Founding of the Colony of Georgia

Founding of the Colony of Georgia The colony of Georgia was the last of the formally founded colonies in what would become the United States, in 1732 by Englishman James Oglethorpe. But for nearly 200 years before that, Georgia was a disputed region, with Spain, France, and England jockeying for the control of land owned by several powerful Indian groups, including the Creek Confederacy. Fast Facts: Colony of Georgia Also Known As: Guale, Carolina ColonyNamed After: British King George IIFounding Year: 1733Founding Country: Spain, EnglandFirst Known European Settlement: 1526, San Miguel de GualdapeResidential  Native Communities: Creek Confederacy, Cherokee, Choctaw, ChickasawFounders: Lucas Vzques de Ayllà ³n, James OglethorpeFirst Continental Congressmen: NoneSigners of the Declaration: Button Gwinnett, Lyman Hall, and George Walton Early Exploration The first Europeans to set foot in Georgia were Spanish conquistadors: it is possible that Juan Ponce de Leon (1460–1521) made it to the coastal reaches of the future state by 1520. The first European colonization was on the coast, probably near St. Catherines Island, and established by Lucas Vzques de Ayllà ³n (1480–1526). Called San Miguel de Guadalupe, the settlement only lasted a few months before it was abandoned over the winter of 1526–1527 due to illness, death (including its leader), and factionalism. Spanish explorer Hernan de Soto (1500–1542) led his expeditionary forces through Georgia in 1540 on his way to the Mississippi River, and the De Soto Chronicles contained notes about his journey and the Native American inhabitants he met along the way. Spanish missions were set up along the Georgia coast: the most permanent of those was established by the Jesuit priest Juan Pardo on St. Catherines Island in 1566. Later, English settlers from South Carolina would travel into the region of Georgia to trade with the Native Americans they found there. Part of Georgia was subsumed into the Carolina colony in 1629. The first English explorer was Henry Woodward, who arrived at the Chattahoochee falls in the 1670s, what was then the center of the Creek Nation. Woodward formed an alliance with the Creek and together they forced the Spanish out of Georgia. The Margravate of Azilia The Margravate of Azilia, a colony proposed in 1717 by Robert Montgomery (1680–1731), the eleventh Baronet of Skelmorlie, was to be located somewhere between the Savannah and Altamaha Rivers, as an idyllic establishment with a palace of the margrave (leader) surrounded by a green space and then in descending circles farther and farther from the center, sections would be laid out for barons and commoners. Montgomery likely never made it to North America and Azilia was never built. In 1721, while Georgia was part of the Carolina Colony, Fort King George near Darien on the Altamaha River was established and then abandoned in 1727.   Founding and Ruling the Colony It was not until 1732 that the colony of Georgia was actually created. This made it the last of the thirteen British colonies, a full fifty years after Pennsylvania came into being. James Oglethorpe was a well known British soldier who thought that one way to deal with debtors who were taking up a lot of room in British prisons was to send them to settle a new colony. However, when King George II granted Oglethorpe the right to create this colony named after himself, it was to serve a much different purpose. The new colony  was to be located between South Carolina and Florida, to act as a protective buffer between the Spanish and English colonies. Its boundaries included all of the lands between the Savannah and Altamaha rivers, including much of present-day Alabama and Mississippi. Oglethorpe advertised in the London papers for poor people who would get free passage, free land, and all the supplies, tools, and food they would need for a year. The first shipload of settlers set sail aboard the Ann in 1732, disembarked at Port Royal on the South Carolina coast, and reached the foot of Yamacraw Bluff on the Savannah River on February 1, 1733, where they founded the city of Savannah. Georgia was unique among the thirteen British colonies in that no local governor was appointed or elected to oversee its population. Instead, the colony was ruled by a Board of Trustees that was located back in London. The Board of Trustees ruled that slavery, Catholics, lawyers, and rum were all banned within the colony. That would not last. War of Independence In 1752, Georgia became a royal colony and the British parliament selected royal governors to rule it. Historian Paul Pressly has suggested that unlike the other colonies, Georgia succeeded in the two decades before Independence because of its connections to the Caribbean and based on an economy of rice supported by the enslavement of Africans.   The royal governors held power until 1776, with the beginning of the American Revolution. Georgia was not a real presence in the fight against Great Britain. In fact, due to its youth and stronger ties to the Mother Country, many inhabitants sided with the British. The colony sent no delegates to the First Continental Congress: they were facing attacks from the Creek and desperately needed the support of regular British soldiers. Nonetheless, there were some staunch leaders from Georgia in the fight for independence including three signers of the Declaration of Independence: Button Gwinnett, Lyman Hall, and George Walton. After the war, Georgia became the fourth state to ratify the US Constitution. Sources and Further Reading Coleman, Kenneth (ed.). A History of Georgia, 2nd edition. Athens: University of Georgia Press, 1991.  Pressly, Paul M. On the Rim of the Caribbean: Colonial Georgia and the British Atlantic World. Athens: University of Georgia Press, 2013.Russell, David Lee. Oglethorpe and Colonial Georgia: A History, 1733-1783. McFarland, 2006Sonneborne, Liz. A Primary Source History of the Colony of Georgia. New York: Rosen Publishing Group, 2006.  The Margravate of Azilia. Our Georgia History.

Analysis of Elie Wiesels Night

The Holocaust has changed the lives of many people. The surviving people are talking a lot of terrible stories. Because their experience is too shocking to express in terms of words, many survivors are scared so that they can not tell their stories. Eli Wiesel overcomes this fear by publicly spreading the survival period of the Holocaust. His powerful and moving touch Night touched the hearts of many people and taught a good lesson to his readers. He teaches how the world can change in the worst case in a short time. He wants to make sure that if the world does not learn from the atrocities of the Holocaust, perhaps they will be able to learn something from Erie's own personal experience. The book Night by Elie Wiesel is a reminiscence of the Holocaust about the author's experience during the Holocaust. Elie Wiesel was born in Sighet in Transylvania in 1928. A book named Night is said by a boy named Eliezer. Eliezer is the representative of the author. Elie Wiesel said that the story is not about his experience, but most of the events in the novel are based on the life of Elie Wiesel. Elie and Eliezer's experience has subtle differences. This novel starts with Zeek in Transylvania. The night of Elie Wiesel is an iconic book whose headline represents the pain, pain, and most important death witnessed by childhood experience in the concentration camp in Elie Wiesel. Elie Wiesel, born in Shige in Transylvania, is from the Jews and is very interested in traditional Jewish religious studies. The Wiesel family (related to his three sisters, mother and father) was eradicated at Siguet's house and brought to Auschwitz as part of the massacre. Eli separated from his mother and three sisters at the Auschwitz concentration camp, surviving in Auschwitz, Buna, Buchenwald, Gleevitz. Eliezer Wiesel's night's reaction to the night 1. What is your writing? Night is autobiography of a man named Eliezer Wiesel. During World War II, autobiography was a very alarming record of Erie 's childhood camp in the Nazi of Auschwitz and Bouhenwald. In the evening it is a testimony to Erie Wiesel about his experience in the Holocaust, but Wiesel is not exactly the protagonist of this story. That night I was told by a boy named Eliezer called Eliezer, but the details separated Eliezer from the real Elie. The purpose of Elie Wiesel's Night Book is to analyze Night, an autobiographical record of terrible experience at Elie Wiesel's German concentration camp. Wiesel talks about the traumatic time of his life, whose purpose is to not let people forget the tragedy that others have to suffer. An important theme introduced at Night is that these devastating experiences have changed the view of life of the victims. By providing an abstract, criticism and certificate by the author Elie Wiesel, this

Reflection of world's leader Essay Example | Topics and Well Written Essays - 2500 words

Reflection of world's leader - Essay Example Often in real life situations, a leader strategically adapts a different style than their usual one or uses a combination of different leadership styles depending on the people they are dealing with and the situation they are in. (Harvard Business School, 2013). Leadership Styles Though leadership style varies from person to person, the common leadership styles can be categorized as below: Charismatic leadership - In Charismatic leadership style, the leaders infuses enthusiasm in their people and motivates their people to achieve and move forward. Charismatic leaders generally tend to believe more in themselves and their decisions more than that of their team. The organization tends to be completely dependent on this type of leader and there is a threat of the whole organization collapsing if the leader leaves. Autocratic leadership - In autocratic leadership, the leader has all the power over his people and is the sole decision maker and does not take any input from the team. Bureau cratic leadership - Bureaucratic leaders follow rules strictly and ensure that everything is done according to procedure. Bureaucratic leadership style proves to be ineffective when it comes to organizations dependent on flexibility and innovation. Transformational leadership - This is considered as the best leadership style used in business. Transformational leaders inspire both their teams and themselves to deliver the best which results in a higher level of commitment and productivity in the organization. Laissez-faire leadership - These leaders give complete freedom to their people in their work and provide their team resources and advice when required. People/relations-oriented leadership - In this style, leaders completely focus on developing and supporting their people. This encourages teamwork and the style is people oriented. Task-oriented leadership - This type of leadership only focuses on getting the job done. They plan, organize and monitor the work. Servant leadership - When a leader simply meets the need of the team, he is classified as a servant leader. Democratic/participative leadership - Democratic leaders take decisions but they take inputs from the team and consider their inputs while taking their final decision. They encourage people engagement and creativity. Transactional leadership - In this style, the team members obey their leaders and enter into a transaction of being paid for their compliance and their effort (Bonnici, 2011). Bill Gates-A Phenomenal Leader One of the most successful business leaders considered in today’s world is Bill Gates. The leadership style of Gates is a combination of Transformational and Charismatic. There are many effective leadership styles as mentioned earlier but in business, a leadership style called "transformational leadership" is often the most effective approach to use. Transformational leaders have integrity, inspire people with a shared vision of the future, set clear goals, motivate people towards these goals, manage delivery, and communicate well with their teams. Charismatic leadership style is similar to transformational style as a charismatic leader is enthusiastic and energetic in motivating his people to perform and achieve. Thus, he has an ability to create commitment and enthusiasm among his team. The difference between charismatic leaders and transformational le

Geography And The Study Of The Environment But Mainly The Scientific Essay - 1

Geography And The Study Of The Environment But Mainly The Scientific Revolution - Essay Example Geography And The Study Of The Environment But Mainly The Scientific Revolution Geography is the branch of science that uses the same elements as the other sciences but in a different way. It uses data by elaborating maps as its tool.. The methodical approach organizes geographical knowledge into different divisions. Study of Geography is as old as human history. It was systematically studied by the ancient Greeks, who also developed a philosophy of geography. Many Greek philosopher made great contribution to the foundation of Geography. The most prominent of them were Thales, Eratosthenes, Aristotle, Strabo, and Ptolemy. The Romans also made contributions to geography by mapping of previously unknown lands. The Arabs also bequeathed in the progress of Geography during the Middle Ages. As stated in beginning intellectual curiosity is the essence of human nature that led to all the achievements mankind. Human beings were involved in pondering over nature since prehistoric period. The real initial recorded achievements were of Greeks. Thales was the first recorded Greek philosopher. He was first person whose mythology was used to explain the nature of the physical world. He introduced geometry and was a prominent astronomer of those days. He was the first man who started the real process of pondering and predicting. Although chronologically mentioning Raphael Sanzio is not correct but it will give us a continuation. Raphael Sanzio, was the great painter and philosopher with whose name Raphaels ‘s School of Athens is famous.

Essay --

The Strategies of Victims Faulkner’s short story â€Å"Barn Burning,† captures the intensity and dynamics of a father and son relationship. The story is set in the Old South, where the dry farming grounds of the plantations are the only places that promise hardworking men a means to support their families. Though Faulkner presents these two man characters as vastly different, the father, Abner, and the son, Sarty, share a striking similarity. They both see themselves as victims and display the traits of a victim’s status. The father is a victim of social injustice and poverty. The son, on the other hand, is a victim of child abuse at the hand of his controlling and impulsive father. Faulkner sets the tone of the story by displaying the strategies of the victims and the complexity of their abuse through the narrator’s voice. In "Barn Burning," Faulkner portrays a boy, very nearly moral awareness, who ends up cut off from the modern world of which he is beginning to understand. The boy, Sarty begins to feel his alienation take root in connection with his father, who ought to be his moral compass and lead Sarty into this new modern society. On account of his father's criminal impulsiveness and a knack for starting fires, Sarty ends up, in the beginning of the story victimized and insulted by a kid, who he attacks back. His father has taught him to see others as the "enemy" (X.J. Kennedy). When Sarty’s father is charged with arson by Mr. Harris, he consequently labels him as "our enemy . . . hisn and ourn† (X.J. Kennedy pg. 147). The story closes with Sarty alone on at night on a hill viewing the stars. Faulkner depicts the Sarty’s loneliness, learned through his years of abuse and neglect. Yet on this hill, he has a moment of clarity and... ...nd a source and cause for his family’s poverty, and unhappiness. Abner is in denial that his circumstances are mostly a direct result of his decisions. Instead, he hates society and the educated man. Therefore, Abner directs his anger towards them, fighting to regain his pride and idea of justice. Through the support of the narrator’s tone, these two diversely different characters are brought together because they go through the same strategies and expressions of pain, unhappiness, injustice and abuse. Faulkner’s brilliant writing style and tone through the voice of the narrator creates a dynamic story that discusses several critical points, such as the struggles of victims and their strategies. Through two characters the author was able to describe the different reactions of victims, as well as, allow the audience to form and label the antagonist and protagonist.

Asia europe transport problems

Recent political and economic developments at the global and regional levels have resulted in a more conducive development environment in the Asian and Pacific region and the opening-up of opportunities for international trade and tourism development for the developing countries of the region, including those which are landlocked. Nevertheless, the lack of unhindered access to the sea adds transport costs and time to international trade transactions. In addition, landlocked countries face greater transport risks and hazards than countries which have direct access to nternational sea routes.The United Nations has addressed the specific concerns of landlocked countries in a number of documents. Among those which are directly related to transport are the following: General Assembly resolution 50/97 of 20 December 1995 on specific actions related to the particular needs and problems of landlocked developing countries; â€Å"Global framework for transit transport cooperation between land locked and transit developing countries and the donor community† (TD/B/LDC/AC. /6); â€Å"Problem of physical infrastructure development of the landlocked countries, ncluding economies in transition† (E/ESCAP/SREC(7)/3); and â€Å"Progress report on measures designed to improve the transit transport environment in Central Asia† (A/ 51/288). With Just-in-time delivery becoming almost a prerequisite for efficient international trade, particularly in an increasingly competitive market environment, adequate attention must be given to resolving problems in transport areas which are crucial for the efficient development of the international trade of landlocked countries.The inauguration in May 1996 of a new rail line linking the Islamic Republic of Iran nd Turkmenistan, thus completing a new â€Å"silk rail route† from China to Europe via the landlocked countries of Central Asia; the priority attention of the Islamic Republic of Iran to the development of the ne cessary physical infrastructure, as well as bilateral and multilateral agreements for international transport particularly to and from Central Asia; the establishment in May 1996 of a forum for the comprehensive development of regions along the second Europe-Asia continental bridge which is of importance to Mongolia and the landlocked countries of Central Asia; the initiative of he Association of South East Asian Nations (ASEAN) on the development of a rail link from Singapore through Malaysia, Thailand, Viet Nam or the Lao People's Democratic Republic and on to Kunming, China; and the recently completed study of the South Asian Association for Regional Cooperation (SAARC) on transport and transit needs, including those of Nepal and Bhutan, are vivid illustrations of the commitment of the member countries of ESCAP to the development of a land transport network in Asia in The present note highlights some of the issues and problems of physical and soft nfrastructure in the main modes of transport (with emphasis on land transport, inland waterways and connections to seaports) which serve the landlocked countries in the region, namely Afghanistan, Armenia, Azerbaijan, Bhutan, Kazakstan, Kyrgyzstan, the Lao People's Democratic Republic, Mongolia, Nepal, Tajikistan, Turkmenistan and Uzbekistan. l.MAJOR ISSUES AND PROBLEMS IN THE TRANSPORT SECTOR To improve the efficiency and competitiveness of international trade and tourism in the landlocked countries of the region, the following issues relating to major modes of transport need to be addressed: (a) choice of alternative transit routes; b) reduction of transit costs and time along the transport routes; and (c) cooperation among the organizations concerned. A. Choice of alternative transit routes Although many of the landlocked countries in the region have several potential routes to seaports, most of them are heavily dependent on one main transit route because of limited resources and, in some cases, the limited opt ions open to them in the past as a result of the political situation at that time.This render these countries vulnerable to disruption of transit services owing to national disasters, technical and operational breakdowns, labour disputes and conflicts. Moreover, in view of regionalization and globalization of economic development, different access routes to different seaports may be required for efficient transport of goods to trade partners located in different parts of the globe. Therefore, it is important for any landlocked country to have a choice of transit land transport routes (and inland waterways if applicable) to the main seaports in Asia, as well as a choice of air transport routes and connections to major subregional, regional and global destinations. In addition, in view of the development of trade within Asia, as well as betweenAsia and Europe, there is an increasing demand for reliable and efficient intra-Asia and Asia-Europe land bridges with connections to landlocke d countries in the region. The landlocked countries need to be part of an integrated approach to the development of an intra-Asia and Asia-Europe land transport network of international importance. 1. Formalization of the international land transport network in Asia The Commission at its forty-eighth session, held in Beijing in April 1992, endorsed comprising the Asian Highway; the Trans-Asian Railway; and facilitation of land ransport, as a priority for phase II (1992-1996) of the Transport and Communications Decade for Asia and the Pacific.The objective of the project is to assist in creating a land transport network in Asia to facilitate international trade and tourism. The route selection criteria include capital-to-capital links and connections to main industrial and agricultural centres, and connections to major seaports and river ports, as well as to major container terminals and depots. The network should also provide interregional land transport linkages, particularly with the region of the Economic Commission for Europe. The project enjoys support from 25 ESCAP members, including all the landlocked countries except Armenia, Azerbaijan and Bhutan which have yet to Join the project. Armenia and Azerbaijan, however, are participating in activities that are related to ALTID.With the successful implementation of phase I (1994-1995) of the ALTID project, considerable progress has been achieved in the formulation of the international land transport network in Asia linking landlocked countries. The Asian Highway network (see figure l) has been revised in the southern corridor connecting the Islamic Republic of Iran – South Asia – South-East Asia (which includes he landlocked countries of Afghanistan, Nepal and the Lao People's Democratic Republic), and a new network formulated in the corridor South-East Asia – China – Mongolia. A study on the development of highway networks in the landlocked Asian republics (Armenia, Azerbaijan, K azakstan, Kyrgyzstan, Tajikistan, Turkmenistan and Uzbekistan) to identify the potential Asian Highway routes in those countries was completed in 1996.The Trans-Asian Railway network includes the following land bridges between Asia and Europe: Europe-Russian Federation and/or China-Korean peninsula; Europe-Islamic Republic of Iran-Central Asia-China (New Silk Railway); Europe-Islamic Republic of Iran-South Asia-South-East Asia. With the completion during phase I ofa feasibility study on connecting the rail networks of China, Kazakstan, Mongolia, the Russian Federation and the Korean peninsula, and a project on the Trans-Asian Railway in the Indo-China and ASEAN subregions, the network has been formulated in the northern corridor of the Asia-Europe routes (see fgure II) which includes the landlocked countries of Kazakstan and Mongolia, and in the Indo-China and ASEAN subregions (see figure Ill), the Lao People's Democratic Republic.A potential Trans- Asian Railway network in the sout hern corridor of the Asia-Europe routes (of importance to Afghanistan and Nepal) was also identified (see fgure ‘V) through a related preliminary study. The Commission at its fifty-second session reiterated its strong support for the ALTID project and emphasized the importance of its completion and of improving the operational efficiency of both the Asian Highway and Trans-Asian Railway networks, including the Asia-Europe links, at the earliest possible date. The Commission adopted resolution 52/9 of 24 April 1996 on Intra-Asia and Asia-Europe land bridges. rogramme of the New Delhi Action Plan on Infrastructure Development in Asia and the Pacific.It also approved the plan of action for the implementation of phase II (1996-1997) of the ALTID project, which includes a detailed study on the southern corridor of the Trans-Asian Railway, and it decided that a study on the development of the Railway in the corridor connecting South-East and North-East Asia (including the Lao People 's Democratic Republic and Mongolia) should be undertaken and that similar studies on the development of the Asian Highway and the Trans-Asian Railway in the corridor connecting northern Europe with the Russian Federation to the landlocked countries of Central Asia and the Islamic Republic of Iran should be included in the projected phase Ill (1998-1999) of the project. 13. When completed and fully operational for the whole of Asia, the land transport network could provide landlocked countries in the region with a choice of alternative land transport routes to major seaports in Asia, and land transport and land-cum-sea links to any other country in Asia and Europe.However, to realize such a potential, the landlocked countries must have unhindered access to the network. . Unhindered access to the international land transport network in Asia The construction of the regional land transport network and all related infrastructure is a necessary but not a sufficient condition for reliable and efficient international transport. A legal framework is also required to provide the basis for unhindered access to the routes for efficient international trade and tourism. A coordinated plan for the development of international land transport routes and services based on agreed performance parameters and standards is also essential.This has been vividly demonstrated by the experience of Europe, where the ollowing four major all-European transport agreements have been adopted: (a) The European Agreement on Main International Traffic Arteries (AGR Agreement) of 1975, which defines the major European roads and establishes uniform technical characteristics; (b) The European Agreement on Main International Railway Lines (AGC Agreement) of 1985, which determines the major lines and infrastructure parameters of the European railway network; (c) The European Agreement on Important International Combined Transport Lines and Related Installations (AGTC Agreement) of 1991, which is the first European ultilateral treaty governing international combined road/rail container and piggyback transport; (d)International infrastructure agreement covering European inland waterways Oanuary 1996). recommended that a legal framework should be developed for Asia in the form of ESCAP agreements on the Asian Highway and Trans-Asian Railway, taking into consideration the related experience of the European Union. With such ESCAP agreements in place, all the countries in Asia, including the landlocked countries, would enjoy free access to road and rail transport routes of international importance. 3. Inland waterways of international importance to some of the landlocked countries in Asia Inland water transport can play an important role for the regional or international trade of some landlocked countries.A number of rivers in these countries can potentially provide the cheapest means of communication with neighbouring countries, or even through them to other countries in the world. For instance, a number of tributaries of the Brahmaputra River flow out of Bhutan through India to Bangladesh; the Lao People's Democratic Republic is bordered or bisected by the Mekong River which flows through China, Myanmar, the Lao People's Democratic Republic, Thailand, Cambodia and Viet Nam; Mongolia gives rise to the Yenisey, the Angara and the Amur-Heilongjiang rivers which link the country to China and the Russian Federation; and Nepal has three of the four largest tributaries of the Ganges River flowing from India to Bangladesh.The improvement and development of inland water transport infrastructure and services would benefit all of these countries in various ways, including cost savings, environmental protection and energy savings. In addition, transit by water is more easily accepted by operators of seaports located at river mouths and it is less prone o losses, pilferage and breakage than transit by road and rail. At the present time, however, the rivers are not fully u tilized for navigation in most landlocked countries. Most of the rivers are still in a natural state without appropriate improvement and marking. Water levels in the rivers are not always regular or sufficient and the gradient is often very steep. In some river sections, the waterways are full of rapids and shoals which endanger vessel navigation or even interrupt it entirely.Some rivers are blocked with siltation, cables, pipelines, bridges, dams and other structures along or crossing them. Few aids to navigation are nstalled to mark the navigable channels in the rivers. All these factors limit the free use of the rivers for transport. However, the potential of inland water transport for international trade should be evaluated. In order to promote the use of rivers for transport which would serve the needs of landlocked countries, ESCAP is implementing several projects under the regional action programme of the New Delhi Action Plan on Infrastructure Development, which was launched by the Ministerial Conference on Infrastructure in October 1996.One of the projects is on the harmonization of requirements relating to international mportance of common or well harmonized rules, and provide guidance with regard to navigation rules, aids to navigation, the carriage of dangerous goods, facilitation measures and waterway classifications for internationally navigable rivers. Another important project is on the development of inland water transport infrastructure and services. This project includes a regional strategic study for the development of inland water transport in the ESCAP region. An intensive investigation will be carried out to identify the problems faced by the inland water transport sector. The situation ill be compared with successful experiences in other parts of the world.This study should provide a clear picture of the advantages and disadvantages of inland water transport in specific situations, identify opportunities for development and suggest regi onal actions and national policy options to expand the use of rivers for navigation in the ESCAP region. Expert group and policy-level meetings will be held to discuss the findings and suggestions of the study. Necessary follow-up actions will be taken at both the regional and national levels. With regard to some landlocked Asian republics, the same opportunity may exist or transit transport through inland waterways. Specific studies need to be carried out to identify the potential for the expanded use of inland waterways. 4. Air transport It goes without saying that reliable and efficient air transport is crucial for the economic and social progress of landlocked countries.While the emphasis in this paper is on related aspects of land transport, inland waterways and maritime linkages and transport, the following activities of the International Civil Aviation Organization (ICAO) have been included in the regional action programme 1997-2001) of the New Delhi Action Plan on Infrastruc ture Development in Asia and the Pacific and endorsed by the Ministerial Conference on Infrastructure: programme of transition to the new civil aviation communications, navigation and surveillance and air traffic management system; programme for economic reform in civil aviation in Asia and the Pacific; programme for the protection of the environment in the vicinity of airports; improvement and harmonization of flight safety standards; expansion of the UNDP-promoted ICAO TRAINAIR programme; and poverty alleviation through rural airfield development in least developed countries. These projects address major problem areas in air transport in the Asian and Pacific region, including in the landlocked countries. B.Reduction of transit time and costs along the transport routes of While the formulation of an international land transport network in Asia is in progress through the implementation of the ALTID project, there are already a provide the landlocked countries with access to seaport s. These are reflected in table 1. 1. Reduction of transit time and costs at border crossings and ports Even when all necessary infrastructure is in place, the delay of vehicles at border rossings can entail tremendous losses of resources and time. A similar problem occurs when the waiting time is long for ships to be loaded and unloaded in seaports which serve landlocked countries. When international inland waterways are available for use, delays of cargo at cross-border points have similar economic effects. a) Facilitation of land transport at border-crossings (i)Commission resolution 48/11 on road and rail transport modes in relation to facilitation measures Recognizing that harmonized transport facilitation measures are a prerequisite for efficient international trade and transport along road and rail routes of nternational importance, the Page 1 1 Commission at its forty-eighth session adopted resolution 48/11 of 23 April 1992 on road and rail transport modes in relation to fac ilitation measures. By that resolution, it recommended that the countries in the region, if they had not already done so, consider the possibility of acceding to seven international conventions. The status of the accession of the landlocked and neighbouring countries in Asia to the international conventions is shown in table 2.It is clear that in order to facilitate international and bilateral trade and tourism the constructive cooperation of the ountries is required to create a minimum legal basis for land transport cross-border traffic. In this respect ESCAP adopted a subregional approach to providing assistance to countries. A special seminar for the Economic Cooperation Organization (ECO) subregion (with the participation of Afghanistan, Azerbaijan, Kazakstan, Kyrgyzstan, Tajikistan, Turkmenistan and Uzbekistan) on the implications and benefits of accession to the conventions was held in Tehran in November 1994. A similar seminar for the North-East Asian countries (including the Lao People's Democratic Republic and Mongolia) was conducted in May 1996 in Bangkok.Another seminar for countries of the Greater Mekong subregion (including the Lao People's Democratic Republic) was organized Jointly by ESCAP and the Asian Development Bank at It is very encouraging to note that Uzbekistan has acceded to six conventions, and Kazakstan, Tajikistan and Turkmenistan have each acceded to four. However, Afghanistan, Armenia and Kyrgyzstan are each party to only two; Azerbaijan, to one; and Bhutan, the Lao People's Democratic Republic, Mongolia and Nepal to none at all. A similar situation of accession to few or no convention occurs in the neighbouring ountries of Bangladesh, Cambodia, China, India, Myanmar, Pakistan, Thailand and Viet Nam. Such a situation calls for the urgent implementation of Commission resolution 48/11 by all landlocked countries and their neighbouring countries. Transit facilitation Transit transport plays a particularly important role in the develop ment of landlocked countries.Two international conventions, namely the Convention and Statute on Freedom of Transit, Barcelona, 20 April 1921 (popularly referred to as the â€Å"Barcelona Transit Convention†), and the Convention on Transit Trade of Landlocked States, New York, 8 July 1965 (â€Å"New York Transit Convention†) assist in facilitating the transit transport of landlocked countries. However, only a few of the Asian landlocked countries and their neighbouring countries are contracting parties of these conventions, as indicated in table 3. There is clearly great potential to improve transit transport in the region. It is recommended that the landlocked countries and the neighbouring countries should accede, if they have not already done so, to the Barcelona and New York transit conventions as soon as possible.The development of a subregional multilateral transit treaty/agreement also ppears to be a promising approach to transit facilitation. Preparation of suc h a draft transit treaty for the ECO region, for example, could be carried out as part of the project on international transport development in the ECO region, which is being proposed Jointly by ESCAP, the United Nations Conference on Trade and Development and ECO for possible funding by the Islamic Development Bank. (iii) Multilateral and bilateral agreements on land transport facilitation Multilateral and bilateral agreements which govern land transport at border crossings are of great importance to the landlocked countries in Asia.Given the role f the agreements in promoting international traffic, a database covering mainland Asia is being established at ESCAP as part of the ALTID project. As indicated above, there are several main rivers in Asia which may be used by landlocked countries for international transport. To facilitate navigation and river basin development activities, a draft agreement on commercial navigation on the Lancang Jiang – Mekong River (upper reaches of the Mekong River) between the Governments of China, the Lao People's Democratic Republic, Myanmar and Thailand has been drawn up and it is expected that this agreement will be signed in the near uture.The Agreement on Cooperation for the Sustainable Development of the Mekong River Basin was signed on 5 April 1995 between the countries of the Lower Mekong River basin (Cambodia, the Lao People's Democratic Republic, Thailand and Viet Nam). The Mekong River Commission is the institutional framework through which the Agreement will be implemented. The bilateral agreement between Bangladesh and India, which is signed on a biennial basis, could also be of practical interest to landlocked countries. Similar arrangements which take into account the related experience in other regions could e of great practical value in facilitating international inland water transport in Asia, including in landlocked countries. c) Facilitation of maritime traffic In addition to facilitation for land tran sport and transport on inland waterways, facilitation of maritime traffic plays an important role in improving the efficiency of the international land-cum-sea transport systems which serve the landlocked In an era of large ships with efficient cargo operations resulting in very short stays in port, the delays caused by documentary â€Å"red tape† result in extra costs and time. To improve the situation, countries in the region having seaports (including those serving landlocked countries) are adopting the Convention on Facilitation of International Maritime Traffic, 1965 (FAL Convention) as amended. The objective of the FAL Convention is to simplify the procedures for the inward clearance of ships, cargoes, passengers and crew on arrival in a port.This can be achieved by the utilization of six standard declaration forms and the adoption of common standards for processing documentation. However, among the ESCAP members and associate members, only Australia, China, the Democra tic People's Republic of Korea, Hong Kong, Fiji, India, the Islamic Republic of Iran, the Marshall Islands, New Zealand, the Russian Federation, United States of America and Vanuatu are party (as of January 1997) to the FAL Convention. It is clear that there is potential to improve the efficiency of the land- cum-sea routes serving landlocked countries if all the coastal countries concerned accede to the FAL Convention.To assist the countries in the process of acceding to the Convention, ESCAP, in cooperation with the International Maritime Organization, ommenced in 1993 a four-year programme of country-level workshops and subregional seminars to promote the adoption of the FAL Convention and the implementation of its provisions. (d) Corridor studies To assist member countries in Asia, including landlocked countries, in the facilitation of cross-border traffic, ESCAP undertakes corridor studies to identify non- physical impediments to the flow of goods which cause delays and add unn ecessary costs to the transport process. One such study, for example, was completed in 1994 in the corridor Singapore – Malaysia – Thailand – the Lao People's Democratic Republic – Viet Nam. The study was extended in 1995 to cover Cambodia and in 1996 to include Myanmar.The study revealed the following impediments: restrictions on the movement of vehicles and drivers across borders; restrictions on the movement of cargo between the port and inland origin/destination without customs inspection in the port; restrictions on the movement of third country or transit cargo; limitations on the effective use of multimodal transport; and failure to make use of available technology and information to plan port and cargo-handling operations. The reports lso provided recommendations for dealing with these impediments. A study carried out by ADB on regional technical assistance to the Greater Mekong subregion for mitigation of non-physical barriers to cross-border mov ement of goods and people (completed in October 1996) should also be mentioned in this context.Similar studies are to be carried out as recommended by the Ministerial Conference on Infrastructure along the major intra-Asia and Asia-Europe land bridges, with the next ESCAP study planned for the corridor Port of Bandar Abbas (Islamic Republic of Iran) – landlocked countries of Central Asia – China. One other impediment frequently found in the landlocked countries in Asia is a lack of a proper coordinating mechanism at the national level among the ministries and agencies involved in cross-border procedures and formalities. 2. Improvement of transport logistics Multimodal transport, freight forwarding and electronic data interchange (ED') play an increasingly important role in the development of international trade. Just- in-time delivery, which is becoming a prerequisite for competitive international trade, increases the need for a highly efficient integrated system of de spatch, transport and

Pippin II of Herstal - Mayor of the Palace - Pippin the Younger

Pippin II was also known as: Pippin of Herstal  (in French, Pà ©pin d’Hà ©ristal); also known as Pippin the Younger; also spelled Pepin. Pippin II was known for: Being the first Mayor of the Palace to take effective control of the kingdom of the Franks, while the Merovingian kings ruled in name only. Occupations: KingMilitary Leader Places of Residence and Influence: EuropeFrance Important Dates: Born: c. 635Becomes Mayor of the Palace:  689Died:  Dec. 16, 714 About Pippin II : Pippins father was Ansegisel, the son of Bishop Arnulf of Metz; his mother was Begga, the daughter of Pippin I, who had also been a mayor of the palace. After King Dagobert II died in 679, Pippin established himself as mayor in Austrasia, defending the autonomy of the region against Neustria, its king Theuderic III, and Theuderics mayor Ebroà ¯n. In 680, Ebroà ¯n defeated Pippin at Lucofao; seven years later Pippin won the day at Tertry. Although this victory gave him power over all the Franks, Pippin kept Theuderic on the throne; and when the king died, Pippin replaced him with another king who was, essentially, under his control. When that king died, two more puppet kings followed in succession. In 689, after several years of military conflict on the northeastern border of the kingdom, Pippin conquered the Frisians and their leader Radbod. To solidify the peace, he married his son, Grimoald, to Radbods daughter, Theodelind. He secured Frankish authority among the Alemanni, and he encouraged Christian missionaries to evangelize  Alemannia and Bavaria. Pippin was succeeded as mayor of the palace  by his illegitimate son, Charles Martel. More Pippin II Resources: Pippin II in Print The link  below will take you to a site where you can compare prices at booksellers across the web. More in-depth info about the book may be found by clicking on to the books page at one of the online merchants. by Pierre Richà ©; translated by Michael Idomir Allen Early Carolingian RulersThe Carolingian EmpireEarly Europe Whos Who Directories: Chronological Index Geographical Index Index by Profession, Achievement, or Role in Society The text of this document is copyright  ©2000-2016 Melissa Snell. You may download or print this document for personal or school use, as long as the URL below is included. Permission is   not  granted to reproduce this document on another website. For publication permission,  please   contact  Melissa Snell. The URL for this document is:http://historymedren.about.com/od/pwho/fl/Pippin-II.htm