Public Opinion on Homosexuality and Marriage Essay

General Opinion on Homosexuality and Marriage - Essay Example The core of the gay discussion spins around the meaning of marriage. The Federal Defense of Marriage Act (DOMA) characterizes â€Å"marriage as a legitimate relationship between one man and one lady for motivations behind every government law, and gives that states need not perceive a marriage from another state on the off chance that it is between people of the equivalent sex† (Chabot, p.8). As it were, marriage is confined to a relationship between one man and one lady and same-sex marriage, regardless of whether it is perceived by one state isn't perceived by the central government and consequently administrative advantages are denied to gay people. This Act has gotten into a tricky situation. The individuals who bolster gay relationships contend based on common and strict opportunity, budgetary reasonability and the standard of adoration. One author contends that â€Å"the First Amendment of the Constitution unmistakably expresses that an individual's strict perspectives or scarcity in that department must be ensured. Marriage by the state is a mainstream action; the legislature can't begin making laws on the grounds that a religion says they should† (Messerli, 22 May 2009, p.1). At the end of the day, one strict view ought not direct the view or way of life of another. Same-sex marriage involves decision and the state has no privilege to preclude gay people from securing this decision. Another contention expresses that â€Å"The option to wed the individual that you love, have made a promise to, and wish to live with for an amazing remainder is a basic human right† (Robinson, p.3). He likewise proceeded to cite a leaflet by the National Gay and Lesbian Task which expresses that, If lawfully wedded, gay, lesbian and swinger couples would have a more noteworthy capacity to think about and ensure their families.† The monetary advantages the handout named included joint assessment forms, joint protection arrangements for home, auto and wellbeing, programmed legacy on death, secure work environment and different advantages, for example, annuities, benefits plans, Medicare, and so forth. Â

Corn production Essay Example | Topics and Well Written Essays - 1500 words

Corn creation - Essay Example (ibid.)† The five models for case determination as per Smelser (1976: 4) is as per the following: â€Å"(1) suitable to the sort of hypothetical presented by the investigator†¦ (2) pertinent to the wonder being studied†¦ (3) experimentally invariant regarding their classificatory criterion†¦ (4) mirror the level of accessibility of information alluding to this unit†¦ and (5) choices to choose and group units of examination ought to be founded on normalized and repeatable methodology. The social issue that I have picked is the issue of bio-ethanol creation and agro-energizes †a petulant issue bantered upon during a time of vitality powerlessness and land deficiencies. The defenders of agro-fills commend activities by the US government to set out on gigantic corn ethanol creation, predominantly to diminish dependence on petroleum products. Then again, its rivals contend that there are dangers to little ranchers in provincial spots of creation and can ext end disparity. The exploration that I have picked was composed by Gillon (2010). In the said paper, Gillon (2010, p. 723) took a gander at corn ethanol creation in the province of Iowa, United States and took a gander at the elements and connections between enormous business †i.e., the ethanol enterprises †and the little ranchers. He additionally inspected the approaches and legislative issues that encompass ethanol creation. He started by taking a gander at the related writing from a progressively worldwide viewpoint, contending that â€Å"each agrofuels contention infers a renegotiation of social and environmental relations, regardless of whether the issue is food emergencies, land use change, showcase connections, or battles over industry support and proprietorship. (page 726).† His reason is that the ethanol free for all is symbolic of the inclination of private enterprise to depend on â€Å"environmental fixes† (in the same place.) †whereby bioethan ol is elevated to probably lessen ozone depleting substances, however â€Å"consumption levels and gathering dependent on removing modest corn from the Midwestern scene. (page 727)†. One of the cental ends that Gillon gets from his exploration is that in spite of the affirmations of the advocates of bio-ethanol, little ranchers don't remain to pick up from the bioethanol blast. This is on the grounds that, in his words, â€Å"despite shortsighted attestations that country advantages will show up behind an ethanol industry, the dangers, expenses, and openings related with biofuels industry advancement fall unevenly. (page 733)† Interviews with the Iowa ranchers exhibited that the rising information costs and land rents made any benefits that came their way from corn creation irrelevant. Another end that the examination makes is that the discouraged country economies from which the ethanol are sourced are the ones taking care of the wants of shoppers in urban networks. W hile the urban purchasers profit by the diminished expenses of fuel and the supposed natural kind disposition of sustainable power source, the rustic zones are paying ecological costs that are undetectable in the bio-ethanol talk. The creator gave the case of Cargill, a biodiesel plant in Iowa Falls, Iowa that arranged 135,000 gallons of fluid oil and oil into a stream, in this manner trading off water quality in the region. Another point is that the expansion of corn creation on the land to take care of into the ethanol venture puts colossal weights on the land and on the earth †more than some other yield, corn creation produces the most elevated levels of green house gases (page 739.) It is likewise biased to the Conservation Reserve

Back toPaper in the Classroom Richmond Writing

Back toPaper in the Classroom Richmond Writing I have a penchant for mixing things up in class, if only to keep writers on their toes. For many semesters, I got away from any writing on paper in favor of blogs, digital stories, and wikis.   Now, in a literature course I last taught as paperless, some old friends (and nemeses) have returned: staples, margins, page numbers. Why have I returned to the 20th Century? When conducting a paper chase with 16 Writing Consultants and 18 literature students, I found that paper enables my Consultants to write the sort of commentary they will most likely write for our professors or in our Writing Center. In time, our faculty will embrace multimedia for many projects, but even then, Writing Consultants will need to understand the rhetoric of linear as well as associative, collaborative projects. One could do what Im doing with file exchanges, of course, and some faculty do just that. Im no stranger to MS Words track changes and embedded comments, but even as I write this post, a student has contacted me with a question: the introduction I returned to her, with my comments linked to text, does not seem to be working. Im not fond of MS Words dependence upon co-writers having similar versions. Ill probably have to switch to Google Docs to finish helping her. Its simply a simpler, and more ubiquitous, technology. Yet even that lacks the ubiquity of paper. Paper cannot show multimedia (yet). Paper cannot have live feedback forms or allow online tagging and collaboration (yet). Despite these limitations, Im most curious to see how a paper-based class goes for me this term. Stay tuned. Some tasks are, however, inefficient on paper. Id include sign-up sheets for Writing Consultants, whether done collaboratively or with a single editor, as in this example from my current lit. class. Everyone with the link can view the document from wherever they may be. I now consider Google Docs to be paper plus, since they preserve what is best about linear discourse but add collaborative features that are clumsy in Microsoft Office, a technology designed for print.

Iran, United States Position, And Decisive Storm Essay

Nuclear Deal with Iran, United States Position, and Decisive Storm The Iranian nuclear project has been certain since its inception with the new regime, and Iran has one specific objective to achieve, it is to produce a nuclear bomb. Iran s leadership has fully convinced that the quest to build Iran as the leader at the regional level will not be achieved without having a military nuclear capability. Iran is considered to have a nuclear weapon is very important in Iranian strategy based on the adoption of the fierce policy of intervention in the affairs of the regional countries and expanding the circle of influence. The Shah s dream before his fall is the same as the dream of velayat-e faqih at the current time, which the Iranian regime coveted in controlling over the most of the countries of the region. As a part of the Iranian strategy is launching public threats which confirms Iran s diverse capabilities and potential to inflict great damages in any of the countries in the region that dare to threaten or challenge its interests. Iran used the me dia as an element of national power by continuous launching news of achieving big successes in the development of weapons and military equipment and the growth of military capabilities that will be used to punish enemies To spread fear and terror in the region. It turned out the Iranian regime continues to pursue an expansionist policy in the region after the completion of the nuclear agreement, Iran caused in escalating theShow MoreRelatedThe Ultimately Successful The Houthi Movement1496 Words   |  6 Pagesand a security one (Terrorism and Piracy). Alarmed by the Houthi Coup, Riyadh fears Iran is opening another proxy closer to home. In turn Riyadh is leading a coalition of state in an offensive called Operation Decisive Storm. Saudi Arabia is joined by: Kuwait, Bahrain, Qatar, Egypt, the UAE, Morocco, Senegal, Jordan, Sudan, and is supported by the United Sates (Intelligence and weapons). Operation Decisive Storm, a large series of Air Strikes, have been successful according t o Riyadh, ultimatelyRead MoreThe Kingdom Of Saudi Arabia2360 Words   |  10 Pagessupport of the United States. The reluctance of the Americans to get overly involved will leave it up to the Saudis to provide air support, and help fund and train their Arab allies in their fight against Assad and the Iranians beyond the borders of Syria. Meanwhile, with their largest historic budget deficit looming, it has yet to be seen if this will be possible. Saudi Arabia has a clear stake in the fighting in Syria; by overthrowing Assad, they are weakening Iran. Weakening Iran is of great importanceRead MoreAmerican Military During The War Era3341 Words   |  14 Pageswould want to go into this war, Iraq was going after Kuwait, which had one of the largest oil reserves in the world, and also bordered closely with our close allies Israel. The Persian Gulf War, aka Operation Desert Shield and Operation Desert Storm for the majoriy of America s involvement in the region, was the first advanced warfare fight that the US military was in. We were coming into the era of the computer and soon behind the internet, and our weaponry was advancing at an incredible paceRead MoreAmerica s Foreign Policies And Outlook On National Security Protocol2150 Words   |  9 Pages government actions have unintentionally unleashed a terrorism outbreak within the Middle East. With intention to stop terrorist acts from taking place, the interests of the U.S. have undoubtedly caused anger among the people of Afghanistan, Iraq, Iran and may have caused terrorist organizations to benefit from actions made by the mistakes of our U.S. military. Mercado 2 Our involvement within the Middle East has consisted of actions that could have increased terrorist threat and could have benefitedRead More Operation Iraqi Freedom Essay2165 Words   |  9 PagesOPERATION IRAQI FREEDOM Introduction On March 20, 2003, the combined military forces of the United States and Britain crossed the southern border of Iraq and Kuwait with the intent of capitulating the government of Saddam Hussein. Over the course of 21 days, the joint task force moved quickly and decisively to seize major objective cities along the road to Baghdad using aviation, armor, artillery, and infantry. 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In the lateRead MoreSecurity Forces51988 Words   |  208 PagesCombat Skills PAGE 1 19 59 65 81 88 97 100 103 117 122 138 150 169 186 225 THIS PAGE INTENTIONALLY LEFT BLANK SFAC /TECH. TRNG. SG L3ABR3P031 0S1C UNIT 1 DEFENSE CONCEPTS OBJECTIVE 1a Identify the relationship of basic facts and state general principles about TACON, OPCON and ADCON. Written Measurement (Test #4) OPERATIONAL CONTROL (OPCON) Operational Control is command authority that may be exercised by commanders at any echelon at or below the level of Combatant Command. OperationalRead MoreOne Significant Change That Has Occurred in the World Between 1900 and 2005. 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Introduction to International Trade - 1356 Words

Introduction to International trade International trade is the exchange of capital, goods, and services across international borders or territories or in other words is the process of import and export. international trade has been present throughout much of history its economic, social, and political importance has been on the rise in recent centuries. Industrialization, advanced in technology transportation, globalization, multinational corporations, and outsourcing are all having a major impact on the international trade system. While In most countries, such trade represents a significant share of gross domestic product (GDP). Increasing international trade is crucial to the continuance of globalization this is because without†¦show more content†¦Advantages and disadvantages of international trade The advantage of international trade is greater variety of goods available for consumption and international trade brings in different varieties of a particular product from different destinations. This gives consumers wider arrays of choices which is will not only improve their quality of life but as a whole it will help to the country grow. Better utilization and efficient allocation of resources since countries tend to produce goods in which they have a comparative advantage and its lead to when the countries produce through comparative advantage, wasteful duplication of resources is prevented and helps save the environment from harmful gases being leaked into the atmosphere and also provide countries with a better marketing power. Promotes efficiency in production as countries will try to adopt better methods of production to keep costs down in order to remain competitive. For those countries that can produce a product at the lowest possible cost, will be able to gain a larger sh are in the market. Therefore an incentive to produce efficiently arises. This will help standards of the product to increase and consumers will have a good quality product to consume. As the market for the countries’ goods widens through trade more employment couldShow MoreRelatedInternational Trade : Comparative And Competitive Advantage1512 Words   |  7 Pages International trade theories are simply theories that explain how imports and exports work between different countries. Hence the name international trade. In this paper I will be reviewing different theories of international trade, explain the difference between comparative and competitive advantages, and answering three important questions. 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The Pan American Airlines Free Essays

Pan Am was an American icon for more than sixty years. The company skyrocketed into success and set the industry standards for others to follow. With Trippe at the helm, it seemed the company could do no wrong and that the world was truly within its grasp. We will write a custom essay sample on The Pan American Airlines or any similar topic only for you Order Now However, changes in competitiveness in the marketplace, thanks to the Transpacific Route Case and deregulation, coupled with decline in air travel and soaring fuel prices caused the company’s ultimate demise. Juan Trippe: The Man Behind Pan American: Juan Trippe, founder of Pan American World Airlines, graduated from Yale in 1921. He became bored with working on Wall Street, and after receiving and inheritance, started to work with New York Airways, a commuter service that served the wealthy and powerful. Eventually, with the aid of some of his wealthy friends, Trippe invested in an airline named Colonial Air Transport (â€Å"Juan Trippe†, 2005). Trippe’s interests lie in servicing the Caribbean, though. As such, he created the Aviation Corporation of America, based in Florida. It was this company that Trippe would use to take over fledgling Pan American Airways. Pan Am’s first flight from Key West to Havana took off on October 28th, 1927, and signaled the beginning of an era of evolution for the aviation industry. Besides Pan Am, Trippe established China National Aviation Corporation, providing domestic service within the Republic of China. He also became a partner in Panagra, the Pan American-Grace Airways, holding a quasi-monopoly for air travel in many parts of South America (â€Å"Pan American-Grace Airways†, 2005). But, it would be Trippe’s Pan Am and his famous Clipper planes that would indelibly etch his aviation efforts in the minds of millions of people. Trippe was known, in the aviation industry, for his innovation. He believed Pan Am was the standard setter, and that air travel should be just for the wealthy, but for the general public as well. He is often credited as the father of the ‘tourist class’ and saw great potential for expanding his customer base with the development of jet aircraft. Introducing 707s and DC-8s into his fleet, Trippe was able to lower fares and increase passenger numbers (â€Å"Juan Trippe†, 2005). It was Trippe’s desire to service even more passengers that led to his request of friend Bill Allen of Boeing to produce an even larger aircraft. The end result was the Boeing 747. Yet, despite his best efforts, the oil crisis of the 1970s and airline deregulation, would see Trippe’s Pan Am eventually crumble apart (â€Å"Juan Trippe†, 2005). History of Pan American World Airlines: Pan American World Airlines, commonly known as Pan Am, was the primary international air service provider in the United States for approximately sixty years. Pan Am was a cultural icon of the 20th century, and the unofficial flag air carrier of the United States (Shaw, 1997, p. 12 – 13). It was their dedication to customer service and innovations, such as the use of jumbo jets and computerized reservation systems, that would help shape the industry. Major Henry â€Å"Hap† Arnold and a few partners founded Pan American Airways Incorporated in 1927. They had obtained a U.S. mail delivery contract to Cuba, yet did not have the physical assets available to actually do the job. A few short months later, Trippe had formed Aviation Corporation of America, with backing from William Rockefeller and Cornelius Vanderbilt Whitney, along with others. With Whitney at the helm as President, Aviation Corporation had obtained the landing rights for Havana, by acquiring a small seaplane service between Key West and Havana. During the same time, the Atlantic, Gulf and Caribbean Airways Company was established, by New York investment banker, Richard Hoyt (â€Å"Pan American†, 2005). It would be these three companies that would merge in a holding company called the Aviation Corporation of the Americas, in June of 1928. Hoyt was named Chairman, Whitney was made President, and Trippe and his partners held forty percent of the equity. Pan American Airways Incorporated was created as the primary operating subsidiary of Aviation Corporation of the Americas, with Trippe positioned as the operational head of the new company (â€Å"Pan American†, 2005). The United States government approved the transfer of the original mail delivery contract to Pan Am, without hesitation. The government had feared that the German-owned Colombian carrier SCADTA would have no competition in routes between the US and Latin America. The government further assisted Pan Am by insulating it from American competitors, choosing Pan Am as their ‘chosen instrument’ for American foreign air routes (Bilstein, 2001, p. 79). This monopoly on foreign airmail contracts allowed Pan Am to expand quite rapidly. Plans were made to expand Pan Am’s service through all of Central and South America. The next decade saw Pan Am purchasing multiple failing airlines in their target territory, as well as the negotiation with postal officials to win airmail contracts in their regions. Trippe toured Latin America, with Charles Lindbergh, to negotiate landing rights. Within a few short months, Trippe had opened up service down the west coast of South America, all the way to Peru. With the purchase of New York, Rio and Buenos Aires Line, Pan Am opened up a seaplane route along the eastern coast of the continent, including Buenos Aires, Argentina, and Santiago, Chile (â€Å"Pan American†, 2005). Pan Am’s stock soared, with the development of their South American network. Negotiations with Britain and France, to start a seaplane service between the United States and Europe began in earnest. The British state carrier, Imperial Airways, was eager to partner with Pan Am, however France’s Aeropostale was on of Pan Am’s competitors in South America, was less eager to help. Eventually, Pan Am was able to negotiate a contract offering services from Norfolk, Virginia, to Europe by way of Bermuda and the Azores. In addition, they obtained another airmail contract, this time servicing Boston to Halifax (â€Å"Pan American†). Pan Am’s next plan of action was to begin land plane service, over Alaska, to China and Japan. Lindbergh’s services were once again called upon, as he was sent to survey the area, in 1930. Yet, due to the political turmoil in the Soviet Union and Japan, it was determined that that route was not viable. Instead, Trippe focused on developing service from San Francisco to Honolulu, with continuing flights on to Hong Kong and Auckland. By 1934, Pan Am had secured rights to land at Pearl Harbor, Midway Island, Wake Island, Guam, and Subic Bay. By 1935, the company had been awarded the airmail contract between San Francisco and Canton, China (â€Å"Pan American†, 2005). Pan Am’s ‘Clippers’ were the only aircraft capable of transcontinental travel, at the time. The airline prided itself on service, and their flight crews formal naval-style uniforms and procession when boarding harkened to this fact (Gandt, 1995, p. 19). As World War II set in, most of Pan Am’s fleet was called into military service. This allowed Pan Am to open new routes in central Africa and Iran. By early 1942, Pan Am was the first airline to operate a route that circumnavigated the globe (â€Å"Pan American†, 2005). Following World War II, Pan Am’s fleet was rejuvenated with faster planes made up of Boeing 377s, Douglas DC-6s and Lockheed Constellations. Competition from began to impact the previously untouched Pan Am. TWA began service to Europe, Braniff to South America and Northwest Orient began service to East Asia (Bilstein, 2001, p. 169). Hoping to reposition itself as America’s chosen international carrier, in 1950, Pan Am changed its name to Pan American World Airways, introduced ‘economy class’ service, and began to offer around-the-world flights. Significant Accomplishments of Pan Am: Trippe had positioned Pan Am as a leader in the aviation industry through a variety of tactics. Airmail contracts had launched the company and expanding passenger service had firmed its hold on the industry. However, competition had intensified during the company’s first two decades of service. To remain competitive, Trippe began investing in new aircraft. Jets and wide-bodied airplanes, such as the DC-8 and 707, were used to increase the number of passengers they could service, while reducing costs. The company was the first to operate 747 service, in 1970, and was one of the first three airlines to take out options on the Concorde, however, did not exercise this option. Diversification was another competitive option for Pan Am. Trippe bought into the InterContinental Hotel chain, as well as a business jet, the Falcon, as complimentary businesses. In addition, Pan Am was involved in developing a missile-tracking range in the South Atlantic and also in operating a nuclear engine-testing lab, in Nevada (Ray, 1999, p. 184). It was in 1962 that Pan Am would introduce the next industry innovation. The organization contracted IBM to build PANAMAC, a computerized airline and hotel booking system. Occupying the fourth floor of the Pan Am Building, PANAMAC not only managed Pan Am’s flight and hotel reservations, but also was a database of knowledge on geographic areas, airports, aircraft, other hotels, and even restaurants (â€Å"Pan American†, 2005). In 1971, Pan Am expanded Terminal 3 of John F. Kennedy International Airport, dubbing it ‘Pan Am Worldport’. The largest airline terminal for several years, Worldport was most noted for its flying saucer shaped roof that was suspended far from the outside columns of the terminal, allowing airplanes to pull their noses under the roof, preventing passengers from getting wet as they got on or off the planes (â€Å"Pan American†, 2005). Intercontinental routes flourishing, in 1964, Pan Am began providing helicopter service between New York’s major airports and Manhattan. Their fleet had grown from 707s, 747s and DC-8s, to include: 720s, 727s, 737s, 747SPs, Lockheed L-1011s, and eventually Airbus A300s (â€Å"Pan American†, 2005). This diversified fleet allowed Pan Am to meet a variety of needs for the varied routes they serviced all over the globe. Pan Am was not only a great leader in the aviation industry, but also a leader in humanitarian flights. The company flew approximately 650 flights a week between West Germany and West Berlin. And, in 1966, Pan Am flew Rest and Relaxation (RR) flights during the Vietnam War, carrying American service men and women to Hong Kong, Tokyo, and a variety of other Asian cities for well-deserved RR (â€Å"Pan American†, 2005). In 1973, the energy crisis dealt a staggering blow to Pan Am. High fuel prices and low demand for air travel were only Pan Am’s beginning worries. The Transpacific Route Case was one of the most damaging policies for the company. Prior to the Transpacific Route Case, the only airlines allowed to fly civilian transpacific routes were Pan Am and Northwest Orient. President Dwight Eisenhower opened the case, in 1959, to investigate opening the transpacific market up to more competition. Although Eisenhower closed the case, Kennedy reopened it in 1961. By 1969, the Civil Aeronautics Board had awarded additional transpacific routes to airlines including: American Airlines – Australia, Fiji, Hawaii, New Zealand, and Samoa Continental Airlines – Guam, Hawaii, and Saipan Northwest Airlines – Hawaii to Asia flights Trans World Airlines – Hawaii, Japan, and Taiwan Western Airlines – Hawaii (â€Å"Transpacific†, 2005). This additional competition drastically reduced Pan Am’s international passenger service as well as profit margins. The large fleet of 747s the company had invested in, while expecting a continued increase in travel demand, would now weigh down the company and eat away at their profit margin. In response to this new competition overseas, Pan Am worked on further developing their domestic market. Road blocked at winning approval for new domestic routes, it was airline deregulation, in 1979, that would allow Pan Am to expand its service in the United States. However, the gift of deregulation would also be the company’s greatest bane. Trippe had failed to create a strong domestic presence for his airline. He now found himself competing with established carriers in the domestic market, for the routes he wished to enter, plus had to compete with them on international routes as well. In response, Pan Am absorbed National Airlines, in 1980, yet a bidding war caused the company to sell for a much higher price than its worth (â€Å"Pan American†, 2005). The two companies were at odds with one another from the beginning. The two disparate fleets caused the company to run inefficiently and ineffectively. Their route networks were incompatible as were the two companies’ corporate cultures. Insurmountable debt began to be accumulated. In an effort to recover, the Pan Am Building was sold off to MetLife, in 1981, and in 1985, Pan Am’s entire Pacific route was sold to United Airlines. The money from the sales was used to invest in new aircraft, and despite the beginning of shuttle service between Boston, New York and Washington D.C., the financial losses and declining customer service plagued the company (â€Å"Pan American†, 2005). The final straw came with lax security on board Pan Am flights. Despite the development of the Alert Management Systems, in 1986, in order to reduce cost and avoid inconveniencing customers, Pan Am kept security at a minimum. The Lockerbie bombing caused Pan Am to be associated with terrorism and brought a $300 million lawsuit, filed by more than 100 families. By March 1991, the company began to sell off it’s most profitable routes, and on December 4th, 1991, the airline’s last flight from Bridgetown, Barbados to Miami was completed. In the end, Pan Am was an American icon for more than sixty years. The company skyrocketed into success and set the industry standards for others to follow. With Trippe at the helm, it seemed the company could do no wrong and that the world was truly within its grasp. However, changes in competitiveness in the marketplace, thanks to the Transpacific Route Case and deregulation, coupled with decline in air travel and soaring fuel prices caused the company’s ultimate demise. How to cite The Pan American Airlines, Essay examples

Slavery In US Essays (3396 words) - Slavery In The United States

Slavery In US The Slaves' And The Slaveowners' Views Of Slavery "That face of his, the hungry cannibals Would not have touched, would not have stained with blood;-- But you are more inhuman, more inexorable, Oh! ten times more than tigers of Hyrcania." Shakespeare I chose the topic about slavery for my research paper because I thought it would be an interesting experience doing research about slavery. It is American history and the more we know about it, the better we can understand what is going on today in our country. I think that because slavery was abolished very recently in terms of historical periods of time, it still has an impact on today's economic and political life. Searching for the writings by slave owners was a more difficult task then searching for the writings by slaves. However, I found a lot of useful material in various sources. The slavery in the United States is no doubt a shameful history of our country. White people transferred the slaves living in Africa to the New Land and treated them as their property, not as human beings. The living and working conditions of slaves and their food were extremely poor. Those were inhuman conditions in which the slaves had to survive. Endless executions of the slaves made the situation even worse. Slavery was a period of time when one race treated the other race as animals, things, property, but not as people. Unfortunately, not everyone saw the situation as it was in reality at that time. As we can see from many different sources available today, the points of view of slaves and slave owners on slavery were the opposite to each other. That can be seen in various slaves' and slave owners' descriptions of slavery. Slaves described their dwellings, food, clothes, labor, and the terrible treatment of slaves by their masters. On the other hand, slave owners described the relationships between slaves and their masters in a very positive way. They argued that slavery is very beneficial for the slaves and the slaves are very happy to live with their masters. Let us now consider both these points of views in details. First of all, let us look at the slaves' description of the cloth they wore. The clothes supply was as minimum as possible and the quality of the clothes was very bad. Here is how one of the slaves describes it. "Our dress was of tow cloth; for the children nothing but a shirt; for the older ones a pair of pantaloons or a gown in addition, according to the sex. ... In winter, a round jacket or overcoat, a wool hat once in two or three years, for the males, and a pair of coarse shoes once a year"(Lester 65). This scanty list of items was the only things available to the slaves. Certainly, it was not enough for the people who worked very hard for more than ten hours a day. The clothes were very dirty and with holes all over the place pretty soon. Imagine if you have to wear the same shirt day after day for the long time. The masters did not care about slaves' children; they did not distribute much clothes for them either. According to the slaves, it was their problem what to put on their children when it was cold outside (Feldstein 45). However, some slaves say there were some masters who gave some extra material for the children, but it was not sufficient any way. Others gave any additional clothes only for extra work (Feldstein 45). As for the slave owners' seeing the slaves' situation, one of the slaveholders reveals that he used to distribute new clothes once a year (Feldstein 45). This testimony by the slave owner actually testifies the slaves' descriptions of the slavery that makes us believe to the slaves even more. However, there were a lot of slave owners who saw the situation quite differently. One anonymous slave owner in his letter to Lord Brougham argues that "...as a slave, he [a black person] would have at least the protection of one master interested in his welfare; as a freeman, almost beyond the pale of government protection, with no one to take care of him, of a despised and inferior race, a stranger in a land of strangers, how miserable would be his fate!"(Williams 41) That is what this person really believes, and he was not alone. The slave owners really believed that slavery was very beneficial for the slaves, and they clothed