Social Psychologist Career Overview

Social Psychologist Career Overview Student Resources Careers Print Career and Training of Social Psychologists By Kendra Cherry facebook twitter Kendra Cherry, MS, is an author, educational consultant, and speaker focused on helping students learn about psychology. Learn about our editorial policy Kendra Cherry Updated on September 23, 2019 Andy Ryan/Stone/Getty Images More in Student Resources Careers APA Style and Writing Study Guides and Tips Social psychologists study how social influence, social perception, and social interaction influence individual and group behavior. Learn more about what social psychologists do, the training and educational requirements and the job outlook in this brief overview of careers in social psychology. What They Do Some social psychologists focus on conducting research on human behavior. These professionals might work in a university setting or they might be employed by businesses or government agencies. Other social psychologists are interested in discovering solutions to real-world problems. Applied social psychologists might help businesses hire and train employees, evaluate educational programs to determine if intervention strategies are working, search for ways to encourage people to reduce pollution or offer advice to businesses or employees who need help with conflict mediation. Social psychologists examine peoples interactions with others and with the social environment, explains the U.S. Department of Labor’s Occupational Outlook Handbook. They work in organizational consultation, marketing research, systems design or other applied psychology fields. Many social psychologists specialize in a niche area, such as group behavior, leadership, attitudes, and perception. Work Environment Because social psychologists are trained to combine their knowledge of human behavior with scientific research methods, job options and work settings can be very diverse. Many social psychologists choose to work in educational environments such as colleges and universities where they conduct research, teach classes and run social psychology laboratories. Other social psychologists work for government offices, non-profit organizations, hospitals, social service offices, and private corporations. Salary According to the Occupational Outlook Handbook, typical salaries for psychologists vary based on education, experience, specialty area, and work setting. For example, a survey conducted by the American Psychological Association reported the following median salaries for different employment areas for the year 2009: University faculty: $76,090Research positions: $80,500Research administration: $116,343Educational administration: $116,500 Education and Training While some social psychologists find work with a masters degree, most opt to earn a doctorate degree. In most cases, students interested in becoming a social psychologist should start by earning an undergraduate degree in psychology. The next step is to enroll in a graduate program in social psychology. Some programs follow a two-step process by first awarding a masters degree in social psychology and then a doctorate, but other programs may skip the terminal ?masters degree and go straight to the Ph.D. For most students, it will take at least four to five years of graduate study in order to earn a Ph.D. in Social Psychology.? How Social Psychologists Differ From Personality Psychologists While social psychology shares some similarities with personality psychology, there are important differences that distinguish the two areas. Personality psychologists generally focus on individual differences between people, while social psychologists are more interested in how situational variables influence the behaviors of groups and individuals. Social psychology is sometimes confused with sociology, but the two (while somewhat related) are not the same. Social psychologists tend to focus on the behavior of individual people or small groups of people  while sociologists look at very large populations such as entire social groups or cultures as a whole. Job Outlook One survey that looked at job advertisements appearing in the APS Observer Employment Bulletin between 1991-1996 found ads seeking social psychologists made up 10 percent of all job listings for that time period. However, it is important to remember that social psychologists work in a wide variety of job areas, so individuals with a Ph.D. in social psychology are frequently able to find work in related areas. Social psychologists who are looking for work can start by checking out job listings posted by the American Psychological Association on their PsycCareers website  or reviewing the job postings on the Social Psychology Network’s job forum. For more information on psychology careers and which might be the best fit for you, take our psychology careers quiz.

New Policies For Liberating People From Poverty - 1293 Words

After the liberation in 1961, Tanzania, created new policies for liberating people from poverty imprisonment. The government strategized to move people away from distant, remote locations of the country to designated village areas (villagelization), where services such that schools, clinics, piped water, roads, and adult education would easily be available to citizens. The villagelization blueprint famous in Kiswahili as vijiji vya ujmaaa linked with African communal life or African socialism (Hope, 2007; Major and Muhvihill, 2009). However, during this process, the country, like other parts of Africa, suffered from hunger as a result of a severe drought, together with the previous mention internal and external forces and once again†¦show more content†¦Nyerere doubtfully, responded to one of his interviewers that; â€Å"We stated what we stood for, we laid down a code of conduct for our leaders [in Tanzania] and we made an effort to achieve our goals. This was obvious to all, even if we made mistakes-and when one tries anything new and uncharted, there are bound to be mistakes† (p. 10). With humbleness of heart, Nyerere challenged his effort, while putting the love for his people in the forefront and extended that beyond Tanzania to the rest of African nations. Bunting (1999) indicates Nyerere’s dream for easing poverty, the creation of equal economic opportunities, and the improved wellbeing of citizen constantly defied Nyerere when he left office in 1985. Apart from his own failure, external forces on the other hand, exceeded his ability, failed his policies, and perpetuated poverty. He could not manage to deviate from the international polices, he, instead found himself restrained automatically in the policies of the World Bank, IMF, the General Agreement on Trade and Tariffs (GATT) now the World Trade Organization (WTO). All of these institutions, increased and worsened the poor condition in Tanzania, through the previously ident ified prohibitive regulations of the early 1970s (Hope, 2007). I would say that, the government of

The Absence of Social Conflict Social Stability in Brave...

The Absence of Social Conflict Social Stability in Brave New World In Brave New World, Aldous Huxley introduces the dystopia of a society created on the principle of social stability at all costs. Huxley wrote this book in 1932 hoping to warn future generations of what he feared might happen if society did not do something to stop the inevitable. The leaders of our society today hope for and work towards social stability without taking away primitive rights. Social stability can only be achieved by a society whose beliefs in social and ethical issues are never challenged. So even though modern society hopes for social stability, it is not a practical aspiration because it is obvious that some of the social and ethical†¦show more content†¦The people in the Brave New World society are divided into five castes. The highest most intelligent caste is the Alphas; they are the ones that make the rules and regulations for all other lower castes to follow. Betas, Gammas, Deltas, and Epsilons follow in order as well as intelligence, level of c ontrol, and social stature. Neo-Pavlovian conditioning ensures the order of the castes. For a society to be socially stable every person in the society must feel like they belong. The caste system in Brave New World ensures that every person in the society has a function that they feel is essential to the success of the society as a whole. Since jobs are designed for each caste by the social skills they exhibit and their intelligence level, it makes it possible for very member of the society to do a job specially designed for their level of ability. Gammas and Deltas carry out menial tasks such as operating an elevator, or being a gopher. Alphas are designated jobs such as the manager of a company or a doctor. The caste-system affects the individual by making them feel needed and therefore avoiding social conflicts having to do with an individual feeling like they are left out of society. Hypnopedia is the process of embedding social ideologies into the minds of children while they are sleeping by repeating them over and over again. At the beginning, leaders of the Brave New World society tried to teachShow MoreRelatedIndividuality Vs Society1706 Words   |  7 PagesAldous Huxley s novel, Brave New World, tells the story of a dystopian world that contends with some of our modern world s most debated topics; individuality vs. society and the price one is willing to pay for security. Far from a idyllic utopia, Huxley portrays an advanced, highly ordered, and technology-driven society in which security and stability are purchased at the price of individuality. While the citizens of World State seem to be content with a world in which all individuality must beRead MoreA Comparison of Brave New World and Blade Runner Essay953 Words   |  4 PagesA Comparison of Brave New World and Blade Runner In the worlds of the narrative text Brave New World (1932), composed by Aldous Huxley and the visual text Blade Runner (Directors Cut) (1992), directed by Ridley Scott, perhaps the most significant thematic concern is that of the intervention into the natural order by elitist human forces. Responders are confronted with stark, forlorn visions of a future that has alienated the natural environment from humanity, creatingRead MoreThe End Of Brave New World Essay1311 Words   |  6 PagesThe end of Brave New World brings John the Savage into direct physical conflict with the brave new world which he has decided to leave. He must get rid of all burdens put upon him by this dystopian world. 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In short, Kauffman may have saw a need for virtue and used Homer’s classic but frightfully violent, conflict-driven epics as a means of displaying that need. Kaufmann’s French Context The period during which Kauffman painted these works was one in which there were a number of historical occurrences that would have impacted the way society viewed virtueRead MoreLeadership Profile, Jane Goodall4664 Words   |  19 Pagesfor the 45-year study of social and family interactions she observed with wild chimpanzees in East Africa. Goodall’s research shed light on our evolutionary past, reveling human like behaviors and complexities within chimpanzee. Goodall’s is a leader in primate research, however has changed her focus now to the conversation of their habitats. Goodall opened the Jane Goodall Institute in 1977, to promote the education of conservation to children and adults all over the world. The Jane Goodall Institute

Josephine Baker Racial Refugee Comes Home Free Essays

One hundred years ago a star was born, but its light, like that of real stars, took many years to reach us. Josephine Baker, dancer, actress and singer, shone on the stages of France long before she was accepted here in her native country. Having escaped from the poverty of her early childhood, Baker became a legendary performer in France only to be dismissed by American audiences of the 30s. We will write a custom essay sample on Josephine Baker: Racial Refugee Comes Home or any similar topic only for you Order Now Her story, fortunately, does not end there, as the changing social climate led to Baker’s eventual return and her efforts in the civil rights movement. Though it took decades, the â€Å"Black Venus† finally claimed her place in the history of American entertainers. Baker’s early family life was a world away from the life of glamour she was to later lead in France. Born Freda Josephine McDonald in St. Louis, Missouri in 1906, Baker was subjected to the racial prejudices of the times as a result of her mixed Native American and African-American origin. Sources vary on the identity of Baker’s father, but the official version lists Eddie Carson, a vaudeville drummer, and Carrie McDonald, a â€Å"washerwoman,† as Baker’s parents. As an infant, Josephine was taken by her mother to winerooms and vaudeville houses where her father performed (Haney 1981, p. 6). St. Louis had an important music scene at the time, and this certainly had quite an impact on the young Freda. Carson soon abandoned mother and child, and Baker’s mother married another man, Arthur Martin, with whom she bore a son and two more daughters. Martin, often unemployed, could not support the household, and so Baker’s childhood was spent cleaning, babysitting and waitressing. Baker describes working for the â€Å"Mistress,† a wealthy white woman, in her autobiography, where she was required to get up at five in the morning (Baker and Bouillon 1977, p. 3): â€Å"There was coal to fetch, the stove to stoke, chamber pots and spittoons to empty, bed to make wood to cut, the kitchen clean. † She did manage to go to school, but then worked after school as well, sleeping in the Mistress’s cellar at night. Baker was only seven years old. Haney (1981, p. 10) suggests that Josephine’s mother harbored resentment against her daughter, blaming her for the loss of Carson; perhaps this, along with the family’s poverty, explains why Carrie McDonald sent her daughter to the Mistress. Josephine finally returned home after the Mistress was arrested for physically abusing her, but Josephine wound up living much of the time with her grandmother and aunt as her relationship with her mother deteriorated even further. Baker’s feelings for the country of her birth were always to be influenced by the experiences of her youth in Missouri. In her autobiography, she recounts the story of seeing her neighborhood go up in flames and seeing a black man beaten when whites decided to avenge the alleged rape of a white woman in July of 1917. Upon leaving her house to find the conflagration, Baker said she thought she was looking at the Apocalypse (1977, p. 2). Jean-Claude Baker and Chase (1993, p. 30) reject Baker’s claim to have witnessed the St. Louis race riots, arguing that she only learned the story later from others. In any case, such an event was to leave a lasting impression on Josephine. Not surprisingly, she was to leave St. Louis at a young age in search of a more promising future. In Josephine’s youth, a brighter future was not available to her through education – she could only escape through marriage. At the age of only 13, Josephine married Willie Wells, a man more than twice her age (Baker and Chase 1993, p. 36). The marriage was illegal and short-lived (to be followed by five more marriages over the years), and Josephine was destined to return to her mother’s house. Her true escape came when she joined the St. Louis Chorus line, where she was an instant hit. Baker was soon touring with vaudeville troops, performing skits. Though audiences loved Josephine, she faced racism in town after town, where she faced the Ku Klux Klan and segregation (Haney 1981, p. 29). Baker continued her rise to stardom, though, when in 1921 she landed a role in the Broadway production of Shuffle Along, despite original concerns that she was too dark for the part. As the show became a hit, Josephine made an enormous salary for the time. When the production came to St. Louis, Josephine performed before a mixed audience, but the blacks were restricted to the balcony seating. Josephine’s biological father, Eddie Carson, reportedly showed up to ask to be hired for the show, only to be rejected (Haney (1981, p. 39). Baker followed up her success with a role in The Chocolate Dandies in 1924 and became a legend in connection with the Harlem Renaissance in 1925 at The Plantation Club. The real turning point came later in 1925, though, when Baker made her debut in Paris with Joe Alex and the Danse Sauvage in La Revue Negre at the Theatre des Champs-Elysees. The audience loved Baker, who danced wearing only a feather skirt. From there, she went on to tour Europe and eventually star in La Follie du Jour at the Follies-Begere, often appearing with her pet leopard and dancing in a skirt made of bananas. She was to star in two movies, ZouZou and Princess Tam-Tam in the mid-thirties, by which time she was one of the highest paid entertainers in Europe (Official Site). In 1936, though, Baker was to be forcefully reminded of the barriers African-Americans were facing in her native country when she returned to the United States to star in the Ziegfield Follies. Unpopular with American audiences and critics, Baker was eventually replaced by Gypsy Rose Lee. In fact, Josephine met the realities of American racism as soon as she got off the boat from France, as she was refused a room in several New York hotels because of her color. Miki Sawada, Baker’s maid at the time, was with her and described what happened (Baker and Chase 1993, p. 191): â€Å"I could not believe this could be the same woman I had seen in Europe, standing triumphant on the stage, showered with flowers. Here she was huddled before me on the floor, weeping. † In publicity photos for the production, Baker was lit so that she would appear lighter. She wrote to a friend, â€Å"†¦be assured, if I want to make a telephone call in the street, I’m still a negresse† (Baker and Chase 1993, p. 196). After the newspaper critics panned her performances, the show closed and Baker returned to France. Despite her experience in the thirties, Baker returned to America in the fifties and sixties to work to advance civil rights for people of color. The most famous instance occurred when Baker worked with the NAACP to protest segregation at The Stork Club. Animosity brewed as a result between Baker and gossip columnist Walter Winchell, which led to Baker’s name being tainted in the Red Scare of the McCarthy era. Baker found other ways to combat racism as well, adopting twelve multiethnic children who came to be known as the â€Å"Rainbow Tribe. † The first of her children, a son, was an â€Å"occupation† baby, a baby of mixed Japanese and Western race from Tokyo. Other adoptees hailed from Finland, Columbia, Canada and Israel (Baker and Bouillon 1977, p. 192-196). By the time of her death in 1975, Josephine Baker had accomplished more in her lifetime than anyone could possibly have imagined was possible for an African-American woman born at the beginning of the century. Not only did Baker manage to overcome the poverty and social limitations of her youth, she emerged as legendary entertainer, a champion of civil rights and a mother to so many who came from homes and situations as bleak as her own had been. Despite the many occasions on which her fellow Americans rejected her, Baker never gave up on her homeland and used her experiences as motivation to work toward a better society. The spate of biographies and the documentary of her life that have sprung up in the last two decades are a sign of the changing social climate and racial relations in America, as well as a sign of the longevity of Baker’s legacy. Bibliography Baker, J. and Bouillon, J. (1977) Jospehine. New York, Harper Row Publishers. Baker, J. C. and Chase, C. (1993) Josephine: The Hungry Heart New York. Random House. Biography. Available from: The Official Site of Josephine Baker, Josephine Baker Estate c/o CMG Worldwide http://www. cmgww. com/stars/baker [Accessed 19 October 2006]. Haney, L. (1981) Naked at the Feast: A Biography of Josephine Baker. New York, Dodd, Mead Company. How to cite Josephine Baker: Racial Refugee Comes Home, Papers

The Short Happy Life of Francis Macomber free essay sample

Characteristic of most of Ernest Hemingway’s works, â€Å"The Short Happy Life of Francis Macomber† begins with a man and a woman seemingly happily in love but ends with that very love turning on itself and resulting in tragedy. The events leading up to their downfall tell a story of a lack of consistency, and a person’s true character being shown. The main themes of this story are courage and cowardice which are shown through all three characters: Francis, Wilson, and Margot. Francis Macomber begins his immediate decent when he embodies the theme of cowardice in the beginning of the story. When he encountered a wounded lion, he ran in fear and had to be saved by Wilson, the tour guide. This one decision cost Francis everything. The first consequence of his cowardly actions was the reaction that his wife had. Margot had lost all sense of protection from her husband when she had watched her husband run in fear. We will write a custom essay sample on The Short Happy Life of Francis Macomber or any similar topic specifically for you Do Not WasteYour Time HIRE WRITER Only 13.90 / page She even expressed her discontent with his actions almost to a point of mockery. Margot was quick to point out all of Macomber’s flaws and mistakes and to raise up Wilson, who was appearing more attractive and appealing to her by the second. But Francis, being a kind and gentle man, did not react in anger. Instead he began his plot to win back his wife’s affection. While most men would probably go after the other man which their wife had transferred her attention towards, Francis was from thence forward looking for ways to regain his sense of manhood in his beloved wife’s eyes. One day when the three were out on their safari, Francis spotted his chance when he ran across some buffalo. Without hesitation, Francis shot and killed two buffalo. There was also a third buffalo that he had shot and appeared to be dead but was only severely wounded. Francis had shown bravery but was no match for the wounded buffalo that had begun to charge towards him. Wilson, once again, stepped in to save the day but unfortunately, Francis would die in his act of courage and valor. Richard Wilson is exactly what you would consider a safari tour guide to the rich to be like- experienced, fearless, and a little pompous. Although perceived as an outright act of valor, Margot may have forgotten that what Wilson had done was in a way a part of his job title. Wilson was responsible, to some extent, for the people whom he accompanied on safaris. After all, when a safari guide for the rich, it is most likely not uncommon for Richard to run into some couples that knew nothing of what they were getting themselves into but were merely spending their vast amounts of money into something adventurous. In other words, Wilson was probably more than used to be a babysitter for the adventurous wealthy. But on the other hand, Richard Wilson’s courage is not to be demeaned. Being a safari guide alone requires an amount of courage that most individuals do not possess. Richard exhibited his cowardice with the way that he allowed Margot to act towards him. Once again, Richard Wilson is not on vacation, this is his occupation. By allowing Margot to kiss him in the car and continue to talk more than kindly about him to and in front of her husband, he was being very unprofessional. Any real man would have had the courage to stand up to the woman that he had just met and tell her that he could not allow her to act in such a promiscuous way towards him. Probably the most cowardice of any of the main characters, Margot’s actions showed very little courage. Marriage is a commitment which is often misunderstood or ignored by most of the individuals who have joined in the vow. When a woman says ‘I do’ to a man, she is in essence promising that man that no matter what she is his and his only, forever. She is promising a certain level of obedience to him and the utmost of respect. In this story, Margot, if she really meant her vows, threw them out the window quicker than Francis ever had time to plead his case. Not only did Margot make her husband out to be the most disgusting of men for running away, she starting chasing after another man in front of her husband. But her cowardly spirit did not end there. When Francis was trying to win back her affections by killing the buffalo, his life was cut short by a bullet that left a gun his wife was holding. Ending another human’s life for your own personal agenda is the most selfish, cowardly act that an individual could commit. Francis Macomber may have had a moment of weakness and fear when he came face to face with a lion but through his self control and his later actions, he showed much more courage than Richard Wilson and Margot put together. Francis had every right to act out and to be typical and take his anger out on Wilson, but he didn’t. Macomber died a noble man who only wanted the love of his wife restored to him. When an individual’s life is taken into consideration, it is not how they began that matters but how they finished.

Maritime Port Security free essay sample

Prompted by the US, the IMO agreed to make security amendments to he Safety of Life at Sea Convention 1974 (SOLAS). Parties to the IMO and SOLAS convention finalized these amendments at a diplomatic held at the IMO in December 2002 in London. In the diplomatic conference, it was agreed upon that maritime security measures will be accepted internationally by January 1, 2004, and in force six months later by July 1, 2004 worldwide. As a result of this agreement, the International Ship and Port Facility Code (ISPS) was drafted containing the amendments and complimentary provisions to the SOLAS. The ISPS was included as an Annex to Chapter Xl-2 of the SOLAS Convention. The new security code is the first multilateral ship and port security standard ever created. It requires nations to develop port and ship security plans primarily as a safeguard against the threat of terrorist attacks. It also provides for a standard framework in helping governments to evaluate risks in case of threat to ship and port facilities. We will write a custom essay sample on Maritime Port Security or any similar topic specifically for you Do Not WasteYour Time HIRE WRITER Only 13.90 / page The ISPS applies to all passenger ships on international voyages, to all other ships over 500 G on international voyages, and all port facilities serving ships on international voyages (Peppinck, 2003; US Department of Homeland Security, 2003). The Maritime Transportation Security Act of 2002 (MTSA) is considered as the US equivalent of the ISPS. It is the US response to the security amendments required by the SOLAS and its complementary ISPS. The purpose of the Bill is to strengthen and add additional defense to the United States (US) port security. The Bill was designed primarily to protect the US ports and waterways from terrorist attacks. MTSA was signed on November 25, 2002. In July 1, 2003, the temporary interim rules for the Act was published, as well as the effective date of regulations. In the same month, a ublic meeting was held in Washington, D. C. , and the deadline for submission of written comments on MTSA was set. On October 22, 2003, the publication of the final on November 22, 2003. The Act was finally fully implemented on July 1, 2004 (US Department of Homeland Security, 2003; United States Coast Guards, 2006). . Review of Previous Legislation: The Need for MTSA MTSA was enacted pursuant to the ISPS Code, which is considered as the first multilateral ship and port security standard created. Since MTSA complies with the standards and requirements of the ISPS, the ACT is considered as the first specific egislation addressing port and maritime security in the US. Apart from the MTSA, however, Section 89, Title 14 o f the United States Code authorizes the US Coast Guard to board any vessel subject to Jurisdiction of the US, or subject to US Jurisdiction by operation of any law. The Coast Guards have the right to make inquiries, examinations, searches and seizures on board vessels if in violation of US laws. The Coast Guards are likewise allowed to engage in land, water, and air patrols, as well as to order any vessel to stop if it falls within their Jurisdiction. However, what federal law provides is control over the anchorage and movement of vessels in navigable waters of the US. Ship and port security standards were not expressly specified as within the power of the Coast Guard (The Subcommittee on Coast Guard and Maritime Transportation, 2001). The Secretary of Transportation also has the broad authority to regulate the movement and operation of vessels subject to US Jurisdiction, as provided in the Ports and Waterway Safety Act (PWSA). The Act also authorizes the Secretary of Transportation to respond to terrorist acts against vessels and waterfront facilities, as ell as to investigate any incident that causes damage to waterfront facilities or affects the safety of US ports. Under the Secretarys authority, a vessels clearance to entry in the US may be refused or revoked upon violation of the PWSA (The Subcommittee on Coast Guard and Maritime Transportation, 2001). The Omnibus Diplomatic Security and Antiterrorism Act of 1986 expanded the authority of the Coast Guard. This law was enacted in response to an incident wherein a US citizen was killed when a passenger vessel, Achille Lauro, was seized by terrorists in 1985. To protect passenger vessels and passenger terminals from errorist attacks, the US Congress constituted Title Xl of the Omnibus Diplomatic Security and Antiterrorism Act as the International Maritime and Port Security Act. Title Xl requires the Coast Guard to establish measures to prevent and respond to terrorist attacks, as well as to establish security and safety zones. Passenger vessels and passenger terminal operators are also required under this Act to develop contingency plans for security measures against terrorist acts, subject to examination and approval by the Coast Guard. However, this Act does not cover cargo vessels and erminals. The foreign port assessments are coordinated between the Department of State and the cruise ship industry. In 2000, only two assessments for safety and security plans were conducted (The Subcommittee on Coast Guard and Maritime Transportation, 2001 The National Infrastructure Security Committee (NISC) of the US Department of Transportation was created after September 1 1, and is charged with the responsibility of focusing on intermodal security issues and to ensure coordination of the Departments security work across all modes of transportation. Direct Action egulatory and diplomatic initiatives for each mode of transportation. S. 214, The Port, Maritime, and Rail Security Act of 2001 , was introduced by Senator Hollings of South Carolina, as a new paradigm in maritime and port security in the US. In discussing these initiatives, then Secretary of Transportation, Norman Mineta, in a Statement before the Subcommittee on Coast Guard and Maritime Transportation, discussed that focusing exclusively on security at ports is not enough. A comprehensive approach that looks beyond ports and port f acilities, embracing the entire marine transportation system, is crucial. It should involve not only large seaports but smaller ports as well as ports of all sizes handling bulk cargoes, and the security of coastal waters and inland waterways (Mineta, 2001). Admiral James M. Loy, on the same occasion before the Subcommittee on the Coast Guard and Maritime Transportation, had this to say on the US port and maritime security strategy: While effective homeland security is built upon the principles of awareness, prevention, response, and consequence management, the primary objectives are awareness and prevention. Awareness helps focus resources and provides efficiency to prevention. Prevention places a premium on awareness, detecting, identifying, and tracking threats to our homeland security. However, once terrorists or the means of terrorism are on the move towards or within the United States, the nation must have the means to detect and intercept them before they reach our borders and our transportation system. While there are no guarantees, there is good reason to believe that we can improve our national ability to detect potential threats in or to transportation through effective use of information that is, toa great extent, already available. (Loy, 2001). Admiral Loy further stresses that, maritime trade, which is critical to this countrys economic strength, continues to move through ports with minimal interruption. It is no surprise that sustaining mobility will come at a higher cost to all of us. But the reality is that we live in a country that prides itself on the openness of its democracy, so we remain at risk to attacks of terrorism. It is incumbent upon our government to minimize this risk (Loy, 2001). MTSA fills in the gaps of these other past legislations and responds to the need for a more comprehensive approach towards port and maritime security in the US. Based on S. 1214 as earlier introduced by Senator Hollings, MTSA requires vessels and port facilities to conduct vulnerability assessments and to develop security plans that cover passenger, vehicle, and baggage screening procedures. The powers of the Coast Guard under PWSA, involving establishing security patrols, establishing security and safety areas, and to access control measures were deemed incorporated into the MTSA. Unlike the International Maritime and Port Security Act however, the MTSA is not limited to passenger vessels and passenger operator terminals. Its cope and security regulations cover sectors of maritime industry with higher risk of involvement in transportation security incident, and includes not only large passenger vessels, but also various tank vessels, barges, large passenger vessels, cargo vessels, towing vessels, offshore oil and gas platforms, and port facilities handling certain kinds of dangerous cargo or service. MTSA, incorporating the role of NISC, also requires the establishment of committees in all the nations ports in order local and state agencies and industries, as well as the boating public. These ommittees, called the Area Maritime Security Committees, performs much of the same tasks as NISC, with the primary responsibility of developing plans so that resources in the committees particular area are best equipped and utilized to prevent and respond to terrorist threats and attacks (United States Coast Guards, 2006). 3. Summary of Pertinent Provisions of the MTSA The MTSA was intended with the primary purpose of establishing a program to ensure greater security for US seaports. It requires the Secretary of Transportation to establish a vessel identification plan wherein vessel types and US port facilities hat pose a high risk of being involved in a transportation security incident must be identified. The incident as covered by this Act pertains to one that involves significant loss of life, environmental damage, transportation system disruption, or economic disruption in a particular area. The Secretary is likewise responsible for assessing the vulnerability of US port facilities and vessels that may be involved in any of the abovementioned transportation security incidents. In addition to vessel identification and vulnerability assessment, the Secretary of Transportation is equired to develop a plan called the National Maritime Transportation Security Plan, which should prevent and respond to any transportation security incident. The plan requires for the coordination of federal, state, and local government agencies. Consistent with the National Maritime Transportation Security Plan, owner and operators of vessels or facilities are likewise required to submit their own vessel or facility security plan to prevent and respond to transportation security incidents. These plans are subject to the examination and approval of the Secretary of Transportation. The Secretary likewise needs to establish security incident response plans for vessels and facilities involved in transportation security incidents. The Secretary of Transportation is also required to assess the effectiveness of antiterrorism measures in specified foreign ports (MTSA, S 102) The Secretary of Transportation may also deny admission, or removal, of an individual from the US if the individual poses as terrorism security risk to the nation. Otherwise, a qualified individual may be issued a transportation security card for entry into secured areas for vessels or facilities. The Secretary can also establish criteria for denial of admission to the US and can direct the Attorney General to perform background checks on individuals seeking entry into the US. Likewise, the Secretary is authorized to deny entry of vessels from foreign ports with ineffective antiterrorism measures or not maintaining effective antiterrorism measures (MTSA, S 102). In addition, the Secretary is tasked with coordinating with the US Coast Guard in developing an international agreement that provides for a uniform, comprehensive, international system for identification of seafarers that will allow the US and another country to establish the identity of any seafarer on a vessel within the US waters or such other country involved (MTSA, S 103). To help in implementation, the Secretary of Transportation is tasked with the establishment of maritime safety and security teams. The scope for these teams is protection of vessels, harbors, ports, facilities, and cargo in US waters. The Secretary is also tasked with implementing a system to collect and analyze information on relating to the vessels crew, passengers, cargo and intermodal shipments. Specified vessels operating in the navigable waters of the US are also required to be equipped ith Automatic Identification Systems (AS) (MTSA, S 102). In summary, pursuant to the MTSA, the Secretary of Transportation is required to implement measures for vessel identification, information collection, vulnerability assessment and to establish security plans for the nations ports and specified foreign ports. Violations of the requirements in this section gives the secretary authority to set forth civil penalties. The MTSA also served to amend past legislation. Section 104 of the Act provides that MTSA amends federal law to extend the Jurisdiction of the US to include all aters of the territorial sea as described in Presidential Proclamation 5928. The Ports and Waterways Safety Act (PWSA), which was earlier discussed in this paper, was also amended to authorize the use of qualified armed Coast Guard personnel to serve as sea marshal on vessel and public or commercial structures which are on or are adjacent to the US. These sea marshals have the duty of preventing or responding to terrorist acts or transportation security incidents (MTSA, S 107). The International Maritime and Port Security Act, which was also earlier discussed as Title Xl of the Omnibus Diplomatic Security and Antiterrorism Act, was also amended to require an annual report to be submitted to Congress on threats of terrorism to US ports and vessels. Such an annual report is also supposed to contain an analysis of the effectiveness of maritime transportation security activities under MTSA regarding port security against terrorist attacks (MTSA, S 110). The MTSA has also touched on the authority of the Coast Guard. They are now authorized to conduct marine casualty investigations involving foreign vessels in areas outside US territorial waters. Such authority is consistent with practices and procedures of international law (MTSA, 423). The Act also amends the Maritime Drug Law Enforcement Act to permit the Coast Guards drug interdiction Jurisdiction to extend to 24 nautical miles from US shores. This constitutes the outer limit of the US contiguous zone. The MTSA also provides for circumstances under which the US Government may legally seize a vessel involved in illicit drug smuggling (MTSA, S 418). One major strength of the MTSA is that, as landmark legislation, it provides for a standard for US ship and port security which is pursuant to one world standard for hip and port security as pursuant to the ISPS Code. The US no longer has to rely on a patchwork of security procedures since there is a comprehensive set of standards that the international community must adhere to (Ridge, 2004). In his Remarks delivered at the Port of Los Angeles, Secretary Tom Ridge stated: This will help create a culture of security at ports around the world and mandate specific improvements (2004). The vessel identification system required by MTSA will allow the US to regulate the entry of vessels, as well as its passengers, crew, and cargo before allowing their ntry into the US. Vulnerability assessment should also help port facilities and vessel owners and operators to evaluate their risks to transportation security incidents and terrorist attacks. The gathering of maritime information will allow the US to analysis make a port vulnerable to such incidents. The action plans required by the MTSA also calls for harbor areas to take affirmative steps in ensuring they comply with security and safety requirements, as well as to coordinate among federal and local agencies, as well as other maritime stakeholders. There is thus a Joint, nationwide ffort to fortify our ports and to protect the nation from potential terrorist attack. Basically, the obvious strength of the MTSA is that it calls for verification in the entry of vessels, foreign or domestic, into US ports. This allows the US to prevent and regulate terrorist threats to the country. Another important strength of the MTSA is that it calls for security plans and assessments which are pertinent per port or harbor area. US ports are not required to follow one strict security plan. Assessments and action plans are designed according to meet the unique security and safety needs for each specific port (Ridge, 004). Critiques of the legislation in related literature have identified three weaknesses of MTSA which relate primarily to security issues. The three weaknesses are as follows: 1) the limited number of ports that will be covered by the MTSA vessel identification system requirement; 2) the scope and quality of the port security assessments pertaining to vulnerability assessments; 3) Coast Guards intention of not individually approving security plans for foreign vessels (Wrightson, 2003). The AS, or automatic identification system, to be developed for vessel dentification system (MTSA, S 102) requires the Coast Guard to implement a process that allows port officials and other vessels to identify the identity and position of vessels entering or operating within their respective harbor area, as an early warning of unidentified vessels or vessels which are not in a location. The problem with implementing such a system is that it requires considerable land-based equipment and infrastructure which are not currently available in many ports across the US. Studies forecast that the AIS will be available in less than half of the 25 busiest ports in the nation (Wrightson, 2003, p. ). The second weakness in MTSA, which was apparent after examination and review by United States General Accounting Office (GAO), pertains to the scope and quality of the vulnerability assessments required by the Act for every port facility and vessel owners and operators regarding transportation security incidents (MTSA, S 102). In a Testimony before the Committee on Commerce, Science and Transportation on September 9, 2003, Margaret Wrightson, Director for Homeland Security and Justice Issues, said: As part our work, we have interviewed port stakeholders to obtain their views on the process. At one port, where the assessment has been completed and the report issued, stakeholders said they had not been given an opportunity to comment on the report, which contained factual errors and did not include an assessment of railroads and the local power generating plant. At the other port, where the assessment was still in process, local Coast Guard personnel and port stakeholders noted that a survey instrument referred to the wrong port, asked questions they regarded as not pertaining to security, and was conducted in ways that raised concerns about credibility. Many of these stakeholders saw little sefulness in the assessments, believing that they added little to what the reviews of individual facilities or installations. They said the assessments focused on the same systems that had already been reviewed and would have greater value if they were focused on matters that had not already been thoroughly studied, such as the potential for waterborne assault (Wrightson, 2003, pp. 9-10). The usefulness and accuracy of such vulnerability assessments have been criticized extensively by those required to participate in such assessments. In addition to quality of such assessments, according to Wrightson, the costs for these ssessments are also extremely high. Most assessments have been conducted only at medium-sized ports in the US, and even at each port the costs per assessment is estimated at $ 1 million or more (Wrightson, 2003, p. 10). Given the cost and the questions as to the usefulness of such assessments, implementing this requirement of the MTSA continues to be a struggle and ineffective today. The third issue pertains to the vessel security plans required for all vessels operating in US waters. These security plans, subject to review and approval by the Secretary of Transportation, must comply with MTSA requirements. According to Wrightson, to implement this requirement, the US Coast Guard has stated that it does not have the intent to individually approve vessel security plans for foreign vessels. The Coast Guard provides that flag state approval of a vessel security plan constitutes compliance with the MTSA requirement of MTSA vessel security plans. Unfortunately, MTSA does not mention any role or participation of foreign countries with respect to the US Secretary of Transportations require approval of such vessel security plans. The problem with this is that ISPS provides for an international equirement for a security plan, which provides that a vessels flag state is responsible for reviewing and certifying the vessels security plan. The concern here is that a vessel may belong to a flag state which does not have a strong safety requirement standard. A foreign vessel belonging toa flag state is subject to the review and certification of such states safety requirements of that vessels security plan. According to Wrightson (2003), the Coast Guard implemented rules to address this issue by verifying that foreign vessels have approved, fully implemented security plans (Wrightson, 2003, pp. 0-11). Unfortunately, the US Coast Guard admits that its security effort is modeled after the US safety program, which may differ from a flag states safety requirements. The Coast Guard is reported to not have contingency plans in place in the event that stronger safety measures than those called for in their current plans are required in order to verify a foreign vessel. These concerns however pertain mainly to foreign flag vessels. us-registered vessels and their corresponding security plans will be reviewed and approved by the Coast Guard. Such review and approval also comes at high costs. In the 2004 budget for the US Coast Guard, the review and approval of the security plans as required by MTSA for domestic vessels alone were set for $ 70 million, with 150 full time personnel required to conduct the review and approval (wrtghtson, 2003, pp. 0-11). Lastly, there is a fourth weakness that can be identified in the MTSA. Although it was discussed that the fact that MTSA does not require for a specific security or action plan for each part, and that action plans are tailored to fit the safety needs of drawbacks. Congress has identified the issue of determining what elements of port ecurity might be best addressed through establishing across-the-board or standard measures applicable to all seaports in the US. These common standards and practices is naturally contradictory to the tailored, site specific approach that MTSA encourages in order to meet the safety needs and specific circumstances of each particular port in the US. For instance, the MTSA does not provide for a specific percentage of cargo which Customs Service should physically inspect at US seaports (Fritelli, 2003, p. 6). 5. Final Assessment and Recommendations to Strengthen MTSA Despite its flaws, the MTSA is still landmark legislation as it took a huge step in allowing the US to prevent and deal with terrorist attacks on the nations maritime ports. Of the 46 key areas identified to implement the requirements of MTSA, 43 of these ports or harbors have already transmitted maritime information which is a preliminary step in helping to establish security systems and action plans (Wrightson, 2003, p. 1). Due to the requirements in MTSA, the Coast Guard has also published its six interim rules on the provisions in the ACT wherein it has lead responsibility ertaining to national maritime security initiatives, area maritime security, vessel security, facility security, outer continental shelf facility security, and AS. The rules also provided for a comprehensive description of industry-related maritime security requirements and cost-benefit assessments for US ports (Wrightson, 2003, pp. 4-6). A careful analysis of strategies and issues identified by the US Department of Homeland Security calls for the following recommendations relating to the issues and weaknesses of MTSA identified in this paper (US Department of Homeland Security, 005): Development of an Infrastructure Recovery Plan which sets standards and procedures for recovery of maritime infrastructure following an attack or similar disruption. This should go hand in hand with vulnerability assessment, in order to respond to the criticism as to lack of usefulness of vulnerability assessments in ports. Vulnerability assessment should thus include assessment as to the costs and extent of recovery needed for an area after a transportation security incident or terrorist attack. Development of an International Outreach and Coordination Strategy. This should allow a framework for the US and foreign governments to coordinate regarding security measures and standards. This will address the issue regarding the Coast Guard verification of foreign flag vessels which may have different security measures and standards as the US. The other issues identified as weaknesses of the MTSA costs of putting AIS in place, costs of conducting assessments in ports, and the lack of a standard measure for all ports versus specific area standards per port have been addressed in the 108th Congress, 1st Session, in HR 2193. The Bill, cited as the Port Security Improvements Act of 2003, provides for funding of port security enhancements pursuant to MTSA. The House Bill provides for standardization of security requirements for ports, vessels and facilities, requiring the Coast Guard to issue regulations under Section 70103, Title 46 of the United States Code, to establish national minimum standards for security requirements for each port, facility in a port in the US, and each vessel entering a US port.

How To Drive a $221 ROI Using Promoted Content on Facebook

How To Drive a $221 ROI Using Promoted Content on Facebook How would you like to make $22 on every $1 spent promoting content? Sounds too good to be true, right? Well, let’s find out. Today, we’re talking to Freyja Spaven and Daniel Daines-Hutt, authors of How We Drive A $22:1 ROI From Cold Traffic, Using Facebook And Promoted Content. They share secrets to their success when it comes to researching, planning, designing, copywriting, and testing to promote content via paid ads on Facebook. AmpMyContent helps small business that have funds, but are time poor and unable to leverage content Tweaking content to make it 10X more effective Paid Ad Process: Ad goes to cold audience Drives them to piece of content Presents hyper-specific, next-step offer with a highly efficient lead magnet Over-inundation of content; 83.6 million new posts are published every month Facebook ads allow you to get a lot reach, without spending a lot of money Research: Push traffic to good, not bad content; determine if ad is profitable; and interview readers regarding a problem that needs a solution Avoid creating a lot of content that doesn’t highlight your expertise about a topic Ads start at a loss; use bottom-up testing to make ads profitable Create an ideal audience for your content to make an ad that resonates with them Supply and Demand: More specific your ads, the more Facebook charges How people consume a newsfeed ad; on auto-pilot with their attention, interest Use Facebook machine learning to your advantage to obtain user data and create an algorithm to achieve conversion goals Branded Solution: Ad content should educate readers about specific systems and processes that reduce stress and solve relevant problems Getting people into a room, but not offering them anything; every piece of content should have a call to action Email is an effective channel to make sales Links: The Definitive Guide to Paid Content Promotion: Facebook Edition How to Create Killer Content That Gets Results In Any Industry AmpMyContent Freyja Spaven on Twitter Daniel Daines-Hutt on Twitter The 10X Marketing Formula by Garrett Moon Mad Men Machine Learning Facebook What topics and guests do you want on the Actionable Marketing Podcast? Send me your suggestions! If you liked today’s show, please subscribe on iTunes to The Actionable Content Marketing Podcast! The podcast is also available on SoundCloud, Stitcher, and Google Play. Quotes: â€Å"There are so many benefits to promoting content, rather than just writing new stuff all the time.† Daniel Daines-Hutt â€Å"It’s a very simple process. Like everything when it comes to marketing, it’s the subtleties.† Daniel Daines-Hutt â€Å"Marketing really is connecting someone from A to B, from their problem to the solution.† Daniel Daines-Hutt â€Å"One of the big mistakes that we see is people creating a great breadth of content and not really showing their expertise in their content by going deep into a subject.† Freyja Spaven