Peter Moskos, a sociologist and former Baltimore police officer, argued that among the police rank and file, such comments may just be expressions of officers who recognize the dangers of the profession.
Watch 3 Officer 2 online
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The Plain View Project used department rosters to search for Facebook pages for every officer in Phoenix; St. Louis; Philadelphia; Dallas; York, Pennsylvania; Twin Falls, Idaho; Denison, Texas; and Lake County, Florida. The locations were chosen to achieve a range of geography and size.
The project was able to identify about 1 in 5 of the roughly 14,400 officers on the rosters through a combination of profile name, URLs, photographs, badge numbers, and other identifying information. Many officers could not be included because they had common names or used nicknames, their profiles were private, or they did not have a Facebook profile.
The Facebook posts were not specifically connected to incidents that were the subject of lawsuits, though in some cases the officers were supporting conduct, like using Tasers to subdue suspects, that could mirror the kind of conduct raised in complaints.
The city paid $42,500 to settle two lawsuits that said Oakes had assaulted Philadelphia residents; neither of the suits claimed sexual misconduct or domestic abuse. In one, Oakes and another officer, working undercover, were accused of stopping a man as he walked down the street and assaulting him. In the other, Oakes was among a group of officers accused of assaulting a man who observed a police incident and attempted to record it.
The offensive posts were not just by the rank and file. At least 64 of the Philadelphia officers have leadership roles, serving as corporals, sergeants, lieutenants, captains, or inspectors, according to an employment roster from January.
Injustice Watch questioned the Philadelphia Police Department about several of the posts in February, providing the names of seven officers. The department said that in response it had opened an investigation.
A year ago, Philadelphia lawyer Emily Baker-White approached Injustice Watch about the extensive original examination she had undertaken along with other members of the Plain View Project team that she created. Injustice Watch then spent months reviewing the Facebook posts that the team had identified; exploring the larger questions about how departments regulate social media by officers as well as how offensive posts might impact communities; and examining the complaints and lawsuits against many of the officers whose posts were flagged by Baker-White and her team. The Plain View Project database can be found by clicking here.
Injustice Watch is a non-partisan, not-for-profit, journalism organization that conducts in-depth research exposing institutional failures that obstruct justice and equality. Headquartered in Chicago, Injustice Watch was founded in 2015. To see more from Injustice Watch, go to www.injusticewatch.org. And you can subscribe to our free newsletter by clicking here.
As part of the visa application process, an interview at the U.S. Embassy or Consulate is required for most visa applicants applying abroad. Embassies and consulates generally do not require interviews for those applying for A-1 and A-2 visas, although a consular officer can request an interview.
More About Visa Fees - Individuals holding diplomatic passports may also be exempt from visa fees regardless of visa classification and purpose of travel, if they meet one of the qualifying categories. Possession of a diplomatic passport or the equivalent is not by itself sufficient to qualify for a no-fee diplomatic visa. The consular officer will make the determination whether the visa applicant qualifies for an exemption of fees under U.S. immigration laws. Official passport holders are not charged for official visas, but are required to pay visa application and reciprocal issuance fees, if applicable, for all non-official visas.
Personal employees, attendants, domestic workers, or servants of individuals who have a valid A-1 or A-2 visa may receive an A-3 visa, if they meet the requirements in 9 FAM 402.3-9. As part of the application process, the applicant must have an interview at the embassy or consulate. A written contract must be provided to the consular officer. The employer must provide proof that the applicant will receive the minimum wage and be provided working conditions in accordance with U.S. law. In addition, the applicant needs to demonstrate that s/he will perform the contracted employment duties. The consular officer will determine eligibility for the A-3 visa. Applicants for A-3 visas must apply outside the United States.
If the employer is not the principal officer or deputy principal officer or does not carry the diplomatic rank of minister or higher, the employer must demonstrate that he or she will have sufficient funds to provide the minimum wage and working conditions, as reflected in the contract. Consideration is also given to the number of employees an employer would reasonably be able to pay.
During your visa interview, a consular officer will determine whether you are qualified to receive a visa based on your purpose of travel and other requirements. You must establish that you meet the requirements under U.S. law to receive an A-3 visa.
To increase the effectiveness of this multifaceted approach, the NSI has developed training programs for frontline officers and hometown security partners regarding documented and verified behaviors and indicators that, when viewed in the context of all known facts and circumstances, may indicate terrorism-related criminal activity. Both the SAR Line Officer Training and each sector-specific SAR Hometown Security Partners Training discuss how to report identified suspicious activity to the proper authorities while maintaining the protection of citizens' privacy, civil rights, and civil liberties.
A third mate (3/M) or third officer is a licensed member of the deck department of a merchant ship.[1] The third mate is a watchstander and customarily the ship's safety officer and fourth-in-command (fifth on some ocean liners). The position is junior to a second mate. Other duties vary depending on the type of ship, its crewing, and other factors.
International Maritime Organization (IMO) regulations require the officer be fluent in the English language.[2] This is required for a number of reasons. Examples include the ability to read charts and nautical publications, understand weather and safety messages, communicate with other ships and coast stations, and to successfully interact with a multi-lingual crew.[2]
Emergencies can happen at any time. The officer must be ready at all times to safeguard passengers and crew.[2] After a collision or grounding, the mate must be able to take initial action, perform damage assessment and control, and understand the procedures for rescuing persons from the sea, assisting ships in distress, and responding to any emergency which may arise in port.[2]
The officer has special responsibilities to keep the ship, the people on board and the environment safe. This includes keeping the ship seaworthy during fire and loss of stability, and providing aid and maintaining safety during man overboard, abandoning ship, and medical emergencies.[2]
Understanding ship's stability, trim, stress, and the basics of ship's construction is a key to keeping a ship seaworthy. The mate must know what to do in cases of flooding and loss of buoyancy. Fire is also a constant concern. Knowing the classes and chemistry of fire, fire-fighting appliances and systems prepares the officer to act fast in case of fire.[2]
An officer must be expert in the use of survival craft and rescue boats, their launching appliances and arrangements, and their equipment including radio life-saving appliances, satellite EPIRBs, SARTs, immersion suits and thermal protective aids. In case it is necessary to abandon ship, it is important to be expert in the techniques for survival at sea.[2]
At sea, the mate on watch has three fundamental duties: to navigate the ship, to safely avoid traffic, and to respond to any emergencies that may arise.[citation needed] Mates generally stand watch with able seamen who act as helmsman and lookout.[citation needed] The helmsman executes turns and the lookout reports dangers such as approaching ships. These roles are often combined to a single helmsman/lookout and, under some circumstances, can be eliminated completely.[2] The ability to smartly handle a ship is key to safe watchstanding. A ship's draught, trim, speed and under-keel clearance all affect its turning radius and stopping distance. Other factors include the effects of wind and current, squat, shallow water and similar effects.[citation needed] Ship handling is key when the need arises to rescue a person overboard, to anchor, or to moor the ship.[2]
Celestial, terrestrial, electronic, and coastal navigation techniques are used to fix a ship's position on a navigational chart.[2] Accounting for effects of winds, tides, currents and estimated speed, the officer directs the helmsman to keep to track.[2] The officer uses supplemental information from nautical publications, such as Sailing Directions, tide tables, Notices to Mariners, and radio navigational warnings to keep the ship clear of danger in transit.[2]
Safety demands the mate be able to quickly solve steering control problems and to calibrate the system for optimum performance.[2] Since magnetic and gyrocompasses show the course to steer, the officer must be able to determine and correct for compass errors.[2]
Weather's profound effect on ships requires the officer be able to interpret and apply meteorological information from all available sources.[2] This requires expertise in weather systems, reporting procedures and recording systems.[2]
The International Regulations for Preventing Collisions at Sea are a cornerstone of safe watchkeeping. Safety requires one lives these rules and follows the principles of safe watchkeeping. An emerging focus in watchkeeping is maximizing bridge teamwork, including the practice of Bridge Resource Management.[2] 2ff7e9595c
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