisheries, forestry, housing, industry, infrastructure, ports, mining, petroleum, power generation, quarries, railways, transportation, resort and recreational development, waste treatment and disposal, and water supply. Many of the activities related to these nineteen categories are defined in terms of project size (as area), capacity (quantum) while others are not defined by any unit of measure. Hence, to assist project initiators or project approving authorities to make quick decisions on whether a proposed activity is subject to the Act or otherwise, three simple checklists have been prepared as follows: a) Activities defined by quantum (Table 2a); 9 b) Activities defined by project size (Table 2b); and c) Activities not defined by unit of measure (Table 2c). 10Table 2a Malaysia: Summary of Activities Subject to Environmental Impact Assessment (Activities Defined by Quantum) Quantum 60000 5000 4500 200 100 100 100 100 50 50 50 30 10 Unit Barrel Tonne Cubicmetres Tonnes/ day Family Tonnes/ day Tonnes/ day Tonnes/ day Tonnes/ day Tonnes/ day Tonnes/ day Tonnes/ hour Megawatts Activity Construction of product depot for storage of petrol, gas or diesel Shipyards Groundwater development for industrial, agricultural or urban water supply Iron and steel industries using scrap iron Agricultural programmes necessitating resettlement Chemical production industries Lime production industries using rotary kiln Iron and steel industries using iron ore Non ferrous industries other than aluminium and copper Lime production industries using vertical kiln Pulp and paper industry Cement industries Construction of steam generated power stations using fossil fuels 8 (c) 8 (d) 8 (g) 8 (d) 1 (b) 8 (a) 8 (d) 8 (e) Number 12 (e) 8 (f) 19 (b) 8 (e) 13 (a) 11 Table 2b Malay sia: Summary of Activities Subject to Environmental Impact Assessment (Activities Defined by Project Size) Project Size Unit Activity Number 5000 Hectare 500 Hectare 500 Hectare 500 Hectare 400 Hectare 250 Hectare 200 Hectare 200 100 100 80 50 50 Hectare Family Hectare Room Hectare Hectare 50 Hectare 50 Hectare 50 Hectare 50 Hectare 50 50 50 40 Hectare Hectare Kilometre Hectare 2. 5 KilometreIrrigation schemes Land development schemes to bring forest land into agricultural production Development of agricultural estates involving changes in types of agricultural use Logging Construction of dams and hydroelectric power scheme reservoirs Mining of mineral in new areas Construction of dams and man-made lakes and artificial enlargement of lakes Construction of dams or impounding reservoirs Agricultural programmes necessitating resettlement Drainage of wetland, wild-life habitat or virgin forest Construction of coastal resort facilities or hotel Coastal reclamation Land-based aquaculture projects accompanied by clearing of mangrove swamp forest Conversion of hill forest land to other land use Conversion of mangrove swamps for industrial, housing, or agricultural use Housing development Industrial estate development for medium and heavy industries Sand dredging Hill station resort or hotel development Construction of off-shore and on-shore pipeline Construction of dams and hydroelectric power schemes with dams over 15 metres high Construction of airports 3 (c) 1 (a) 1 (c) 6 (c) 13 (b) ii 11 (a) 3 (a) 19 (a) 1 (b) 3 (b) 17 (a) 4 5 (c) 6 (a) 6 (d) 7 9 (b) 11 (c) 17 (b) 12 (b) 13 (b)i 2 (a) 12 Table 2c Malaysia: Summary of Activities Subject to Environmental Impact Assessment (Activities Not Defined by Unit of Measure) Prescribed Activity AIRPORT FISHERIES Activity Airstrip development in state and national parks Construction of fishing harbours Harbour expansion involving an increase of 0 per cent or more in fish landing capacity per annum Logging or conversion of fore st land to other land use within the catchment area of reservoirs used for municipal water supply, irrigation or hydropower generation or in areas adjacent to state and national parks and national marine parks Clearing of mangrove swamps on islands adjacent to national marine parks Petrochemicals industries – all sizes Primary smelting of aluminium and copper – all sizes Construction of hospitals with outfall into beachfronts used for recreational purposes Construction of expressways Construction of national highways Construction of new townships Construction of ports Port expansion involving an increase of 50 per cent or more in handling capacity per annum Ore processing including concentrating for aluminium, copper, gold or tantalum Oil and gas fields development Construction of oil and gas separation, processing, handling and storage facilities Construction of oil refineries Construction of combined cycle power stations Construction of nuclear-fueled power stations Number 2 (b) 5 (a) 5 (b) FORESTRY 6 (b) 6 (e) 8 (b) 8 (c) 9 (a) 9 (c) 9 (d) 9 (e) 10 (a) 10 (b) INDUSTRY INFRASTRUCTURE PORTS MINING 11 (b) 12 (a) 12 ( c) 12 (d) 13 (c) 13 (d) PETROLEUM POWER GENERATION AND TRANSMISSION 13Table 2c (Continuation) Prescribed Activity QUARRIES Activity Proposed quarrying of aggregate limestone, silica, quartzite, sandstone, marble and decorative building stone within 3 kilometres of any existing residential, commercial or industrial areas, or any area for which a licence, permit or approval has been granted for residential, commercial or industrial development Construction of new routes Construction of branch lines Construction of Mass Rapid Transport projects Number 14 15 (a) 15 (b) 16 RAILWAYS TRANSPORTATION RESORT AND RECREATIONAL DEVELOPMENT Development of tourist or recreational facilities in national parks 17 (c) Development of tourist or recreational facilities on islands in surrounding waters which are gazetted as national marine parks 17 (d)WA STE TREATMENT AND DISPOSAL (Toxic and Hazardous Waste) Construction of incineration plant Construction of recovery plant (off-site) Construction of wastewater treatment plant (off-site) Construction of secure landfill facility Construction of storage facility (off-site) Construction of incineration plant Construction of composting plant Construction of recovery/recycling plant Construction of municipal solid waste landfill facility Construction of wastewater treatment plant Construction of marine outfall 18 (a)i 18 (a)ii 18 (a)iii 18 (a)iv 18 (a)v 18 (b)i 18 (b)ii 18 (b)iii 18 (b)iv 18 (c)i 18 (c)ii (Municipal Solid Waste) (Municipal Sewage) 14 APPENDIX 1 ENVIRONMENTAL QUALITY ACT, 1974 (AMENDMENT, 1985) SECTION 34A The Environmental Quality (Amendment) Act 1985, amended the Environmental Quality Act, 1974.Amendments include the insertion of section 34A which requires any person intending to carry out any prescribed activity to submit report on the impact on the environment to the D irector General of Environmental Quality for examination. The Amendment act was gazetted on 9 January 1986 and section 34A reads as follows:â€Å"34A (1) The Minister, after consultation with the Council, may by order prescribe any activity which have significant environment impact as prescribed activity. Any person intending to carry out any of the prescribed activities shall, before any approval for the carrying out of such activity is granted by the relevant approving authority, submit a report to the Director General.The report shall be in accordance with the guidelines prescribed by the Director General and shall contain an assessment of the impact such activity will have or is likely to have on the environment and the proposed measures that shall be undertaken to prevent, reduce or control the adverse impact on the environment. If the Director General on examining the report and after making such inquiries as he considers necessary, is of the opinion that the report satisfies the requirements of subsection (2) and that the measures to be undertaken to prevent, reduce or control the adverse impact on the environment are adequate, he shall approve the report, with or without conditions attached thereto, and shall inform the person intending to carry out the prescrived activity and the relevant approving authorities accordingly.If the Director General, on examining the report and after making such inquiries as he considers necessary, is of the opinion that the report does not satisfy the requirements of subsection (2) or that the measures to be undertaken to prevent, reduce or control the adverse impact on the environment are inadequate, he shall not approve the report and shall give his reasons therefore and shall inform the person intending to carry out the prescribed activity and the relevant approving authorities accordingly. Provided that where such report is not approved it shall not preclude such person from revising and re-submitting the revised re port to the Director General for the approval. The Director General may if he considers it necessary require more than one report to be submitted to him for his approval. Any person intending to carry out a prescribed activity shall not carry out such activity until the report required under this section to be submitted to the Director General has been submitted and approved.If the Director General approves the report, the person carrying out the prescribed activity, in the course of carrying out such activity, shall provide sufficient proof that the conditions attached to the report (if any) are being complied with and that the proposed measures to be taken to prevent, reduce or control the adverse impact on the environment are being incorporated into the design, construction and operation of the prescribed activity. Any person who contravenes this section shall be guilty of an offence and shall be liable to a fine not exceeding ten thousand ringgit or to imprisonment for a period not exceeding two years or both and to a further fine of one thousand ringgit for every day that the offence is continued after a notice by the Director General requiring him to comply with the act specified therein has been served upon him. † 15 (2) (3) (4) (5) (6) (7) (8) 16 APPENDIX 2 P. U. A) 362 ENVIRONMENTAL QUALITY ACT, 1974 ENVIRONMENTAL QUALITY (PRESCRIBED ACTIVITES) (ENVIRONMENTAL IMPACT ASSESSMENT) ORDER 1987 In exercise of the powers conferred by section 34A of the Environmental Quality Act 1974, the Minister, after consultation with the Environmental Quality Council, makes the following order: 1. This order may be cited as the Environmental Quality (Prescribed Activities) (Environmental Impact Assessment) Order, 1987 and shall come into force on the 1st April 1988. 2. The activities specified in the Schedule are prescribed to be prescribed activities. SCHEDULE 1. AGRICULTURE (a) Land development schemes covering an area of 500 hectares or more to bring forest land into agricultural production. Agricultural programmes necessitating the resettlement of 100 families or more.Development of agricultural estates covering an area of 500 hectares or more involving changes in types of agricultural use. (b) (c) 2. AIRPORT (a) (b) Construction of airports (having an airstrip of 2,500 metres or longer) Airstrip development in state and national parks. 3. DRAINAGE AND IRRIGATION (a) Construction of dams and man-made lakes and artificial enlargement of lakes with surface area of 200 hectares or more. Drainage of wet land, wild-life habitat or of virgin forest covering an area of 100 hectares or more. Irrigation schemes covering an area of 5,000 hectares or more. (b) (c) 4. LAND RECLAMATION Coastal reclamation involving an area of 50 hectares or more. 5.FISHERIES (a) Construction of fishing harbours. 17 (b) Harbour expansion involving an increase of 50 per cent or more in fish landing capacity per annum. Land based aquaculture projects accompanied by clear ing of mangrove swamp forests covering an area of 50 hectares or more. (c) 6. FORESTRY (a) (b) Conversion of hill land to other land use covering an area of 50 hectares of more. Logging or conversion of forest land to other land use within the catchment area of reservoirs used for municipal water supply, irrigation or hydro-power generation or in areas adjacent to state and national parks and national marine parks. Logging covering an area of 500 hectares or more.Conversion of mangrove swamps for industrial, housing or agriculture use covering an area of 50 hectares or more. Clearing of mangrove swamps on islands adjacent to national marine parks. (c) (d) (e) 7. HOUSING Housing development covering an area of 50 hectares or more. 8. INDUSTRY (a) Chemical – Where production capacity of each product or of combined product is greater than 100 tonnes/day. – All sizes. – Primary smelting: Alluminium Copper Others (b) (c) Petrochemicals Non-ferrous – all sizes. – all sizes. – producing 50 tonnes/day and above of products. for clinker throughput of 30 tonnes/hour and above. – 100 tonnes/day and above burnt lime rotary kiln or 50 tonnes/day and above vertical kiln. (d) Non-metallic – Cement – Lime e) Iron and steel – Require iron ore as raw materials for production greater than 100 tonnes/day; or – Using scrap iron as raw materials for production greater than 200 tonnes/day – Dead Weight Tonnages greater than 5,000 tonnes. 18 (f) Shipyards (g) Pulp and paper industry – Production capacity greater than 50 tonnes/day 9. INFRASTRUCTURE (a) (b) Construction of hospitals with outfall into beachfronts used for recreational purposes. Industrial estate development for medium and heavy industries covering an area of 50 hectares or more. Construction of expressways. Construction of national highways. Construction of new townships. (c) (d) (e) 10.PORTS (a) (b) Construction of ports. Port e xpansion involving an increase of 50 per cent or more in handling capacity per annum. 11. MINING (a) Mining of minerals in new areas where the mining lease covers a total area in excess of 250 hectares. Ore processing, including concentrating for aluminium, copper, gold, or tantalum. Sand dredging involving an area of 50 hectares or more. (b) (c) 12. PETROLEUM (a) (b) (c) (d) (e) Oil and gas fields development. Construction of off-shore and on-shore pipelines in excess of 50 kilometres in length. Construction of oil and gas separation, processing, handling, and storage facilities. Construction of oil refineries.Construction of product depots for the storage of petrol, gas or diesel (excluding service stations) which are located within 3 kilometre of any commercial, industrial or residential areas which have a combined storage capacity of 60,000 barrels or more. 13. POWER GENERATION AND TRANSMISSION (a) Construction of steam generated power stations burning fossil fuels and having a capacity of more than 10 megawatts. Dams and hydroelectric power schemes with either or both of the following: i) dams over 15 metres high and ancillary structures covering a total area in excess of 40 hectares. 19 (b) ii) (c) (d) 14. reservoirs with a surface area in excess of 400 hectares. Construction of combined cycle power stations. Construction of nuclear-fueled stations.QUARRIES Proposed quarrying of aggregate, limestone, silica, quartzite, sandstone, marble and decorative building stone within 3 kilometres of any existing residential, commercial or industrial areas, or any area for which a licence, permit or approval has been granted for residential, commercial or industrial development. 15. RAILWAYS (a) Construction of new routes. (b) Construction of branch lines. 16. TRANSPORTATION Construction of Mass Rapid Transport projects. 17. RESORT AND RECREATIONAL DEVELOPMENT (a) (b) (c) (d) Construction of coastal resort facilities or hotels with more than 80 rooms. Hill station r esort or hotel development covering an area of 50 hectares or more.Development of tourist or recreational facilities in national parks. Development of tourist or recreational facilities on islands in surrounding waters which are gazetted as national marine parks. 18. WASTE TREATMENT AND DISPOSAL (a) Toxic and Hazardous Waste i) Construction of incineration plant. ii) Construction of recovery plant (off-site). iii) Construction of wastewater treatment plant (off-site). iv) Construction of secure landfill facility. v) Construction of storage facility (off-site). Municipal Solid Waste i) Construction of incineration plant. ii) Construction of composting plant. iii) Construction of recovery/recycling plant. iv) Construction of municipal solid waste landfill facility.Municipal Sewage i) Construction of wastewater treatment plant. ii) Construction of marine outfall. (b) (c) 19. WATER SUPPLY 20 (a) (b) Construction of dams or impounding reservoirs with a surface area of 200 hectares or mor e. Groundwater development for industrial, agricultural or urban water supply of greater than 4,500 cubic metres per day. Made on the 30th September, 1987. [KST & AS(U) 902/JAS/4(2); PN. (PU2)280/111] DATUK AMAR STEPHEN K. T. YONG, Minister of Science, Technology and the Environment 21 APPENDIX 3 OFFICES OF THE DEPARTMENT OF ENVIRONMENT For further information and enquiries, you may contact the following offices: HEADQUARTERS DirectorGeneral Department of Environment 12th & 13th Floor, Wisma Sime Darby Jalan Raja Laut 50662 KUALA LUMPUR Tel: 03-2947844 Tlx: MOSTEC MA 28154 Fax: 603-2931480/2937655 Cable â€Å"SEKITAR† Kuala Lumpur STATE OFFICES Director Department of Environment Selangor/Wilayah Persekutuan 17th Floor, Wisma MPSA Persiaran Perbandaran 40000 SHAH ALAM Tel: 03-5594787/5594788 Fax: 03-5594788 Director Department of Environment Johor 23rd Floor, Kompleks Tun Abdul Razak Jalan Wong Ah Fook 80000 JOHOR BAHRU Tel: 07-2226723/2224431 Fax: 07-2230567 Director Departme nt of Environment Pahang 4th Floor, Bangunan Asia Life Jalan Tekul Sisek 25000 KUANTAN Tel: 09-529211/529075 Fax: 09-529075 Director Department of Environment Trengganu/Kelantan Lot 2, 5th Floor Bangunan Tabung Haji/Bank Pertanian Jalan Sultan Ismail 20200 KUALA TERENGGANU Tel: 09-6227877 Fax: 09-6226877 Director Department of Environment Kedah/Perlis 22Aras 1, Menara Zakat Jalan Teluk Wanjah 05200 ALOR SETAR Tel: 04-7332832 Fax: 04-7337530 Director Department of Environment Pulau Pinang 5th & 6th Floor, Wisma Peladang Jalan Kampong Gajah 12200 BUTTERWORTH Tel: 04-340441 Fax: 04-316078 Director Department of Environment Perak 9th Floor, Bangunan Seri Kinta Jalan Sultan Idris Shah 30000 IPOH Tel: 05-2542744 Fax: 05-2558595 Director Department of Environment Melaka 2nd Floor, Bangunan Graha Maju Jalan Tan Chay Yan 75300 MELAKA Tel: 06-247825 Fax: 06-247845 Director Department of Environment Negeri Sembilan 3rd Floor, Block C Wisma Negeri 70503 SEREMBAN Tel: 06-722311 Fax: 06-731397 Di rector Department of Environment Sabah 7th Floor, Block E, Bangunan KUWASA Jalan Karamunsing 88000 KOTA KINABALU Tel: 088-250122 Fax: 088-241170 Director Department of Environment Sarawak 9th Floor, Bangunan Sultan Iskandar Jalan Simpang Tiga 93592 KUCHING Tel: 082-418535 Fax: 082-422863 23