Rationale for Moral Action After 1918 Essay Example | Topics and Well Written Essays - 1250 words

Rationale for Moral Action After 1918 - Essay Example Discovering that even the states were fallible in their interpretations of moral action, individuals were left in confusion attempting to discover just what was expected of them and how they were supposed to answer these major questions of life. To determine what rationale could be used to assess correct moral action after 1918, a number of authors began to write about the subject, or around the subject, attempting to provide their readers with a sense of what was right and what was wrong based upon newly established criteria in keeping with their individual viewpoint. Before discovering what authors such as Hannah Arendt, Modris Eksteins, Franz Fanon and Heda Kovaly have to say about morality and legitimacy, one must first have a clear idea of what is meant when the term ‘morality’ is used. There are a number of things that can be implied when using the word ‘morality.’ According to Bernard Gert (2008), morality can be used â€Å"to refer to a code of conduct put forward by a society, some other group such as religion or accepted by an individual for her own behavior.† It can also be used to refer to a specific code of conduct that would normally be used by any group of rational people. There is a distinct difference in these two definitions that lies at the heart of the morality question. The first understanding suggests that there are different codes of morality for different people or cultural groups that are not necessarily valid in another group. This implies that the second definition cannot hold true because it suggests that there is a sort of universal code of conduct that is applicable to all human races, cultures and religious practices. When looking at the work of the above-named authors, it seems clear that they are attempting to suggest this sort of universal code is valid, but that its interpretation is not always equally applied.

International Logistics Road Transportation Industry in Turkey Essay

International Logistics Road Transportation Industry in Turkey - Essay Example The Turkish Highways Directorate belongs to Ministry of Public Works and Settlements (Bayindirlik Bakanligi). It is responsible for construction, maintenance and operation of the highway network in Turkey, but it is not autonomous since revenues come from the general budget.It is responsible for 63 000 kilometers of roads of which 31 000 are State roads, 1897 are toll roads, and the rest are provincial (vilayet) roads.Village roads belong to the MoT.The Highway’s Directorate includes 18 Regional Offices of which one is in Ankara. All roads are realized with public funds.The Turkish General Directorate of Highways, KGM, has an annual estimated budget of about EUR 1 billion. The investment budget, amounting to approx. 60% of KGM's total budget is thinly spread over numerous projects with an average completion time of nine years.Investments are dominated by works on an over-designed motorway program. Total expenditures on the program reached about EUR 10.4 billion in 2001 with an nual allocations in the last few years of about EUR 468 million. The operational budget, on the other hand, is mostly consumed by wages, with minimal allocations for maintaining existing assets.Turkey's road/traffic accident rates are 3-6 times above those of EU countries. About 7 000 people die each year in road accidents and the losses due to injuries and property damages are estimated to be in the order of 2% of GDP. â€Å"The state in Turkey still plays a major role in basic industry, banking, and transportation†, ( CIA world factbook, 2007).... Issue The Turksih Highways Directorate belongs to Ministry of Public Works and Settlements (Bayindirlik Bakanligi). It is responsible for construction,maintenance and operation of highway network in Turkey, but it is not autonomous since revenues come from general budget.It is responsible for 63 000 kilometres of roads of which 31 000 are State roads, 1897 are toll roads, and the rest are provincial (villayet) roads.Village roads belong to the MoT.The Highway's Directorate includes 18 Regional Offices of which one is in Ankara. All roads arerealized with public funds.The Turkish General Directorate of Highways,KGM, has annual estimated budget of about EUR 1 billion. The investment budget,amounting to approx. 60% of KGM's totalbudget is thinly spread over numerous projects with an average completion time of nine years.Investments are dominated by works on an overdesignedmotorway programme. Totalexpenditures on the programme reached about EUR 10.4 billion in 2001 with annual allocations in t he last few years of about EUR 468 million. The operational budget, on theother hand, is mostly consumed by wages, with minimal allocations for maintaining existingassets.Turkey's road / traffic accident rates are 3-6 times above those of EU countries. About 7 000 people die each year in road accidents and the losses due to injuries and property damages are estimated to be in the order of 2% of GDP. "The state in Turkey still plays a major role in basic industry, banking and transportation", ( CIA world factbook, 2007) Every two years the number of fatalities on the roads equals the death toll of the tragic Marmara earthquake in 1999. 8.2.2. Highways Since