Financial Statement summary of your analysis Essay

Financial Statement summary of your analysis - Essay Example These ratios reveal the bottom line of the company and the returns it offers to its investors (Kieso et al. 2011). Profitability ratios show the general efficiency and performance of the company. Net profit ratios increased from 9.48% in 2012 to 9.76% in 2013 indicating an increase in profitability. It decreased from 9.76% in 2013 to 9369% in 2014 indicating a reduction in performance of the company. Generally, the company’s performance and efficiency,  its operations have fluctuated throughout the period. Compared to the industry, Nike is less profitable because its ratios are lower than those of the competitors. This category of ratios shows how well a company is managing its liabilities. They also show how effectively a company is using its assets to generate revenues (Wahlen et al. 2010). The days sales outstanding decreased from 49days in 2012 to 44.9 days in 2012. This implies that Nike is profitable to convert its sales into cash quickly. In 2014, it increased to 45.1days from 44.9 days in 2013, implying a reduction in profitability due to slow conversion of sales into cash. Inventory turnover increased to 7.72 in 2013 from 7.24 in 2012 meaning it used fewer inventories to generate more revenue. In 2014, it used more inventories to generate less revenue since inventory turnover reduced from 7.27 in 2013 to 7.04. Total asset turnover decreased in 2013 to 1.44 from 1.50 in 2012 and increased to 1.49 in 2014 from 1.44 in 2013. Nike is more efficient in its operations than the industry average; it uses fewer assets and inventories to generate more revenues unlike other firms in the industry. It also collects its receivable more quickly than the competitors (Kapil, 2011). Debt ratios determine the long-term solvency of the company (Warren & Reeve, 2009).   The debt to equity ratio increased from 0.48 in 2012 to 0.58 in

English-language films Essay Example for Free

English-language films Essay Working as a congressional page, I was given the ability to manage my academic success through my own initiative. Dealing with independence was a revealing experience for me, giving me new responsibilities and shaping my work ethics. I didn’t have my parents, now 5,000 miles away, to urge me to finish my homework or to nag about my less than perfect grades, and I couldn’t depend on the support of the teachers or counselor that I knew so well to look after my academic well-being. There was a realization that I was alone in my struggle to succeed and become a responsible student. This independence allowed me to take the situation into my own hands and to work out my own problems, knowing I was the dictator of my consequences and decisions. In this situation, I learned how to set my priorities, a skill that has taken me a step toward preparing for college. Knowing that education would provide the foundation for my future in college and beyond, I placed it at the top of my values, so even in the excitement of new friends and complete independence, I had to maintain it as my first priority. Though it proved difficult to discipline myself without support and accountability alone, I managed to succeed. I’d invite friends over to my room to study, and it eventually became a custom to for us hold study sessions in my room every Monday night and before test days. The entire night was devoted to completing our assignments, studying for exams, and tutoring each other. After the strenuous study session, we’d reward ourselves with a movie and light conversations. These study sessions were an efficient way in which I could balance two of my important priorities, friends and academics. Living on my own and balancing a hectic load of school, work, and dorm life, I gained insight in effectively managing my own time, which was essential in preparing myself for academic success. It wasn’t a rare occurrence for Congress to stay into the thick hours of the morning, debating over a controversial issue, such as the budget or immigration. During these nights, I was required to wait on congressman on the Floor and carry out errands late into the night. Working late did not give us amnesty from the school’s assignments, so we had to make the most use of whatever time we had. Working as a page obviously cut into the precious time I had to concentrate on my school work, forcing me to partition my time wisely. It became an unsaid rule for me to sign myself into an hour of study hall every week night, so that I wouldn’t be distracted by roommates or requests to go out. I had an excuse to delay my friends’ invitations to the movies or to the mall until I felt confident I could do my best on the pre-calculus or history test we would have on Friday. With my packed schedule, I spent my time wisely to get the most out of my experience in Washington, while maintaining my grades and academics. The independence that I was fortunate enough to experience for the first time exposed me to responsibilities has helped me to prepare for college. It has disciplined me to set my priorities and manage my time to be the most effective student possible. Like a young eagle learning to fly, I learned to steer myself in the right direction. And so, I landed a more prepared and experienced person.

Inside the Mind of Shakespeares Macbeth :: GCSE English Literature Coursework

Inside the Mind of Macbeth   Some writers concern themselves with inward psychological processes. In these works the focus is the mind of the character and the decisions that he makes. The reader is concentrated on whether the character will make the right choice or the wrong choice. He can stay the same, or learn something about himself and change. In the play Macbeth, Shakespeare uses the mental processes of Macbeth to reveal and explore his character. Through the opinions that Macbeth possesses, the reader interprets his personality. Macbeth goes through many changes, each time gaining more and more evil. As the play progresses, he loses his soul and humanity. Macbeth is introduces into the play as a brave and loyal servant. He feels respect for his king and is willing to risk his life for him. At this point he is selfless and good. He, himself, is proud of his service to his king. It is when he is confronted by evil that he begins to doubt the true worth of his loyalty. As he is given honors he begins to gain pride. As a servant, a man must feel loyalty and respect for his master. With time, Macbeth steps over that line and begins to feel more pride in his accomplishments than pride in his service to his king. When confronted with the possibility that he might be king, Macbeth becomes selfish and self-serving. The witches give him the idea that there is a possibility that he could be great. Lady Macbeth persuades him that in order to be a true man he must assert his power. He is constantly fed with pride by the king and his peers. He would like to improve his own rank in society. Seeing that people trust in his command, he considers being king. Unable to control his intense pride and need to fulfill it, Macbeth decides to kill Duncan. The people around him, either by design or by accident, have convinced him of the idea. Macbeth believes that he deserves this power and decides that he will take it in his own way. He still holds some remorse for what he does, but goes through with killing Duncan anyway. It is after Duncan is killed, that the sinister Macbeth comes out. The new characteristic that is introduced is that Macbeth is very controlling. Macbeth still does not feel comfortable with his position.

Narrative Theory in Virgina Woolfs To the Lighthouse Essay -- To the

Beginning, Plot, Sequence, Closure: Teaching To the Lighthouse Narrative theory is extremely useful in teaching modernist fiction; its revival in the beginning of the twentieth century may be a direct response to the practices of modernist fiction. One of the most important components of narrative theory is what I call narrative dynamics, or the related issues of presentation of the story from the choice of beginning point, through the arrangement of linear and nonlinear sequences of events, to the function of the ending. Each aspect of the dynamics produces a distinctive teaching opportunity and (it is hoped) a different kind of knowledge. A focus on beginnings, narrative middles, and endings allows one to cover every narrative form, engage in productive dialogues with a host of earlier narrative theorists from Aristotle to Henry James (the latter always a great source of impressive epigrams), and draw on the students’ own experience and judgments. In addition, many trenchant observations can be culled from the narrative theory written b y modern writers like James, Edith Wharton, E. M. Forster, and Virginia Woolf. Readings in narrative theory generally help students get the fullest experience from the more confusing or complex texts of the twentieth century. For the purposes of this discussion, I will invoke Virginia Woolf’s To the Lighthouse, a work that shows how helpful every aspect of narrative analysis can be. (For those who prefer a shorter text, I can recommend Maurice Blanchot’s â€Å"The Madness of the Day,† Margaret Atwood’s â€Å"Happy Endings,† or Jeanette Winterson’s â€Å"The Poetics of Sex†.) Some undergraduates are surprised to learn that the author has to select the point at which to begin her novel, and amazed to learn t... ... place simultaneously with our reception of the final words of the text. It is as if author, character, and reader are united in unprecedented act of fusion. We go on to read D. A. Miller, Peter Rabinowitz, Rachel Blau DuPlessis, and Russell Reising on the subject and debate the relative strengths of each position, paying particular attention to Reising’s critiques of Miller and Barbara Herrnstein Smith and discussing which theory most adequately encompasses their reading of Woolf. The end result is that students can become theoretically informed, sophisticated readers of difficult texts, and can carry that knowledge on to the interpretation of other narratives they go on to experience. Works Cited: Brian Richardson, ed. Narrative Dynamics: Essays on Time, Plot, Closure, and Frames. Ohio State University Press, 2002. Virgina Woolf, To the Lighthouse, HBJ, 1981.

The indian national congress

IntroductionThe Indian national Congress is besides known as the Congress party and abbreviations INC. Indian national congerss is a major political party in India.INC founded in 1885 by allan octvian Hume, dadabhai naroji, dinshaw bacha, womesh Chandra banerjee, surendranath banerjee, manmohan ghosh and William wedderburn. The Indian national Congress became the leader of india independent motion, with over 15 million member and over 70 million engagement in its battle against British regulation in India after independency in 1947. National Congress became the states dominant political party, lead by the NEHERU-GANDHI household for most of the party, challenged for leading merely in more recent decennaries, the party is presently the main member of the opinion united progressive confederation alliance. It is the lone party to acquire more than 100 million ballots in three general election. The Indian national association was the first professed nationalist organisation founded in British India by surendranath banerjee and anand mohan Bose in 1876. The aims of this association were â€Å" promoting by every legitimate means the political, rational and material promotion of the people † . The association attracted more educated Indians and civic leaders from all parts of the state and became an of import forum for Indians aspirers for independency. It subsequently merged with Indian national Congress. Its beginning from the zamindari sabha ( association ) founded by DWARIKANATH TAGORE and his cousin PRASANNO TAGORE In 1831. In 1857 the association support the E india company in the sepoy munity, naming the root penalty for the Rebels. In 1866 pandit navin Chandra roy was appointed asa secretary of the association a station which he held for 4 old ages before he eventually moved to Lahore in the class of his employment. Ramnath Tagore was the president from 1867 to 1877 after a stormy meeting in 1870 a declaration moved by nationalist adi dharma cabal of babu hemendra nath Tagore was approved to voice the concern of educated Indians to the British governments on issue of favoritism, engagement of Indian in the Indian civil sercice and political authorization and representation of Indian. This consequence in a split, whereby freemason crown stalwart formed a breakway association called the Indian reform association under keshab Chandra sen to â€Å" unlift the common people but merely give them political representation when they ready for it † . 1871 a subdivision was established by the adi Dharma cabal in oudh by dakshinarajan mukherjee for demanding Indian elected representation in legislative assemblies. The reform association cabal on July 26th 1876 established a India sabha with Bengali leaders like surendranath banerjee sastri, anand mohan bose etc. And held its first one-year conference in culcutta, from 1880 boulder clay 1890 a acrimonious conflict for control of the reform association ensued between the prosen and anti-sen cabals.HistoryPatriot on salt MarchThe fairy adopted in 1931 and used by the proviso authorities of free India during the 2nd universe war. From the foundation of national Congress 28 December 1885 till the clip of independency of india 15 grand 1947, the national Congress was the largest and most outstanding india public organisation, which influence of the Indian independency motion.ALLAN OCTAVIAN HUMEAllan Octavian Hume is the of Indian national Congress. Founded upon the suggestion of British civil retainer named allan Octavian Hume. After the first war of Indian independency and the transportation of India from the east india company to the British imperium, it was the end of the raj to back up and warrant its administration of India with the assistance of English-educated Indians, who would be familiar and friendly to British civilization and political thining. On 12 oct 1885, Hume and a group of educated Indians besides published â€Å" an entreaty from the people of India to the voters of great Britain and Ireland † to inquire British electors in 1885 British general election to assist back up campaigners sympathetic to Indian public sentiment, which included resistance to the levying of revenue enhancements on India to finance the British Indian runs in afganistan and support for legislative reform in India. On 28 December 1885, the Indian national Congress was founded at gokuldas tejpal Sanskrit college in Bombay, with 72 delegates in attending. hume false office as the general secretary, and womesh Chandra banerjee of Calcutta was elected president besides hume two extra British members ( both Scottish civil retainers ) were members of the establishing group, William wedderburn and justness ( subsequently, sir ) toilet jardine. The other members were largely hindus from the Bombay and madras presidential terms.FIRST SESSION OF INDIAN NATIONAL CONGRESSThe first session of Indian national Congress was held on 28-31 December 1885 at Bombay. Lokmanya tilak was the first to encompass swaraj as the national end. The first jets of nationalist sentiment that rose amongst congress members were when the desire to be represented in the organic structures of authorities, to hold a say, a ballot in the jurisprudence devising and issues of disposal of India.ANNIE BESANTAnnie besant was by far the mo st conspicuously involved European in the Indian battle when British entered into the British Indian ground forces into universe war I, it provoked the first unequivocal, countrywide political argument of its sort in India. The divided Congress re- united in the polar lucknow session in 1916, with bal gangadhar tilak and gopal Krishna gokhle decorating the phase together one time once more.MOHANDAS KARAMCHAND GANDHIMohandas Gandhi gave rise to a whole new coevals of patriots, and a whole new signifier of revolution. In the twelvemonth after the universe war, the rank of the Congress expanded well, owing to public exhilaration after Gandhi ‘s in champaran and kheda. A whole new ganaration of leaders arose from different portion of India who were commited gandhians-sardar vallabhbhai patel, jawarharlal neheru, rajendra Prasad, chakravarti Rajagopalachari, narhari parikh, mahadev desai- every bit good as hot -blooded patriot aroused by Gandhi ‘s active leadership- chittaran jan hyrax, subhas Chandra Bose, srinivasa lyengar. Gandhi transformed the Congress from an elitist party based in the metropoliss, to an organisation of the people. JAWAHARLAL NEHERU SITTING NEXT TO MAHATMA GANDHI AT THE AICC GENERAL SESSION.Partition OF INDIAWithin the Congress, the divider of India was opposed by khan abdul gaffar, saifuddin kitchlew, Dr. Khan sahib and congresswomans from the states that would necessarily go portion of Pakistan. Maulana azad was opposed to divider in rule, but did non wish to hinder the national leading.LEADERSHIP CHANGESIn 1947, the Congress presidential term passed upon jivatram gresskripalani, a seasoned gandhian and ally of both Nehru and patel. Indian ‘s duumvirate expressed neutrality and full support to the elective victor of the 1947,1948 and 1949 presidential races. However, a jerk of war began between Nehru and his socialist wing, and patel and Congress diehards broke out in 1950 ‘s race. Nehru lobbied intensely to oppose the campaigning purushottam hyrax tondon, whom he perceived as a hindu-muslim dealingss. Nehru openly backed kripalani to oppose tondon, but neglected courtesy to patel upon the inquiry.Members OF INDIAN NATIONAL CONGRESS

Free Essays on Duke Ellington

DUKE ELLINGTON Duke Ellington is considered to be one of the greatest figures in the history of American music. Edward Kennedy "Duke" Ellington was born in Washington D.C. on April 29, 1899. His parents were James Edward and Daisy Kennedy Ellington. They raised Duke as an only child, until his sister, Ruth, was born when Duke was sixteen years old. Duke, even as a teenager had a great talent for music. In the beginning of his musical life, Duke began to take a promising interest in a new type of music that would later be called jazz. Choosing to base his career on a new idea may not have been smart, but Duke did take this chance and in turn became one of the most famous musicians in America. Duke’s first job was at a government office. He was a clerk who received the minimum wage and was barely getting by. He would arrange dance bands for weddings and parties for extra money. His mother taught him how to play the piano. Sometimes he put this knowledge to use and played at a few of the dance parties and weddings. After Duke’s first job, he became more interested in painting and the arts. For a few years he painted public posters. Duke then decided to put together his own band. At this point in his life things started to change for the better for Duke, but not for long. In those days, this new music was just beginning to develop and would later be given the name of jazz. In that time it was considered to be low and vulgar because it was music that grew directly out of the Black culture. In those early years, segregation was at one of its all time worst points in history. I think that is why Duke Ellington was one of the most important individuals to the growth and development of jazz. During Duke’s long career, the new music slowly spread out of bars and saloons, to dance and nightclubs and then eventually onto the concert stage. In time, jazz became a universally recognized form of art and has been said that it is t... Free Essays on Duke Ellington Free Essays on Duke Ellington Edward Ellington "The Duke" The style of jazz made famous by The Duke came to define a decade. He considered himself to be a composer and arranger, rather than just a musician. Although he was a gifted piano player, his orchestra was his real weapon. The Duke never could have imagined the impact his vision would have on the future of music. Duke began playing music professionally in Washington, D.C. in 1917. His piano technique was influenced by stride piano players like James P. Johnson, and Willie "The Lion" Smith. He first visited New York in 1922 playing with Wilbur Sweatman, but the trip was unsuccessful. He returned to New York again in 1923, but this time with a group of friends from Washington D.C. They worked for a while with banjoist Elmer Snowden until there was a disagreement over missing money. Ellington then became the leader. This group was called The Washingtonians. The Washingtonians worked at "The Hollywood Club" in Manhattan. During this time the trumpet player Bubber Miley joined the band, bringing with him his unique plunger mute style of playing. This sound came to be called the "Jungle Sound", and it was largely responsible for Ellington's early success. The group recorded their first record in 1924, but the band didn't hit the big time until after Irving Mills became their manager and publisher in 1926. In 1927 the band re-recorded versions of "East St. Louis Toodle-Oo," debuted "Black and Tan Fantasy" and "Creole Love Call", songs that would be associated with him the rest of his career. What really put Ellington's Orchestra over the top was becoming the house band at the Cotton Club after King Oliver unwisely turned down the job. Radio broadcasts from the club made Ellington famous across America and also gave him the financial security to assemble a top notch band that he could write music specifically for. This gave him a new sense of freedom and variety in his music. Ellingt... Free Essays on Duke Ellington DUKE ELLINGTON Duke Ellington is considered to be one of the greatest figures in the history of American music. Edward Kennedy "Duke" Ellington was born in Washington D.C. on April 29, 1899. His parents were James Edward and Daisy Kennedy Ellington. They raised Duke as an only child, until his sister, Ruth, was born when Duke was sixteen years old. Duke, even as a teenager had a great talent for music. In the beginning of his musical life, Duke began to take a promising interest in a new type of music that would later be called jazz. Choosing to base his career on a new idea may not have been smart, but Duke did take this chance and in turn became one of the most famous musicians in America. Duke’s first job was at a government office. He was a clerk who received the minimum wage and was barely getting by. He would arrange dance bands for weddings and parties for extra money. His mother taught him how to play the piano. Sometimes he put this knowledge to use and played at a few of the dance parties and weddings. After Duke’s first job, he became more interested in painting and the arts. For a few years he painted public posters. Duke then decided to put together his own band. At this point in his life things started to change for the better for Duke, but not for long. In those days, this new music was just beginning to develop and would later be given the name of jazz. In that time it was considered to be low and vulgar because it was music that grew directly out of the Black culture. In those early years, segregation was at one of its all time worst points in history. I think that is why Duke Ellington was one of the most important individuals to the growth and development of jazz. During Duke’s long career, the new music slowly spread out of bars and saloons, to dance and nightclubs and then eventually onto the concert stage. In time, jazz became a universally recognized form of art and has been said that it is t...

OPSEC and Site Security

OPSEC and Site Security OPSEC is the acronym for operations security, an exercise that secures vital defense data from potential enemy units and whether this information can compromise own position hence leading to serious breaches in security.Advertising We will write a custom essay sample on OPSEC and Site Security specifically for you for only $16.05 $11/page Learn More Consequently, OPSEC establishes countermeasures to prevent such occurrences thus protecting vital US overseas or domestic operations and security. To guard against breaches of vital data, organizations regularly identify vital information, perform threat appraisals, conduct vulnerability studies, evaluate risks, and hence affect deterrents (American Chemistry Council, 2001). Importance of Personal Accountability at the Scene of an Incident The importance of individual responsibility is critical in enhancing the safety of the facilities and personnel. Operations Security Professionals Association (OSPA), a securit y allied group, considers that everybody should be appraised or kept abreast with relevant information regarding security threats and response to safeguard not only themselves but also others. Thus to enhance accountability in the event of a terrorist incident, the association offers free updated information and training on OPSEC for this purpose via its website (OSPA, 2011). According to the Homeland Security Institute (HSI), public awareness ventures in conjunction with outreach presentations are critical in enhancing security breaches, reporting potential threats and identifying OPSEC lapses. The constant threat of terrorist attacks calls for adequate preparation and response at the scene of an incident hence poor OPSEC mean that even poorly planned attacks can have devastating impact (McCleskey et al, 2007). There is therefore an urgent need to train all personnel from the lowest to highest cadre on OPSEC hence keeping everyone updated and accountable for any possible terrorist actions always.Advertising Looking for essay on it? Let's see if we can help you! Get your first paper with 15% OFF Learn More Nevertheless, locally community policing has also been found to be quite effective as the public actively participates in keeping their environment safe including sharing information locally and globally cooperation to foil potential attacks. How OPSEC and Site Security Augment Personal Accountability Buildings that house or leased by federal agencies are mandated to follow the Interagency Security Committee (ISC) Security Design Criteria. This essentially requires a risk assessment analysis for any possible ‘threat, vulnerability, and consequences’ based on a building’s design or security arrangement and accordingly effect countermeasures (Smith, Renfroe, Joseph, 2011). Most terrorist attacks employ some form of improvised explosives devices (IED). According to Vernon (2011), response to such attacks must be very tactical and necessitates cautionary measures hence must involve training own personnel. Although there have been fewer attacks in US soil, when responding to IEDs attacks, the armed forces â€Å"5 Cs Rule† are applied: Confirm there is a gadget; Clear the vicinity; Cordon the site; Control all access; and Check neighborhood for any other contrivances. The responses also call for â€Å"zones of control† measures: hot zone (contrivance is position); warm zone (the periphery); and cold zone (safe spot of integrated command) (Vernon, 2011). By applying OPSEC and site security measures, personnel can enhance safety of all through careful observation of individual liability thus boost personal accountability. Military personnel, their family members and associates are urged to avoid posting of some critical information in seemingly harmless online forums as this may compromise security operations. Sharing information via private websites is therefore highly discouraged as potential enemies may breach it (MarineParents.com, 2003). The U.S. Coast Guard Incident Management Handbook (IMH) established that eighty percent of all response models encompass similar values, measures and methods hence a common guideline is basically applicable universally (USCG, 2006). OPSEC call for adequate on-site countermeasures in case of an accident or attack. A safety officer (SOFR) is therefore required to coordinate these measures to ensure personnel safety. Additionally the SOFR is mandated with formulating strategies in handling any hazardous and unsafe circumstances that may arise.Advertising We will write a custom essay sample on OPSEC and Site Security specifically for you for only $16.05 $11/page Learn More Personnel Authentication OPSEC and site security necessitate constant personnel authentication to deter any possible breach by enemy cells (Maniscalco Christen, 2011). The U.S. Coast Guard authentication OPSEC assign an Accountabilit y Team charged with the logging in and out all personnel that board their crafts (USCG, 2006). Personnel authentication offers a system for personnel control and accounting thus offset unauthorised access to sensitive buildings and sites. Some of the measures incorporated to deter unauthorised access and authenticate personnel include enhancing access controls. This may encompass posting of the â€Å"No Trespassing† and â€Å"Authorized Access Only† signs, CCTV surveillance cameras, electronic access control, escorting visitors, controlling the loading and unloading areas, and natural surveillance reception (CIS, 2011). Besides confining and controlling propagation of critical site data, OPSEC in an anti-terrorist environment entails cautious surveillance, certification, and appraisal of doubtful actions including intelligence gathering. There is therefore a need to always probe and evaluate propensity of any suspicious or questionable activities in collaboration with local law enforcement agencies. References American Chemistry Council. (2001). Site Security Guidelines for U.S. Chemical Industry. Hallcrest Systems, Inc. CIS. (2011). Anti-Terrorism Officers (ATOs). Web. Maniscalco, P. M., Christen, H. T. (2011). Homeland Security: Principles and Practice of Terrorism Response. eTextbook: Jones Bartlett Learning.Advertising Looking for essay on it? Let's see if we can help you! Get your first paper with 15% OFF Learn More MarineParents.com. (2003). Operational Security: What is OPSEC? Web. McCleskey, Edward, McCord, D., Markey, J. (2007). Underlying Reasons for Success and Failure  of Terrorist Attacks: Selected Case Studies. Arlington, VA: The Homeland Security Institute (HSI). OSPA. (2011). The 2010 State of OSPEC Survey. The Operations Security Professionals Association (OSPA). Web. Smith, Nancy Renfroe, A., Joseph L. (2011). Threat/Vulnerability Assessments and Risk Analysis. National Institute of Building Sciences. Web. USCG. (2006). U.S. Coast Guard Incident Management Handbook. Washington, D.C.: U.S. Coast Guard/U.S. Department of Homeland Security. Vernon, A. (2011). Strategies for Surviving the IED Response. Fireengineering.com. Web.

I Just Got Wise to Comprise

I Just Got Wise to Comprise I Just Got Wise to â€Å"Comprise† I Just Got Wise to â€Å"Comprise† By Mark Nichol I have a confession to make. I’ve been doing it wrong all these years. Throughout my long editing career, I have corrected writers who erroneously use the word comprise, as in â€Å"The federal government is comprised of the executive, the legislative, and the judicial branches.† Comprise means â€Å"to include, to be made up of, to constitute,† so what I’ve always considered appropriate here is consists: â€Å"The federal government consists of the executive, the legislative, and the judicial branches.† â€Å"Is comprised of† wrong. â€Å"Consists of† right. So far, so good. But though I usually follow the advice of various writing and editing guides that recommend, because of the perils of comprise, avoiding the use of the word altogether, I occasionally resort to it in my own writing not in the erroneous usage shown above, but on its own. However, as I discovered just today while working on a post about problem words, even then, I’ve been using it wrong all along. For some reason, somewhere along the line, I misread the dictum that when it comes to comprise, the whole comprises the parts. (â€Å"The federal government comprises the executive, the legislative, and the judicial branches.†) Instead, I’ve always constructed the sentence the wrong way. (â€Å"The executive, the legislative, and the judicial branches comprise the federal government.†) See for yourself. Search for comprise on this site. I’ll wait. I (along with other DailyWritingTips.com contributors) have routinely gotten it backward. How could I misunderstand that rule in all the grammar guides I’ve read? I readily admit that I have not yet mastered the English language. While editing and while writing alike, I have to look things up all the time but I thought I had this one down. Now, you can be sure, I really do have it down (though I expect that I’ll start shaking uncontrollably every time I see . . . that word . . . and from here on out, because of this painful revelation, I’ll probably recast sentences with . . . that word . . . every time I see it- and, it should go without saying, refrain from using it myself. So, what’s the point of this post? For one thing, I want to acknowledge my error. On this site, I both prescribe and describe many rules about English usage and grammar, and I almost invariably stand by my statements when a visitor, in a comment, challenges me (or when I admit that in a given case, perhaps we’re both right). But when I’m wrong, I have to say so. I’m wrong. But there’s more to this issue: Merriam-Webster’s Online points out in a usage note that . . . that word . . . is increasingly used incorrectly (both in the reversal of â€Å"the whole . . . the parts† and in the phrasing â€Å"is . . . of†), but it advises readers against following that trend because â€Å"you may be subject to criticism for doing so.† (Oh, so William Styron can get away with it, but I can’t?) My main point is this: The English language is in flux. It always has been (at least since its inception), and it always will be (at least until its extinction). Just as languages evolve from one species to another Anglo-Saxon becomes Middle English becomes Modern English they are always, within themselves, in turmoil, and we suffer along with them. Merriam-Webster’s print and online dictionaries, in general, have a don’t-sweat-it approach when it comes to iffy usage, but my philosophy has always been to accept the dynamism of language without surrendering to usage that is both ephemeral and erroneous or that may someday be accepted but is still considered substandard in formal writing. Standards in language are like those in law: We have to be able to get along, and just as if each of us does whatever we want to in life, community shall cease, disregarding writing rules as they stand at the time will render us unable to communicate. So, when it comes to all right, I’ll say it comprise, the whole comprises the parts, not the other way around. Comprise is a one-way street. Want to improve your English in five minutes a day? Get a subscription and start receiving our writing tips and exercises daily! Keep learning! Browse the Misused Words category, check our popular posts, or choose a related post below:Comparative Forms of AdjectivesProved vs. Proven10 Humorous, Derisive, or Slang Synonyms for â€Å"Leader† or â€Å"Official†

Management strategy and policy research Paper Example | Topics and Well Written Essays - 3500 words

Management strategy and policy - Research Paper Example The net revenue of the company in the financial year 2011 was $701.29 million, which reflects a reflecting a strong financial situation of the company. Aramex is a publicly traded joint stock company registered under United Arab Emirates laws and its shares are traded in Dubai financial market. The company is currently headquartered at Amman, Jordan and has its business wings spread all over the world. The organizational structure of the company is well defined and is managed along two tracks - 1) by service 2) geographically, with the help of, country managers, regional senior managers and cross?functional country?based‘Aramexteams’ that is providing harmonization of all Aramex services on a modified basis to Aramex customers (â€Å"About Aramex†). The organizational structure of the company is presented below: - Organizational structure of Aramex and how it impacts the design and implementation of Strategy Figure 1 – Corporate management Structure of Aram ex (Source: Aramex, â€Å"Sustainability Report 2006† 8) The above chart clearly points out about the departments or divisions of the organization. In addition, the chart also sheds light on the way Aramex is carrying out and managing its business functions. Presently the company has 4 major departments namely marketing, IT (information technology), finance and the operations departments. Each of the departments is being headed by the VP’s (Vice Presidents). From the organizational chart it has also observed that the company has appointed VP’s in different location. Most of them are responsible for managing the operation of the allotted areas. The structure followed by the company is therefore clearly divisional structure. However, these VP’s do not report to any of the departmental heads, rather they directly reports to the CEO of the company. Apart from them, other business heads such as the chief technology officer, chief marketing officer, group finan cial controller, Sr. VP finance and CFO, VP logistics and ground operation, Sr. VP cargo, VP express, chief strategy office, vice president, as well as the in front managing director. Hence, it is obvious that the company has been able to streamline its business process with this organizational arrangement. On the contrary, if the arrangement wouldn’t have been appropriate the performance of the company was sure to be negatively impacted. However, the financial results of the company clearly points out that the company is doing well in the market place. The flat and decentralized management structure of the organization is one of the key drivers of success for the company. The simple and flexible structure of the organization has allowed them to empower the employees of the organization and also make decision pertaining to the enhancement of the company’s service offerings irrespective of the location of the organization and the level at which they are operating (Arame x, â€Å"the age of entrepreneur† 4). Nevertheless, a number of studies reveal that the organizational structure has a strong impact on the design, formulation and implementation of the organizational strategies. Organizational strategy and structure are highly related as the organizational strategy of a company helps them to describe, identify and build the organizational structure. This is the reason why the organizational structure of a company is based on the outcome of the analysis of the

An Analysis of the History and Development of the European Union Essay

An Analysis of the History and Development of the European Union - Essay Example This study focuses on the development of the European Union on account of integration. The European Community was constituted, in order to restore peace in Europe subsequent to the Second World War. It was formed with the sole objective of preventing war, and to bring about peace and friendship between the inimical countries of Europe. To this end, efforts were made to not only establish better relations between France and Germany, but also to reintroduce Germany into the comity of nations as a responsible and competent state. This move was undertaken, principally, to strengthen Western unity, which helped to establish unilateral action that dispelled the fear of retaliation by the Eastern countries. Therefore, the fundamental objective of establishing the European Community was to build up mutual confidence between the East and the West. The second objective of the EC was to eliminate economic disparities, which had emerged during the 1930s, in Europe by ignoring the global recovery policy. There was a huge economic crisis, and almost all the nations in Europe had sustained a downward economic trend. This situation resulted in a number of dictatorships. Subsequent to the end of World War II, the Organization for European Economic Cooperation or OEEC established some measures for economic uplift in the European nations. The European Community built upon the efforts of the OEEC and established a common market in Europe, by pooling all the economic resources of its Member States.

Analysis of Slavery and the Genesis of American Race Prejudice Article Essay

Analysis of Slavery and the Genesis of American Race Prejudice Article - Essay Example Degler states that, â€Å"†¦ the status of the Negro in the English colonies was worked out in a framework of discrimination; that from the outset, as far as the available evidence tells us, the negro was treated inferior to the white man’s servant of the free man† (Degler 52). Degler in this statement puts a halt to the discussion on what came first between slavery and discrimination and asserts that slavery evolved from the continued discrimination of the Negro by the white man, partly because there were no structures to protect Negros in America. Consequently, slavery evolved as a legal status and an epitome to discrimination. Degler seeks to differentiate the difference in the treatment of Negros in the Spanish and Portuguese Iberian region to that of the British. He explains that the major differences were that while the former had already fixed legal status to deal with the Negro even before they ventured into America, the same structures lacked in British te rritories. Secondly, Degler explains that â€Å"the discrimination against the negro antedated the legal status of slavery† (Degler 52). These were the main facts that differentiated British treatment of the Negros from the Spanish and the Portuguese. Degler in his argument makes a clear statement that slavery in the North American region left a considerably different mark on the status of Negros compared to the South American region, which according to Degler explains the current cases of racism in America. Degler asserts that as Handlin asserted, before the seventeenth century, the term slavery was not in use. However, Degler is fast to clarify that the fact that the discriminatory name did not exist does not indicate there was similar treatment between the Negro and the freeman.  

Cultural Relativism and Improving the Lives of Women Essay

Cultural Relativism and Improving the Lives of Women - Essay Example However, as demonstrated by the overwhelming number of reservations to CEDAW there is an underlying reluctance to part with social and cultural traditions.4 This study assesses the problem of cultural relativism as a barrier to improving the lives of women by reference to the weakness of the implementation and enforcement mechanisms of CEDAW. Cultural relativism takes the position that there is no universally accepted standard for judging all cultures. This is especially unfair to feminists who attempt to draw attention to all forms of gender discrimination and oppression among diverse cultures.5 Cultural relativism is characterized as a â€Å"doctrine† that recognizes that there are some moral codes and social institutions are different and are â€Å"exempt from legitimate criticism by outsiders† and such a doctrine is â€Å"supported by notions of communal autonomy and self-determination†.6 There are two diametrically opposed views on cultural relativism. One view is referred to as radical cultural relativism and this view holds that culture provides the only validity for proffering a moral rule. The other view is radical universalism which takes the position that culture is not relevant for validating moral rules because they are â€Å"universally valid†.7 †¦people are categorized and identified by social identity, especially as it is expressed in religious, ethnic, or tribal terms. These group-based identities often help determine our position in the social and political hierarchy of a society and also condition people’s attitudes and perceptions toward us as we go about our daily business.8 For a number of women, they derive their respective identities from their experiences within specific settings that are dominated by males. Even so, the way that they perceive themselves emanates from how women are treated and quite often they confront levels of discriminatory treatment within their social settings.

Macroeconomics Essay Example | Topics and Well Written Essays - 500 words - 1

Macroeconomics - Essay Example nd to alarmingly rise if the inflation rate hits 5 or 6 percent; consequently, when levels climb to double digit levels {as it did in the mid/late 1970s}, there was little surprise that Americans named inflation as the ‘public enemy number one’(Hellerstein). Recently, the U.S. has experienced low and stable rates of inflation {3.4% in 2005 and 3.2% in 2006} (Jensen); this has given rise to speculation among policy makers about achieving zero percent inflation. Yes, I recommend the central bank to aim for zero inflation. The main reason is that zero inflation is best suited to achieve what every international monetary policy strives for – maximum sustainable growth via the price stability conduit. This advice was put forward by Alan Greenspan, who had a distinguished career as Chairman of the Federal Reserve from 1987 to 2006 {he was succeeded in August 2006 by present Chairman Ben Bernanke}. Greenspan repeated this advice many times during his 18 year career under 4 U.S. Presidents, namely, â€Å"the fundamental aim of the Fed is maximum sustainable growth over time; the primary role of monetary policy in the pursuit of this goal is to foster price stability.† Economists deduced that Greenspan meant price stability will be achieved when economic growth is increased to the maximum ‘with a stable price level’ {meaning zero inflation}. Greenspan confirmed their deduction during the July 1996 FOMC meeting when he sa id a zero inflation level would no longer alter decision – making. The famous Greenspan principle â€Å"maximum sustainable economic growth is accomplished at zero inflation† was born (Rasche et al.). Price stability should always remain as the explicit key objective for Federal Reserve Monetary Policy. There are several reasons for this. Price stability encourages economic growth; it reduces interest rates, stabilizes financial markets and those economic sectors affected by interest rates; it creates an environment that permits money and the

Cultural Relativism and Improving the Lives of Women Essay

Cultural Relativism and Improving the Lives of Women - Essay Example However, as demonstrated by the overwhelming number of reservations to CEDAW there is an underlying reluctance to part with social and cultural traditions.4 This study assesses the problem of cultural relativism as a barrier to improving the lives of women by reference to the weakness of the implementation and enforcement mechanisms of CEDAW. Cultural relativism takes the position that there is no universally accepted standard for judging all cultures. This is especially unfair to feminists who attempt to draw attention to all forms of gender discrimination and oppression among diverse cultures.5 Cultural relativism is characterized as a â€Å"doctrine† that recognizes that there are some moral codes and social institutions are different and are â€Å"exempt from legitimate criticism by outsiders† and such a doctrine is â€Å"supported by notions of communal autonomy and self-determination†.6 There are two diametrically opposed views on cultural relativism. One view is referred to as radical cultural relativism and this view holds that culture provides the only validity for proffering a moral rule. The other view is radical universalism which takes the position that culture is not relevant for validating moral rules because they are â€Å"universally valid†.7 †¦people are categorized and identified by social identity, especially as it is expressed in religious, ethnic, or tribal terms. These group-based identities often help determine our position in the social and political hierarchy of a society and also condition people’s attitudes and perceptions toward us as we go about our daily business.8 For a number of women, they derive their respective identities from their experiences within specific settings that are dominated by males. Even so, the way that they perceive themselves emanates from how women are treated and quite often they confront levels of discriminatory treatment within their social settings.

Parent-Adolescent Relationships. Piaget's Cognitive Development Essay

Parent-Adolescent Relationships. Piaget's Cognitive Development - Essay Example From this it can be concluded that both an understanding of the process of human development psychologically and also socially is required for a fair and balanced scientific analysis or consensus on the process. Mead’s theory compliments Piaget’s by adding a perspective of interpretation based in the social role of the individual and not only the mental processes of psychological development. The process of individualization occurs with the a priori of formal operational thought and through this process an unconscious awareness of the difference between the body-self and environment is conditioned in infancy through exploration. The trial and error process that characterizes environment exploration, operant conditioning, and memory is variable in the family or community environment, but the social role and operational ability represents a further level of complexity residing in the learned rules and codes of conduct of the social conditioning rather than the environment al exploration period. The Me-I dialectic reflects the epistemological function in human development when the self is seen as forming or becoming defined through knowledge verification. Epistemology is also used in self-knowledge valuation when it is applied to social roles by the individual in the adolescent experience or young adulthood particularly, as this is when the widest range of community exploration will occur as the individual seeks for definition in social roles. Social Intelligence refers to different aspects of the community, group, or personal relationships of an individual such as awareness of the symbolic base and logic of a culture, subtle gestures, habits, expectations, or linguistic accents, etc. The majority of these are transmitted as language but differ from alphabetic speech and formal grammar so that there may be multiple languages related to social role identities. Understanding the interplay of the symbolic, subliminal, informal, and cultural languages, as well as their modes of operation, is an aspect of semiotic interpretation. Social Intelligence is different than semiotic interpretation as it relates to the community, group, and individual and the complexity of language, meaning, and interpretation as reflected in human individuality in operant behavior. Vygotsky’s contribution is to recognize how the social definitions also evolve over time and change, as well as to illustrate how different social and community environments and groups differ in complexity of organization. Essay #2 - Ultimately, individuals must enter the larger society, using what they've learned about the world and their place in it. Explain how an individual can cognitively move from self-centered child to an adolescent who is able to 1) maintain social relationships and 2) use those relationships to further develop. Feel free to use your own development for examples if you wish. In human development, the exploration of the natural

Health Psychology Concepts Essay Example for Free

Health Psychology Concepts Essay In this short speech I will tell you the three most significant concepts that I have learned in a course that I took in health care about health psychology. The three most significant concepts I have learned in this course that I would include in a speech supporting incorporation of health psychology concepts in health care policy are pain management, coping with chronic illness, and stress and its affects on health. The first one that I picked was pain management. The reason that I picked pain management is there is many ways that our body deals with pain and there are many ways to fix the pain. Some people think that alcohol and drugs are a good pain killer, but in fact it does not help the pain at all. There are better way to deal with it but many people have to be trained to do these thing. The next significant concept that I picked was coping with chronic and life-threatening illness. The reason that I picked coping with chronic and life-threatening illness is until I took this class I had no ideal on how to deal with or to expect others to deal with it. The final concept that I picked was stress and its affects on health. The reason that I picked stress and its affects on health is that most people have a lot of stress and they do not know that it is affecting their health or how it is affecting their health. There are many ways that stress can affect some ones health. One of the ways that come right to mind is pain in different parts of your body and there seems to be no reason for it.

Practical Experience And These Approaches Business Essay

Practical Experience And These Approaches Business Essay Difference between analytical/Planned and emergent approaches. We explore the differences among the concepts of Analytical and emergent strategy. Critics challenged the traditional analytical-approach impossibility of forecasting, introduces emergent approach. Strategic planning no more remains a ritual where future is assumed to remain more-or-less similar (Grant, 2003). Analytical/planned approach Planned strategy requires clearly articulated vision and associated plans, presence of formal controls to impose them, in a stable totally predictable/controllable environment (Mintzberg and Waters, 1985). We can argue the three characteristics of a planned approach as a) precise mission of the firm, articulated to its staff in an unambiguous manner, e.g. become the market-leader in the cloud-computing domain in next 5years, b) existence of a shared organisational intention among the staff at all level, e.g. meet the CMMi ML-5 or Six-sigma quality standards in all deliverables, c) these collective-intentions must be realized irrespective of any environmental [external] forces, e.g. Tata-group places quality above all other aspects, often at the expense of profit. In planned strategy, leadership, devices a plan, articulates it precisely and strives for its implementation in a surprise-free environment; external-factors are not considered for any distortion of this plan. It is non-res ponsive to external-factors e.g. newer technology, change in customer-choice, government policy change etc. Though this could be applicable to Army, but surely not in modern business-environment. Does an organisation could have a totally predictable/controllable business-environment? No, referring to Shell oil-spill in Bonga oilfield, BP Deepwater-horizon oilspill in Gulf of Mexico, the financial turmoil in US during 2010 affecting business [both financial and IT domain]. Referring to the recent incidents of Boeing-Dreamliner [787-series aircrafts] which has been grounded worldwide, short after its much hyped-release, due to major technical problems. Concluding, firms normally have almost none or little control over the environment where it operates and hence purely analytical approach is not advisable. Emergent approach Vision could provide a holistic view of firms direction, with room for adaptation, i.e. the ultimate vision could emerge during the journey itself Mintzberg and Waters (ibid). In an emergent approach feedback is welcome on past actions, opportunities and threat and thus firms vision can be re-developed considering all these factors en-route. Flexibility to external factors and adaptation to turn the threats into opportunities are pivotal in emergent approach. We can consider this as an bottom-up approach, a necessary component of the strategic planning process, as it ensures that information from all parts of the organization is included in the decision-making process (Plant, 2006). We can refer to matrix project based organisation structure (Brooks, 2009) in this context where information flows freely and decision is taken considering all inputs. Transformational leadership can nurture such an environment from where strategies could emerge, e.g. leadership [captaincy] in a football or cricket match- with the common vision [win the match] leader need to formulate strategy based on the ground-situation which is totally unpredictable and uncontrollable [e.g. an injury of a key-player, rain, wind]. Differences Identified Formal plans, precise intention, centralised leadership in a controllable and predictable environment where as emergent is adaptable to new threats/opportunities, shared beliefs, collected vision and respondent to external inputs. We can refer to Gumps success in life in the movie Forrest Gump as emergent style. For a deliberate approach become successful the business environment, must be perfectly predictable and/or under the full control of the firm Mintzberg and Waters (ibid). Analytical/planned assumes a controllable/predictive environment which is almost impossible to have in recent high-tech, turbulent, boundary-less business environment. In an emergent approach the actions need to be consistent over time Mintzberg and Waters (ibid). But these are two extremities; pragmatic approach should be in between these. The presence of feedback (Roger, 1996) and the continuous strategy-formulation via learning is two key aspects in my view of emergent approach over deliberate one. Often emergent approach is perceived by many that management is out of control; instead it establishes a feedback loop, a matrix structure which is open, flexible and a responsive learning organisation. This maturity to react to external factors makes emergent approach the advantage. But too much emergent can bring trouble on the other hand. Practical experience and these approaches I was working with a MNC-Bank in Benelux region, local government has mandated them to implement stringent security-measures to enhance its risk-exposure after the credit-crisis in 2010. Our vision was at very high-level and the threats/opportunities were unknown, as we progress down the program we take input from our environments [e.g. government regulatory bodies, Banks staff, industry best-practices] and formulate the path to implement the vision during the journey. Had we chose an analytical approach it would have failed as we did not have any hint on the external factors [what measures we need to implement, what are the external security threats, what are the significant Bank assets that needed security etc] and unpredictability of ground situation. We were challenged by both external factor [like government regulation, cyber attack] and internal factors [legacy of the departments, preparedness of the Bank staff, apprehension over possible lay-off etc] . planned approach percei ved by the staff as imposed as there is less chance for feedback and re-formulate the strategy but only strong adherence to that planned tasks, in our environment [the MNC Bank, our customer] that wont work, we needed to motivate the staff and persuade them assuring that these measures wont affect them in any way. Once this sensemaking was done, their feedback was taken, workshops arranged to brainstorm on the challenges and we collectively turned those threats into opportunity and our programme was endeared by staff and once we had a motivated workforce rest was easier. It was also for us a learning experience as the concept of emergent approach opens the possibility of strategy formation by learning process, Mintzberg and Waters (ibid). Such a learning behavior is especially important when an environment is too unstable/complex to comprehend, or too hard to predict- as was the case with the Bank, stakeholders were four vendors, mandating government-organisation, six internal-depa rtments spread across two countries and competing with each other. Emerging approach, we took helped us to enhance our understanding of the situation over-time and to respond to an evolving reality, Mintzberg and Waters (ibid). . Analysis of Benefits Pragmatic strategy-development need to combine both deliberate, and emergent approaches, Mintzberg and Waters (ibid) at first leadership need to establish a vision to direct its staff and a path to realize the same, at the same time it is highly important that strategy responds to the external factors during the journey. We can conclude that the emphasis may change from time-to-time based on situation demand but both are needed to succeed. It depends on the situation and business-domain too. An umbrella-approach, devised based on the ground-situation, which is partially deliberate and partly emergent, is the ideal to follow. Analytical/planned approach In a manufacturing unit [e.g. steel, car, aircraft] or in Banking/Insurance domain the planned/analytical approach would be successful as they operate in Bureaucratic structure (Brooks, 2009) where Standard Operating Procedures are followed religiously with little scope of innovation. So are the government firms, hospitals [to some extent] and sports organisation. Once planned people unquestionable follow the instructions and stringent control implemented to realize the pre-defined path. Monopoly business [former Nokia, Blackberry over mobile market, IBM and its mainframe, Microsoft and its windows] could be a good place for successful deliberate approach implementation because the firms have to some extent control over their environment [market] and they are not challenged aggressively by external factors [e.g. Nokia until HTC, Samsung flooded the mobile market]. In Army/Police departments could follow deliberate [planned] strategy but during the actual war-field they need to util ize the feedback loop and change tactics based on ground-situation. Emergent approach Emergent approach, which is being developed over time in collaboration with and accommodating the changing reality, it is a front-line approach, tends to solve actual issues In the modern volatile, fast-moving, boundary-less market, firms need to be more agile to obtain the competitive-edge over competitors, this makes emergent approach more pragmatic and beneficial in a slow-growth market too. We can view emergent strategy as a set of actions, or behavior, consistent over time Mintzberg and Waters (ibid). in the traditional deliberate approach idea was generated by individual [or a few leaders at the top-most rank] whereas in emergent it emerges en-route, collective ideas surely would be better than a single-one. Front-line staff and middle-managers who can spot a threat early [being close to production-line/customer] and swiftly react on that [to turn it to an opportunity] this enables the firm to withstand the threat- this is paramount in emergent approach (Moore, 2011).

Types of Website Buyers and their Impact on Your Bottom Line :: Sell Websites Buy Websites

Types of Website Buyers and their Impact on Your Bottom Line Reprinted with permission of VotanWeb.com Different types of website buyers have different objectives and levels of experience. Knowing these differences can help you in getting the deal you want. As you begin your discussions with potential buyers, it's important to keep in mind that their goals and objectives can vary greatly. In general, website buyers can be classified into three major categories: strategic companies (both public and private), Private Investment Groups, and individual investors. Each website buyer type presents a unique set of advantages and disadvantages that can have great impact on the ultimate outcome of the sale. Understanding these differences can help you, both in your negotiations and in finding the best buyer to meet your personal goals. Strategic Companies Acquisitions by strategic buyers are generally driven by potential synergies between the acquirer and the target entity. For example, you may have a website that offers a product or service that is highly complementary to their product or service offering. Or, you may have an established website in a certain niche market that the acquirer has had difficulty penetrating. This focus on synergistic value may result in higher offers from this buyer group than from others, since the operational efficiencies that are created can provide immediate higher profitability and a more rapid return on investment for the buyer. Public and private strategic buyers differ in that the liquid market for public company shares may create a more aggressive valuation for public firms over those that are private. This may allow the publicly traded company to pay a premium price for your website, especially if you're willing to accept an all stock transaction. The company structure after the sale may also differ with a sale to a strategic buyer. For instance, unless management is viewed as absolutely critical to maintaining company performance, these buyers generally don't require that the active, selling shareholders remain with the company much past a short transition period (generally six months to a year). Also, depending upon the size of the target and the logistics involved, the buyer will oftentimes completely absorb the target company into its current operations, making the ability to relocate the target company an important consideration. An additional consideration for strategic buyers is the clarity of historical corporate records. Large buyers are particularly sensitive to possible liabilities (licensing issues, outstanding contracts, taxes, etc. Types of Website Buyers and their Impact on Your Bottom Line :: Sell Websites Buy Websites Types of Website Buyers and their Impact on Your Bottom Line Reprinted with permission of VotanWeb.com Different types of website buyers have different objectives and levels of experience. Knowing these differences can help you in getting the deal you want. As you begin your discussions with potential buyers, it's important to keep in mind that their goals and objectives can vary greatly. In general, website buyers can be classified into three major categories: strategic companies (both public and private), Private Investment Groups, and individual investors. Each website buyer type presents a unique set of advantages and disadvantages that can have great impact on the ultimate outcome of the sale. Understanding these differences can help you, both in your negotiations and in finding the best buyer to meet your personal goals. Strategic Companies Acquisitions by strategic buyers are generally driven by potential synergies between the acquirer and the target entity. For example, you may have a website that offers a product or service that is highly complementary to their product or service offering. Or, you may have an established website in a certain niche market that the acquirer has had difficulty penetrating. This focus on synergistic value may result in higher offers from this buyer group than from others, since the operational efficiencies that are created can provide immediate higher profitability and a more rapid return on investment for the buyer. Public and private strategic buyers differ in that the liquid market for public company shares may create a more aggressive valuation for public firms over those that are private. This may allow the publicly traded company to pay a premium price for your website, especially if you're willing to accept an all stock transaction. The company structure after the sale may also differ with a sale to a strategic buyer. For instance, unless management is viewed as absolutely critical to maintaining company performance, these buyers generally don't require that the active, selling shareholders remain with the company much past a short transition period (generally six months to a year). Also, depending upon the size of the target and the logistics involved, the buyer will oftentimes completely absorb the target company into its current operations, making the ability to relocate the target company an important consideration. An additional consideration for strategic buyers is the clarity of historical corporate records. Large buyers are particularly sensitive to possible liabilities (licensing issues, outstanding contracts, taxes, etc.

Chinas One-Child Policy Essays -- Human Rights Violations in China

â€Å"Thousands of women are being dragged out of their homes, thrown into ‘family planning’ cells, strapped to tables, and forced to abort pregnancies, even up to the ninth month. Forced abortion and sterilization are China’s war on women† ("The Reality of China's" 1). This was said by Reggie Littlejohn, the president of Women’s Rights Without Frontiers. Due to the rising population and the one-child policy, there are many human rights violations; however there are organizations, such as Women’s Rights Without Frontiers, which are helping to stop the problem. Due to the one-child policy there are many serious human rights infractions. Since the policy has been in effect, there have been more than 400 million prevented births ("China: One-child Policy" 1). Groups of women are being gathered and forced to get sterilized ("Family Planning? What" 1). â€Å"I realized there’s a Tiananmen Square massacre going on every day and no one knows about it.† This was said by Chai Ling, a leader in the Tiananmen Square Massacre. She is referring to all of the forced abortions and killings of female babies in China ("Fighting China's One Child" 1). The policy is enforced through fines, job loss, involuntary abortions and sterilizations ("The Reality of China's" 1). Many women are forced to get abortions and become sterilized. For example, a woman was given injections to induce an abortion. When the shots failed, the baby was surgically removed and cut into pieces ("Fighting China's One Child" 1). Another example is when government o fficials were told they would have their salaries cut in half if they didn’t sterilize 1,369 people, give 818 women IUD’s, and give 163 abortions in 35 days ("U.S. Groups Hit China's" 4). One horrifying example sh... ...ina’s Abominable One-Child Policy.† The New American 11 June 2007: 1-2. InfoTrac Student Edition. Web. 15 Feb. 2015. â€Å"Protecting Women and Girls in China, Where One Child Per Family is the Rule - and a Boy is the Preference.† The Christian Science Monitor 16 Aug. 2010: 1-3. InfoTrac Student Edition. Web. 14 Feb. 2015. â€Å"The Reality of China’s One-Child Policy: A Forced Abortion at Eight Months.† CNSNews.com. Cybercast News Service, 22 Oct. 2010. Web. 15 Feb. 2015. . â€Å"Two For Joy: the Natural Way Out of (China’s) One-Child Policy.† New Internationalist Dec. 1999: 1-2. InfoTrac Student Edition. Web. 15 Feb. 2015. â€Å"U.S. Groups Hit China’s One-Child Policy; House Focuses on Breaches of Human Rights.† The Washington Times 24 Dec. 2004: 1-6. InfoTrac Student Edition. Web. 14 Feb. 2015.

Ernst Junger and Audie Murphy Heroes of War Essay

Not many people are vested with such courage shown by the two men whom the title of this paper belong. Both men had exemplary displayed extremely great courage that was perhaps slightly short of suicidal attack. Without discounting their heroism, one cannot rest his mind without asking how these people could bravely defy the dangers of death through a daring exploit of the dangers itself. Courage that is inside them is what makes them brave enough to overcome the fears of the dangers and death. It is the courage that yields a man honors yet it will only prove when it is confronted by a particular kind of risk and emerge victorious in that situation. The many particular risk that both men had confronted and had successfully subdued, proves they are indeed men of great courage. Junger and Murphy may have served in the military in the same capacity, and in equally dangerous battlefield but of the opposing sides. They are equally courageous and possessed extra ordinary skills that put them distinct from the others, as evidenced by their war medals. However, there is an obvious difference between their personal backgrounds. Junger was highly educated, born, and grew up in a better family condition. Murphy on the other hand, had but all painful life experiences. His parents died while he was still young with twelve siblings. He grew up under difficult condition and had no proper education. This difference obviously influenced their military manner, Junger sees his accomplishment as an opportunity for advancement, while Murphy sees his accomplishment as merely his duty as a military. He considered his service to military as a family and was willing let opportunity for advancement pass him. Examples of Junger’s accomplishment that clearly reflect his organized out looked in to the future are as follows. First, he had served the German army with distinction. He was indeed a multi-awarded soldier. Second, He became officer of the army at a very young age of twenty-three; third, he became a writer after he was discharge from military service. His Storm of Steel seemed to glorify war although he did not justify nor extenuates the brutalities of war. Perhaps, the one thing that Murphy was very fortunate to have was, first, his extra-ordinary courage and ordinary qualities as a fighting infantryman. His enlistment in the US army proves to be successful as he was able to demonstrate his military skills in combat operations. Second, his military skills gave him numerous military awards and distinction above the others. He was even promoted to the rank of lieutenant despite his limited education and third, his loyalty to the military and his own company earned for him respect and admiration of others. Final Reflections These two men rose from their own ranks because of their courage, extra-ordinary skills and dedication to their duties. Two men of different backgrounds and belong to the opposing armies were able to build their own identities, developed their own outlook in life, and established their lives amidst the dangers of wars. Theirs is a lesson that though life is full of danger, full of opposing forces that affects us, and we are weak compared to these realities, yet they survived, and eventually succeed in life. This gives us hope of our own survival and success in what ever endeavor we are we are currently struggling.

Economic Status of The United States in 1950 Essay

Emerging victorious from World War II five years earlier, the United States in 1950 was reaping the benefits of a growing economy – benefits that were actually derived out of the country’s participation in the War. The destruction and mayhem brought by the global conflict also brought with it several positive contributions to the economy. Some would even argue that the country’s participation in World War II actually saved it from the Great Depression. To understand the economic boom of the 1950s it is necessary to appreciate the positive impacts that were borne out of World War II. The foundation for the economic expansion and growth experienced in 1950 and several years after that were laid during World War II. To fund and support the country’s war time efforts, it had to recruit millions of American soldiers to be sent to the war front as well as to be stationed at home. Factories had to be built to produce war materiel – guns and ammunitions, military transport, tanks, fighter planes and bombers, etc. To man the factories women and older people had to be recruited as most of the able-bodied men were at war. WWII created jobs and gave life to many industries and energized a nation. Among the industries that prospered during and immediately after the war were the newspaper industry, the agriculture industry and even Hollywood. Industries that produced transport and plant machineries also prospered. Throughout the War, women, for the first time, were given the opportunity to work outside their homes and participate in nation building. The participation of the women in the labor force started to increase during this time. The War also provided opportunities that would later be manifested in the 1950s. Take for example many of America’s products went overseas – introducing themselves to new markets. Many had actually feared that the end of the War would lead the country back to depression. With production of military supplies coming to an end, this fear had its basis – for the entire economy was propped up by all that had to do with the global conflict. Fortunately, this was not the case. The victory relished by the nation brought about confidence in the government and the economy. The common consumer best exhibited this confidence as the strong consumer demand spurred economic growth after the War. Leading towards the 1950s, industries that experienced a surge in growth included the automobile industry and the housing industry, and new industries experienced fantastic births – industries such as aviation and electronics. There was also another outcome of WWII that contributed to post War growth – the Cold War between U. S. and the U. S. S. R. Many of the military industries that sprouted during the war continued to do big business after it. As communist block emerged as a military power in Europe, America had to arm itself against what it considered as a threat. Huge investments were made in the defense of the country. Such investments meant jobs, factories, huge spending – all contributed to the boom of the 1950s. The economic success of the country probably influenced its leaders to advocate the replication of an open economy at the international level. This is best evidenced by the country’s spearheading the establishment of the International Monetary Fund and the World Bank. Gross Domestic Product and Per Capita GDP  In 1950, the country’s GDP was at $293. 8 Billion (in current dollars). At that time, Per Capita GDP was $9,573. 00 – making the United States the number one country world wide in this aspect. By 1996, GDP was at $13. 194 Trillion. Per Capita GDP was at $43,800. 00 – however, the country ranked only at 10th place world wide in this respect. Post World War II scenario showed that too few economies survive the war while a great majority, especially in Europe, was greatly affected. Many developments starting in the late 1970s toward the early 2000s enabled other countries to overtake the U.  S. in terms of Per Capita GDP. As Per Capita GDP is influenced by population, countries that had significant economic growth coupled with low birth rate were able to surpass the U. S. in this indicator. However, the U. S. remains the most powerful economy in 2007 taking into consideration other indicators. Employment and Unemployment In 1950, the civilian labor force was about 58 million strong. Only 5. 3 percent of the labor force was unemployed. 41. 6 million of the labor force at that time were males, while only 17. 34 million were females. By 1996, the labor force grew to about 142 million while unemployment rate as at 5 percent. 76 million were males while 66 million were females in the labor force. In the 1950s, the number of workers in the services sector caught up with workers in goods production industries. The same time also saw the rise of white-collar jobs and the strengthening of labor unions. Awareness on labor rights was on a rise. The biggest impact experienced by the labor force was the increase in women’s participation in employment activities. Accordingly, women have literally poured nto the labor force starting in 1950. By 1990, women’s participation in the labor force would nearly double. On the other hand, men’s participation would drop over time. Per Capita Personal Income In 1950 the Per Capita Personal Income was pegged at $1,501. 00. By 2006 this rose to about $36,600. 00. Though marked by huge difference in amount, it can be noted that $1,501. 00 in 1950 could by more goods and services than the $36,600 in 2006 as illustrated by the CPI rates for both years. Consumer Price Index and Inflation With 1967 as base year, CPI in 1950 was registered at 72. – meaning that a basket of goods and services bought in 1950 were 72. 1 percent of the price of the same goods and services bought in 1967. By 2006, the CPI was at 603. 5. This meant that the same basket of goods and services bought in 1967 would cost 603. 5 percent more in 2006. Inflation rate in 1950 was at a steady 1. 09 percent. In 2006 the rate was at 3. 24 percent. Emerging Industries 1950 saw the emergence of new industries that were anchored on new technologies. Among these is the aerospace industry. The great success of the heavy bombers during the war emphasized importance on innovation. Improvements in engine design, metallurgy, and arms technology helped advance the industry as well as improve manufacturing procedures. The onset of the Cold War ensured that the industry was there to stay. At its peak, the industry hired hundreds of thousands of workers in four major factories. The industry was also fueled by a $3 billion government spending. Other industries that grew during this time were boosted by other industries. Take for instance the housing boom experienced after war. New homes meant additional furniture and appliances as well as new cars. The consumer-led growth likewise spread to other areas. The introduction of television to the masses spurred the growth in electronics. There were also after effects in the growth of industries. As the demand for homes and cars increased, many Americans were lured out of central cities to the suburbs. The construction of better highways also contributed to these phenomena. Farmers though were facing tough times. As people left farm lands, lesser people were left behind to do farm work. This led to a drop in the productivity of the farm sector. Innovations and the Transformation of Business  At a personal level, 1950 saw the introduction of the first hand held T. V. remote control – a device that would be seen as a necessity in many households for years to come. Color TV also emerged thru the issuance of a license to CBS Network. Another innovation is the introduction of the first credit card – Diners – also an item that would come across as a necessity in modern times. The first pagers were also developed in 1950. In the business front, 1950 would usher in an era marked by consolidation of large companies. Businesses would combine to create bigger, greater businesses. Example, International Telephone and Telegraph bought Sheraton Hotels, Continental Banking, Hartford Fire Insurance, Avis Rent-a-Car, and other companies. Notable Events and Personalities Notable events of 1950 included the following: Start of the Korean War – influenced greatly by the U. S. and USSR at opposite sides, North and South Korea would tangle in a three-year war that highlighted the tension during Cold War regime. Development of the Hydrogen Bomb – raged by the atomic bomb testing by USSR, the government pursued the development of a hydrogen bomb. Senator Joseph McArthy – started the Red Scare in halls of the U. S. Senate – making accusations that the State Department was filled with Communists or their sympathizers. The Senator’s actions led to the adoption of the term McCarthyism – describing intense anti-Communists sentiments. This period coincided with and fueled the onset of the Cold War between America and the USSR. Thousands of Americans were accused of being Communists or sympathizers during this time – Americans in various sectors of the society. History would later judge these accusations as reckless and baseless. While Senator McArthy gained considerable media mileage at the start of his â€Å"campaigns,† he would be later unmasked as a grandstanding antic who had little or no evidence to back up his accusations. Many of the people Senator McArthy accussed suffered greatly. Many loss their jobs, had their careers ruined while some were even unjustly imprisoned. Conclusion The end of World War II led to the end of the Great Depression and the start of a long period of economic expansion through the 1950s. It is quite ironical that the most destructive war in history would contribute to the emergence of the strongest and biggest economy in the world. The confidence on the economy was obviously brought about by the country’s victory in the War. Tempered by strong collaboration between the government, businesses and the consumers, the U. S. emerged from the War a lot stronger and economically strengthened. Industrial expansion during wartime brought economic impetus that would be carried on even after WWII. The fact that most of the major economies were slow to recover from the after effects of the conflict placed the United States at absolute and relative advantage over both its allies and its enemies.

Cluster Analysis Research Proposal Example | Topics and Well Written Essays - 2000 words

Cluster Analysis - Research Proposal Example The coefficient of stage one is 1788. The cluster under stage two has one group under it and cluster has two groups under it. The coefficient under stage two for both clusters is 33445. Based on the criteria of years as member of the club, distance from the club and club membership, The cluster with the most population is the distance from the club group. The next cluster belongs to the group years as member. The last cluster belongs to the group club membership. This only shows that the nearness or the long travel time is a big factor in decision making for both the customers the management. Therefore, since distance is big factor in the invitation for new members to use the beautify facilities of the club, then the club must first entice people living near the club. This also shows that there are not as many member presently because only a few members as compared to the total guests of the club. It is noticed that the club membership cluster is the lowest of the three criteria. This statistical data shows that it is the difficulty of companies to maintain or even increase the present members. Based on the criteria importance of pool facilities, importance of tennis facilities and importance of challenge of golf, the cluster no. one has two groups under it and cluster two has three groups under its wings for the same stage. ... one has two groups under it and cluster two has three groups under its wings for the same stage. The coefficient of stage one is 479.295. The cluster under stage two has one group under it and cluster no. two has two groups under it. The coefficient under stage two for both clusters is 2015.879. Based on the criteria importance of pool facilities, importance of tennis facilities and importance of challenge of golf, there is a big cluster around importance of pool facilities. Then the second cluster is belongs to the importance of tennis facilities criteria. The last cluster belongs to the importance of golf criteria. The above shows that the importance of pool facilities is a very strong marketing tool to increase the company sales. This also shows that more people in the club prefer to go and while away the sunshine at the pool area while the other members prefer to go tennis. This is a very powerful tool to help increase the profitability of the business. It is also relaxing to do business thinking while splashing that pool water onto the face to refresh the tired thinker. More people prefer pool because it is relaxing. Also, it is so nice to look at the beautiful bodies of men and women as the wear their swimwear. We can think of a possible business like, swimwear. Whereas, the people who love tennis and gold will have to sweat it out to enjoy. Tennis is mostly for the teenagers or below forty year old population. Whereas gold, is only for the rich man, real rich that is. The golf clubs cost so much. The golf bag and other gold accessories are sold at very prohibitively high prices. This shows that more people

RUSSIAS'S GOVERNMENT CORRUPTION AND HUMAN RIGHTS VIOLATIONS Term Paper

RUSSIAS'S GOVERNMENT CORRUPTION AND HUMAN RIGHTS VIOLATIONS - Term Paper Example ts to demonstrate how political corruption impacts the judiciary and individual human rights in a transitioning state by drawing on the details of the Yukos company trials. Gorbachev’s new Russian economy gave way to several conglomerates known as the Financial-Industrial Groups (FIGs).4 The FIGs were engaged in the privatizing the Soviet Union’s economy.5 The Menatep Group, founded by Mikhail Khodorkovsky was one of these business conglomerates.6 By the middle of the 1990s the Russian government made a decision to divest itself of its holdings in Yukos, an oil production company.7 Menatep obtained government approval for the purchase of Yukos and together with a number of commercial banks, individuals and companies placed a bid for 78 percent of Yokus’ shares.8 As a result of these efforts, Group Menatep which was controlled by Khodorkovsky was able to acquire Yukos for a sum equivalent to US$300M.9 By 1997, Menatep owned approximately 85 percent of Yukos’ share holdings.10 By the year 2001, Yukos had earned its place among the echelons of Russian oil industries as a giant, and was similarly recognized globally as a one of the world’s top private oil companies.11 With Mikhail Khodorkovsky at the helm, Yukos established a reputation for best global practices which included elements of transparency, efficiency, performance, valuable shareholdings and sound corporate governance.12 Political changes were taking place that would ultimately have a role to play in the Yukos trials that followed. When Vladamir Putin took office as Russia’s president successor to Boris Yeltsin, the colour of government-commercial relations would shift somewhat. Those changes would be reflected in Putin’s desire to restore the state’s power, despite his public manifestations of support for democratic evolution.13 Ultimately, Putin was predisposed to the adaptation of twin policies, the revival of the Russian economy and the strengthening of state power.14

Innovation & Change Essay Example | Topics and Well Written Essays - 4000 words

Innovation & Change - Essay Example According to Kwun and Cho (2001, p. 128) external sources are much influential than internal ones in change initiation. These external forces can be political, economic, social and technological. Talking about change specifically from the perspective of healthcare organizations, Harris (2005, p. 68-71) stated that government and other policy making authorities affect healthcare practices in a country; country’s GDP and government budget for health impacts cost of health; people’s perception and general culture of a country affects healthcare provision; and changes in ‘global technological and information innovation’ affect ‘clinical diagnosis and intervention, as well as management and communication strategies’ practiced by an healthcare organization. Hence like other organizations healthcare organizations are also influenced by external environment which in turn affects the way change and innovation is implemented in an organization. Defining change and innovation in healthcare, Lansisalmi et al (2006, p. 67) stated that it can be â€Å"new services, new ways of working and/or new technologies†. Continuing on same lines, Greenhalgh et al (2004, p. 582) stated that these improved ways, services or technologies â€Å"are directed at improving health outcomes, administrative efficiency, cost effectiveness, or users’ experience and are implemented by planned and coordinated actions†. While talking about change in the field of nursing, Langford (1981) explained that in the field of nursing a person may go through change as a participator in the change process, he/she may act as a target of change process or he/she may work as a change initiator. Loveridge and Cummings (1996, p. 380) explains that â€Å"the nurse may be going through change individually, may be trying to change a patient’s health habits, or may be experiencing reorganization in the work environment†. Langford (1981) affirms t hat for decades health care sector has been a field of rapid technological growth. Out of many types of change and innovation, this essay particularly focuses on technological innovations. Technological innovations can be broadly categorized as product innovation or process innovation. Product innovation is when new product or service is introduced whereas process innovation is when the change is brought about in the process through which the product is produced. This essay will focus on product innovation where the change introduced is Biphasic Positive Airway Pressure ventilation system (BIPAP), specifically the Evita Ventilator whose impact on the delivery of healthcare will be studied. Why the introduction of BIPAP was important and how it has benefited the healthcare delivery are a few focal areas of this essay. Moreover, the whole change process of introducing BIPAP from initiation to implementation and evaluation will be studied to present recommendations for strategy develop ment for implementing, monitoring and evaluating change in healthcare. Models and Theories of Change There are several models of change introduced by different researchers. Some of these models are for planned change whereas some are for unplanned change. Since the change implemented in my area of practice, that is, the introduction of BIPAP system, is a planned change different planned change models and theories are discussed in this section.

Managerial Accounting Essay Example | Topics and Well Written Essays - 2000 words - 1

Managerial Accounting - Essay Example Similarly, the planning must incorporate the limitations that the organizations have while, at the same time, focusing on the long term goals and desires of the organization; this can only be done through effective budgeting and further budget control. It is indispensable tool for measuring performance. The success of any worthwhile organization is hinged on a good budget because it gives a platform where income and expenditure estimates are done at an advance date by use of historical data. By so doing, the budget helps the organization in different ways such as control, coordination and eventual measurement of the organization. Through the same, the organization can derive motivation geared towards a better future (CHONG et al 2007). According to CARPENTER (2006) a budget is defined as a tentative quantitative manifestation of future expectations and, is usually prepared by the management of any organization. There are different types of budgets and are concerned with planning for the future. If done in the right manner, a budget can serve as a means of control within the organization since in it are all the organizations plans, goals and key performance initiatives and indicators. They are usually prepared either annually or monthly or at any other interval, depending on the need. The significance of budgets is that they allow the management of the organization to take a look at the past failures and success; and that helps in formulating the best strategies for the future. The advent of 21st century has a brought with it many complications for different organizations. As such restricting within organization is inevitable; budgeting and control have become integral part of the organizations since it is clear that they have a big role in the general performance of the organization. In that regard, many financial and lending institutions have put much focus on budgeting as a tool of establishing performance in any organization. Similarly,

Viewpoints of Benjamin Harrison Research Paper Example | Topics and Well Written Essays - 750 words

Viewpoints of Benjamin Harrison - Research Paper Example Being a farmer, it was mandatory that he was to use slaves on his plantations. Despite the ruthlessness that was being shown to the slaves, he seemed to have a soft spot for them. He was a nationalist who believed that the Americans had the same rights as Britons as well as other groups of people. His resistance to the obnoxious stamp duty against tea is an indicator of his resentment to economic injustices committed against the Americans. He would be very happy to establish that there is more economic freedom today. Many individuals can manage to live a decent life and have free opportunities to engage in economic activities without much oppression from the government of the day. In addition, the fact that the resources within the country are used for the good of its citizens and not foreigners, then Harrison would have appreciated the effort that has been put. Benjamin V viewed societal injustices from a personal viewpoint and attempted to do something about it. He went ahead to us e his own resources in the activism that opposed the bill that mentioned that the laws passed by the Virginia parliament were contrary to the law. He would be pleased to notice the separation of powers between the states and the federal government and how they are able to work in synchrony. In another situation, he condemned the enactment of the intolerable acts and joined hands with others to form the continental congress. He is on record for having desired to unite the Americans to fight against the ruthlessness of the colonial master.

Starbucks Coffee Essay Example for Free

Starbucks Coffee Essay

Impacts of Land Use on the Tinson Pen

Impacts of Land Use on the Tinson Pen The transport sector in Jamaica may be considered to include road, rail, air and maritime transportation (See Figure 1 Appendix 6). The Ministry of Housing, Transport, Water and Works (MHTWW) has prepared a draft National Transport Policy to provide a framework for the future development of the sector. As it pertains to air transportation, Jamaicas air transport system comprises an international system and a domestic system. The three (3) main entities in the air transport sector are the Aviation Service Providers such as airports, air traffic services, aircraft maintenance organizations, airlines and AEROTEL; Users of air transport, such as passengers and shippers, and the Regulator, the Jamaica Civil Aviation Authority (JCAA). The service providers and regulator facilitate air transportation in Jamaica in a manner that conforms with international best practices stipulated by the United Nations body responsible for civil aviation, the International Civil Aviation Organization (ICAO ). The 1974 enactment of the Airports Authority Act transferred to the Airports Authority of Jamaica (AAJ), responsibilities for the ownership, management and commercial functions of the two (2) international airports Norman Manley International Airport (NMIA) and the Sangster International Airport (SIA). In 1997, AAJs responsibility was expanded to incorporate the four (4) active domestic aerodromes Boscobel, Ken Jones, Negril and the Tinson Pen. One of the primary responsibilities of the AAJ is to oversee the expansion and modernization of facilities at the islands international and domestic aerodromes. Special emphasis will be placed on Tinson Pen aerodrome for the purpose of this research. Essentially the critical issue to be addressed is the impact that existing and proposed land uses have had on the operations of the Tinson Pen aerodrome. The rational for selecting the Tinson Pen aerodrome is contingent upon the fact that the Tinson Aerodrome represents a critical support system in Jamaicas domestic air transportation system. Located on Marcus Garvey Drive Kingston, Tinson Pen Aerodrome is used for general aviation, commuter and charter flights courier services and flight training and aircraft maintenance services. It currently provides these services from operators including International Airlink, Wings Jamaica Limited, Caribbean Aviation Centre, Island Aviation Service, Air Speed Limited, Strescon and Tara Courier. It is the largest of the countrys four domestic aerodrome; It is adjacent to the Kingston Wharves, one of the largest trans-shipment port in the English-speaking Ca ribbean and a major highway which has improved regional connectivity. It is a vital commercial link between Kingston and Montego Bay. Whether it is by commercial or general aviation, access to aviation plays a key role in the conduct of daily business throughout the country. Close proximity to airports increases opportunities for corporations and industries doing business in Kingston and St Andrew by permitting safe, efficient, and cost-effective travel for business passengers and freight. In light of Jamaicas geographic location, the island is vulnerable to Hurricanes. The first facilities to become incapacitated are the two international airports due to their close proximity to the sea. However Norman Manley International has a greater vulnerability because it is located on a peninsula which continues to be severely inundated subsequent to the passage of hurricanes. However the Tinson Pen aerodrome has survived all of the major disasters and as a result has emerged as a critical b ack up facility to the Norman Manley International Airport. This manifested itself after hurricane Ivan when relief supplies had to be flown out of Tinson Pen because the Palisadoes was impassable. Despite greater emphasis from the government being placed on international air transportation the importance of revitalizing domestic air transportation has also been on the Governments agenda. According to the National Transport Policy Final Draft the strategic objectives outline the need to promote an efficient and productive aviation industry which will compete domestically and internationally and facilitate the development and commercialisation of the domestic aerodromes. Essentially, if Jamaica is to reinvigorate domestic air travel special attention must be directed to the understanding the impact that land use has on our aerodromes operation, how to assess these impacts and identify various mitigation strategies to protect our aerodromes. Tinson Pen has to contend with a myriad of developments occurring adjacent to the Kingston Waterfront including the Port expansion, Highway 2000, Marcus Garvey Road Improvements, Factories Corporation of Jamaica, communities such as Greenwich Farm, Union Gardens and Majestic Gardens. In understanding the impacts that these and other land uses have on the Tinson Pen aerodrome, creates the opportunity for future development initiatives in the domestic air transportation to follow a rational planning process to ensure aerodrome are an efficient, functional and integrated part of the air transportation system. Problem Statement The underlying issue as it relates to the Tinson Pen aerodrome is in relation to the possible occurrence of incompatible land use within the airport environs that may have a negative impact on the airports operations with regards to airport noise, public safety, and airspace protection Research Goal To examine the need for land use planning for existing land use and potential developments within the study area related to the Tinson Pen aerodrome. The proposition will identify and examine current and future incompatible land uses within the airport environs, which may conflict with the proposed airports operations in relation to noise, public safety and airspace protection. Research Objectives To determine the Tinson Pen airport locality boundaries To examine the importance of domestic aerodromes as an integrated part of the air transportation system To identify the existing land use within the airport locality To examine current land usage within the study area and any proposed developments by private, government or NGOs and what impact they may have on the proposed airports operations. To identify land use control methods that will ensure the protection of the airports operations and the reciprocal protection of land use within the airports locality. To assess the applicability of land use control measures that minimize the publics exposure to excessive noise and safety hazards within areas around the Tinson Pen Aerodrome. To examine the roles and responsibilities of the state, local governments, private sector organizations and the local community in land use compatibility planning and implementation. To identify and examine the effectiveness of current local and international regulations, legislation and polices related to airport operations and land use compatibility planning. Research Questions What is the importance of the Tinson Pen aerodrome to Jamaicas Air Transportation system? What is the current land usage within the study area and any proposed developments by private, government or NGOs and how will they impact on the airports operations? How compatible are the adjacent development/land use compatible with aviation related activities? To what extent can land use within the airport locality be reserved for compatible uses? What are the roles and responsibilities of the state, local governments, private sector organizations and the local community and to what extent are they exercised in land use compatibility planning and implementation for airports in Jamaica? Is there any legislation and regulations related to airport operations and land use compatibility planning and how important is it to have this legal framework established? How effective can zoning ordinances/regulations facilitate airport operations LITERATURE REVIEW INTRODUCTION Jamaicas air transportation infrastructure consists of the two international airports; Norman Manley and Sangster International along with four domestic aerodromes which are Tinson Pen, Boscobel, Ken Jones and Negril. From a macro-economic perspective both international airports are critical to Jamaica economic viability. Access to aviation is essential to the business traveler, an aid to the farmer, and an unparalleled convenience to the tourist. As it relates to domestic aerodromes, The degree to which our domestic aerodromes have been integrated into the transport system is questionable and may be linked to the unfortunate reality that the development of the transportation system has been taking place in the absence of a comprehensive, well articulated National Transport Policy that should guide its overall development; and ensure that specific transportation initiatives such as the Tinson pen aerodrome are integrated into an overall vision for economic and social development. The critical issue faced by airports both domestic and international airports across the world is the origination of land use conflicts within airport locality because of inadequate zoning and land use planning FAA Airports Division (1999). According to Federal Aviation Administration (1998) in the article â€Å"Airport Compatible Land Use† it outlined the fact that in the United States (USA) this failure to protect the airport environs has led to the loss of many airports from their national inventory of landing facilities. In the past five years, an average of over 60 public-use landing facilities has been lost every year. The article highlighted the fact that the calls to close the airports identified zoning laws or the lack thereof as a major contributor. This problem by extension has manifested itself at the Tinson Pen aerodrome. In particular, the problems include the port expansion, road developments, encroachment of communities to name a few. This literature review see ks give context to the issues faced at the Tinson Pen aerodrome by sourcing literature which examine the importance of domestic aerodromes in the air transport system, show all the critical processes and components of Land use planning for airports, examine the impact that land use conflicts have on aerodrome operation, examine the roles and responsibilities of the state, local governments, private sector organizations and the local community in land use compatibility planning and implementation and how effective local and international regulations, legislation and polices are to airport operations and land use compatibility planning. Determination of Airport Locality Boundaries According to the Virginia Department of Aviation (2006), to implement effective land use planning and control measures around airports, it is necessary to identify specific planning boundaries. These boundaries will define the airport environs for land-use planning purposes. It highlighted the fact that it is important for airport owners, elected officials, land-use planners and developers to understand the components of an effective compatible airport land-use plan. A comprehensive plan will incorporate federal and state airport design criteria, safety of flight requirements and land use provisions unique to the community. The Department of Aviation made reference to the need to accurately represent airport boundaries, recommending that Safety Zones, Standard Traffic Patterns, Overflight Areas, Noise Contours and FAR Part 77 height restriction criteria be considered by land-use planners when developing zoning ordinances, airport overlay districts and comprehensive land-use plans for their community. A comprehensive plan for airport-compatible land-uses should include an area large enough to consider all these factors. Airport Master Plan The Airport Master Plan is a document that details the long-term development of an airport. The plan includes the information, analyses, and resulting decisions and policies guiding the future development of an airport, typically over a 20-year planning period. To meet future demands, the need for facilities on the public side and airfield side of an airport must be detailed in advance, based on an established approach for determining need and possible impacts to the community, with a plan for implementation and funding FAA (1998). Updates to the original master plan are required to document significant changes in policies or development needs. Through the preparation of a master plan, justification can be established, alternatives reviewed, public comment received, and a policy set for the future so that subsequent land use decisions can be compared against an established plan. Essential elements of the airport master plan are outlined in FAA Advisory Circular (AC) 150/5070-6, Airport Master Plans, (1985). Although each airport and community that an airport serves are unique, there are standard elements of any airport master planning process. These elements include the following: Inventory of Existing Facilities and Airspace This initial step in the airport master planning process identifies and establishes a database of existing airport facilities, and reviews information about the airport service area, the surrounding communities, and the existing airspace and navigational aids. An historical review of aeronautical activity, development of facilities, and community issues is also included. This inventory of facilities and services establishes a base against which to compare future development. Forecasts of Anticipated Growth in Activity Information is collated on the numbers of operations (take-offs and landings), passengers, based aircraft, and cargo tonnage moved; socioeconomic data; national trends affecting airport growth; and other information are collected for consideration in preparing aviation demand forecasts. The forecast years are typically in five-year increments with a planning horizon of 20 years. The forecasts needed include enplanements, local and itinerant operations, based aircraft, cargo and mail tonnage, and peak-hour characteristics for passengers and operations. Based on the type of airport being studied, forecasts of international and domestic passengers and projections of air carrier and commuter operations may also be required. Demand/Capacity Analysis The capacity of various airport facilities discussed in the facility inventory is compared to the future demand for these facilities as supported by the aviation demand forecasts. Airside capacity is determined and compared with aircraft demand forecasts to determine the need for and timing of new runways, runway extensions, taxiways, or additional navigational aids that will increase capacity. Airspace capacity is also examined based on projected aircraft fleet mix, the proposed runway configuration, the locations of other airports in the area, and the types of operations (instrument approaches and visual approaches). Terminal area capacity needs are determined for terminal areas and gates, curbside, and public and employee automobile parking. Surface access capacity for surface roads into and out of the airport, including terminal areas, cargo areas, and general aviation facilities, must be reviewed to determine what future capacity is available in the roadway system. Demand for other facilities on the airport, such as fuel farms, cargo areas, maintenance areas, and general aviation facilities is also determined. Lastly, revenue-producing non-aviation uses, such as industrial parks, and hotels, may also be reviewed. The need for any of these facilities is balanced against the availability of land to meet future airport needs and consideration of what is the highest and best use of available land. In addition, the timing of the improvements must be considered based on need and available funding. Alternatives Because options frequently exist as to how to serve the future needs of an airports service area, an analysis of alternatives that can meet the projected growth while achieving community goals is conducted as a critical part of the master planning process. The alternatives analysis results in a recommendation for the most reasonable development approach that maintains an acceptable mix of airport-related land uses, considers airspace and environmental concerns, and remains responsive to community concerns. Environmental Analysis Existing and potential environmental impacts, and any possible mitigation of adverse environmental impacts, must be considered during the master planning process. This portion of the master plan, while not to the detail required in an environmental assessment or environmental impact statement as outlined by the National Environmental Policy Act (NEPA), should provide an overview of environmental issues and potential mitigation to be considered with the implementation of the selected airport development plan. Plan Implementation A schedule for development and review of available funding is required-with the selection of a preferred alternative for airport development. The financial feasibility of the implementation of the master plan development must be considered, including both capital and ongoing operating costs. Five-, 10-, and 20-year development plans are provided with a more Page V-5 V. Airport and Local Land Use Planning Processes detailed look at the shorter-term (five-year) projects to be included in the airport capital improvement program. Airport Layout Plan According to the California Airport Land Use Planning Handbook (2002) a compatibility plan should contain a drawing showing the locations of existing and proposed airport runways, runway protection zones, property boundaries, and any other features which have implications for land use compatibility as aforementioned. However it also identifies the fact that these drawing may be a formal airport layout plan prepared by the airport proprietor as part of an airport master plan or other planning process and alternatively, it can be a more simplified drawing emphasizing the airports fundamental features. This information is a critical component to be retrofitted to this research. It is predicated upon the fact that current airport layout plan is not available for the Tinson Pen aerodrome. This happens as a result of the airport proprietor not keeping it current and is particularly common for small, privately owned facilities where no layout plan may have ever been prepared. Adopted Master Plan Exists The California Department of Transportation Division of Aeronautics generally does not become involved when a long-range master plan has been adopted by the agency owning the airport and the plan is reasonably current. If the master plan is old, the layout plan contained in it may need to be updated to reflecting recent construction. Such updates should then be submitted to the Division of Aeronautics for approval. Another situation which sometimes arises is that an airport master planning process is being conducted concurrently with the preparation or updating of a compatibility plan. If the master plan is expected to propose airport development which could have airport compatibility implications, it may be advantageous for the compatibility plan to include policies which take into account the anticipated changes. However, the compatibility plan still needs to be based upon the master plan which is in effect. Airport Layout Plan Available When a master plan does not exist or was never adopted by the airport owner, but an airport layout plan is available, the Division of Aeronautics is responsible for reviewing the plan and any associated activity projections for currency and suitability for airport land use planning purposes. The Division of Aeronautics may suggest modifications to the plan if deemed necessary. No Airport Plan Exists When no plan exists, the commission typically will need to prepare a simplified or diagrammatic airport layout drawing on which to base its land use compatibility plan. Such drawings need not be detailed. The only components essential to show are ones which may have off-airport compatibility implications—specifically: runways, runway protection zones, airport property lines and traffic patterns. Also, because lack of an airport layout plan mostly occurs only with regard to low-activity, often privately owned, airports for which few changes are anticipated, the plan merely needs to reflect the existing conditions. Typical Airport Traffic pattern Specific areas to be considered at and around airports are defined by two major Federal Aviation Administration criteria: Federal Aviation Regulation (FAR) Part 77 Objects Affecting Navigable Airspace and FAA Advisory Circular 150/5300-13 Airport Design Standards. These two primary documents provide the form the basis for delineating the limits of the environs affected by aircraft near airports. FAR Part 77 establishes standards for determining which structures pose potential obstructions to air navigation. It does this by establishing standards for defining obstructions to navigable airspace. These airspace areas are referred to as Imaginary Surfaces. Objects affected include existing or proposed objects of natural growth, terrain, or permanent or temporary construction including equipment that is permanent or temporary in character. The imaginary surfaces outlined in FAR Part 77 include Primary Surface Transitional Surface Horizontal Surface Conical Surface Approach Surface FAR Part 77 clearly defines these surfaces as follows: Primary Surface: The primary surface is longitudinally centered on a runway. When the runway has a specially prepared hard surface, the primary surface extends 200 feet beyond each end of that runway. When the runway has no specially prepared hard surface, or planned hard surface, the primary surface terminates at each end of the runway. The width of a primary surface ranges from 250 feet to 1,000 feet depending on the existing or planned approach and runway type (i.e., visual, non precision, or precision). Transitional Surface: Transitional surfaces extend outward and upward at right angles to the runway centerline and are extended at a slope of seven (7) feet horizontally for each foot vertically (7:1) from the sides of the primary and approach surfaces. The transitional surfaces extend to where they intercept the horizontal surface at a height of 150 feet above the runway elevation. For precision approach surfaces, which project through and beyond the limits of the conical surface, the transitional surface also extends a distance of 5,000 feet measured horizontally from the edge of the approach surface and at right angles to the runway centerline. depict the dimensional requirements of the transitional surface. Horizontal Surface: The horizontal surface is a horizontal plane located 150 feet above the established airport elevation, covering an area from the transitional surface to the conical surface. The perimeter is constructed by swinging arcs from the center of each end of the primary surface and connecting the adjacent arcs by lines tangent to those areas. The radius of each arc is 5,000 feet for all runway ends designated as utility or visual, or 10,000 feet for all other runway ends. Conical Surface: The conical surface is a surface extending upward and outward from the periphery of the horizontal surface at a slope of one foot for every 20 feet (20:1) for a horizontal distance of 4,000 feet. Approach Surface: Longitudinally centered on the extended runway centerline, the approach surface extends outward and upward from the end of the primary surface. An approach surface is applied to each end of each runway based upon the type of approach. The approach slope of a runway is a ratio of 20:1, 34:1, or 50:1, depending on the sophistication of the approach. The length of the approach surface varies, ranging from 5,000 feet to 50,000 feet. The inner edge of the approach surface is the same width as the primary surface and expands uniformly to a width ranging from 1,250 feet to 16,000 feet depending on the type of runway and approach. Compatible Land Uses According to the Wisconsin Department of Aviation (2002), the types of airport compatible land uses depend on the location and size of the airport, as well as the type and volume of aircraft using the facility. Most commercial industrial uses, especially those associated with the airport, are good neighbors. Land uses where the airport creates the demand, such as motels, restaurants, warehouses, shipping agencies, aircraft related industries, as well as industries that benefit from access to an airport, are compatible land uses. At airport locations where there is not now a demand for these uses near the airport, communities may find it desirable to promote the use of this land for commercial or industrial use through a program of aids and incentives. Buildings and structures must not obstruct the aerial approaches to the airport, interfere with aircraft radio communications, or affect a pilots vision due to glare or bright lights. Motels, restaurants and office buildings should also be soundproofed to make them more comfortable and attractive to clientele and employees. Other uses compatible with airports are large parks, conservatory areas and other open spaces. These land uses are created for public purposes and are opportunities for local government bodies to provide a compatible land use. Forestry services, landscape services, game preserves and some extractive industries such as mining and excavation are also land uses considered compatible with airports. Agriculture is another land use that is compatible with airport operations. While some types of animal farming are sensitive to aircraft noise, most agricultural uses are not adversely affected by airport operations. Agricultural land also allows the owner of property near the airport to make an efficient use of the land while benefiting the community in terms of airport protection. Incompatible Land Uses Incompatible airport land uses include residential development, schools, community centers, libraries, hospitals, religious service buildings, and tall structures. Residential housing is the most prevalent urban land use, and also the use most incompatible with aircraft operations. As residential developments fill the vacant or former agricultural land between the urban settlement and the airport, the possibility of the residential developments restricting the airports potential increases. Residential growth restricts the airport by acquiring the land needed for expansion and by removing the buffer between the airport and residential neighborhoods. This buffer is important because it diminishes the impact of aircraft noise and lessens the possibility of an airplane accident in the residential neighborhood. As residential uses expand into this area around the airport, homeowners inevitably express concerns regarding safety and noise. Wisconsin experienced a strong population growth du ring the 1990s, gaining almost 400,000 new residents. Metropolitan counties showed the most rapid growth. During a period of strong or rapid growth, residential uses have often developed too close to an airport. However, with careful planning there is no reason for the continued encroachment on the airport by this type of incompatible land use. Residential neighborhoods, schools, churches and other similar land uses are the most susceptible to the side effects of aircraft operations. It is neither in the interest of the homeowner nor the community to locate these uses where they will be subject to the greatest impact of aircraft takeoffs and landings. It is clearly in the public interest that action should be taken to prevent this land use conflict. Because this research seeks to highlight the impacts that land use have on the operations of the Tinson Pen, the aim is to identify the reciprocal effect of the aerodrome. Therefore the focus for the issue regarding residential communities locating near airports is not the associated noise impact on the community but the reciprocation of complaints which may apply pressure for an airports closure. Other examples of incompatible land uses around airports include wetland mitigation, retention ponds, and land fills. These may appear to be good land uses around an airport but are re stricted or could possibly be associated with wildlife hazards. Caution should also be exercised with wildlife preserves located near airports due to the possible wildlife hazards associated with them. The sound made by aircraft is a primary consideration in the determination of compatible land uses. Technical improvements in aircraft engines, flight paths that detour around populated areas, and changes in landing and takeoff procedures have continued to reduce the impact of aircraft noise. Aircraft will always create a level of noise that will make some land uses in the proximity of the airport incompatible. Compatibility Concerns The California Airport Land use compatibility handbook (2002) explained that airport land use compatibility concerns fall under two broad headings identified in state law: noise and safety. However, for the purposes of formulating airport land use compatibility policies and criteria, further divided these concerns into four categories. These categories are noise, safety, overflight and airspace protection. The ICAO Environmental controls and land use (2001) highlighted the fact that there are basic categories of concern when discussing compatible land uses. The following outlines the top priority items that need to be addressed as part of a land use compatibility program. Some factors to consider include the density of developments and the height of structures. Other conditions to consider when planning for safe airport environs include distracting lights, reflective glare, smoke, dust, induced fog, electronic interference, and bird attractants. These conditions can distract the pilot and interfere with their safe approach and departure from an airport. Land uses that can lead to, or contribute to, these conditions should be discouraged in the airport environs. In particular, proposed development should not be permitted beneath the approach surface of a runway if that development generates any of the potentially hazardous conditions described in the following paragraphs. This is by no means an inclusive list, however, it illustrates the diverse types of land uses that a planner needs to be cognizant of when developing an airport land use plan. Density Development A primary means of limiting the risks of damage or injury to persons or property on the ground due to near-airport aircraft accidents is to limit the density of land use development in these areas. The question of where to set these limits is dependent upon both the probability of an accident and the degree of risk that the community finds acceptable. From the previous sections, it is clear that accident probabilities increase with closer proximity to runway ends both because of greater concentration of aircraft over that area and because aircraft are flying at low altitude. The areas where aircraft regularly fly less than 500 feet above the ground are regarded as the most critical. Low flight altitudes present the greatest risks because they offer pilots less opportunity to recover from unexpected occurrences. Because aircraft are turning to follow the traffic pattern, this area encompasses more than just the area beneath the FAR Part 77 approach surface. Turns mostly take place bet ween 2,000 and 5,000 feet from the runway end, dependi Impacts of Land Use on the Tinson Pen Impacts of Land Use on the Tinson Pen The transport sector in Jamaica may be considered to include road, rail, air and maritime transportation (See Figure 1 Appendix 6). The Ministry of Housing, Transport, Water and Works (MHTWW) has prepared a draft National Transport Policy to provide a framework for the future development of the sector. As it pertains to air transportation, Jamaicas air transport system comprises an international system and a domestic system. The three (3) main entities in the air transport sector are the Aviation Service Providers such as airports, air traffic services, aircraft maintenance organizations, airlines and AEROTEL; Users of air transport, such as passengers and shippers, and the Regulator, the Jamaica Civil Aviation Authority (JCAA). The service providers and regulator facilitate air transportation in Jamaica in a manner that conforms with international best practices stipulated by the United Nations body responsible for civil aviation, the International Civil Aviation Organization (ICAO ). The 1974 enactment of the Airports Authority Act transferred to the Airports Authority of Jamaica (AAJ), responsibilities for the ownership, management and commercial functions of the two (2) international airports Norman Manley International Airport (NMIA) and the Sangster International Airport (SIA). In 1997, AAJs responsibility was expanded to incorporate the four (4) active domestic aerodromes Boscobel, Ken Jones, Negril and the Tinson Pen. One of the primary responsibilities of the AAJ is to oversee the expansion and modernization of facilities at the islands international and domestic aerodromes. Special emphasis will be placed on Tinson Pen aerodrome for the purpose of this research. Essentially the critical issue to be addressed is the impact that existing and proposed land uses have had on the operations of the Tinson Pen aerodrome. The rational for selecting the Tinson Pen aerodrome is contingent upon the fact that the Tinson Aerodrome represents a critical support system in Jamaicas domestic air transportation system. Located on Marcus Garvey Drive Kingston, Tinson Pen Aerodrome is used for general aviation, commuter and charter flights courier services and flight training and aircraft maintenance services. It currently provides these services from operators including International Airlink, Wings Jamaica Limited, Caribbean Aviation Centre, Island Aviation Service, Air Speed Limited, Strescon and Tara Courier. It is the largest of the countrys four domestic aerodrome; It is adjacent to the Kingston Wharves, one of the largest trans-shipment port in the English-speaking Ca ribbean and a major highway which has improved regional connectivity. It is a vital commercial link between Kingston and Montego Bay. Whether it is by commercial or general aviation, access to aviation plays a key role in the conduct of daily business throughout the country. Close proximity to airports increases opportunities for corporations and industries doing business in Kingston and St Andrew by permitting safe, efficient, and cost-effective travel for business passengers and freight. In light of Jamaicas geographic location, the island is vulnerable to Hurricanes. The first facilities to become incapacitated are the two international airports due to their close proximity to the sea. However Norman Manley International has a greater vulnerability because it is located on a peninsula which continues to be severely inundated subsequent to the passage of hurricanes. However the Tinson Pen aerodrome has survived all of the major disasters and as a result has emerged as a critical b ack up facility to the Norman Manley International Airport. This manifested itself after hurricane Ivan when relief supplies had to be flown out of Tinson Pen because the Palisadoes was impassable. Despite greater emphasis from the government being placed on international air transportation the importance of revitalizing domestic air transportation has also been on the Governments agenda. According to the National Transport Policy Final Draft the strategic objectives outline the need to promote an efficient and productive aviation industry which will compete domestically and internationally and facilitate the development and commercialisation of the domestic aerodromes. Essentially, if Jamaica is to reinvigorate domestic air travel special attention must be directed to the understanding the impact that land use has on our aerodromes operation, how to assess these impacts and identify various mitigation strategies to protect our aerodromes. Tinson Pen has to contend with a myriad of developments occurring adjacent to the Kingston Waterfront including the Port expansion, Highway 2000, Marcus Garvey Road Improvements, Factories Corporation of Jamaica, communities such as Greenwich Farm, Union Gardens and Majestic Gardens. In understanding the impacts that these and other land uses have on the Tinson Pen aerodrome, creates the opportunity for future development initiatives in the domestic air transportation to follow a rational planning process to ensure aerodrome are an efficient, functional and integrated part of the air transportation system. Problem Statement The underlying issue as it relates to the Tinson Pen aerodrome is in relation to the possible occurrence of incompatible land use within the airport environs that may have a negative impact on the airports operations with regards to airport noise, public safety, and airspace protection Research Goal To examine the need for land use planning for existing land use and potential developments within the study area related to the Tinson Pen aerodrome. The proposition will identify and examine current and future incompatible land uses within the airport environs, which may conflict with the proposed airports operations in relation to noise, public safety and airspace protection. Research Objectives To determine the Tinson Pen airport locality boundaries To examine the importance of domestic aerodromes as an integrated part of the air transportation system To identify the existing land use within the airport locality To examine current land usage within the study area and any proposed developments by private, government or NGOs and what impact they may have on the proposed airports operations. To identify land use control methods that will ensure the protection of the airports operations and the reciprocal protection of land use within the airports locality. To assess the applicability of land use control measures that minimize the publics exposure to excessive noise and safety hazards within areas around the Tinson Pen Aerodrome. To examine the roles and responsibilities of the state, local governments, private sector organizations and the local community in land use compatibility planning and implementation. To identify and examine the effectiveness of current local and international regulations, legislation and polices related to airport operations and land use compatibility planning. Research Questions What is the importance of the Tinson Pen aerodrome to Jamaicas Air Transportation system? What is the current land usage within the study area and any proposed developments by private, government or NGOs and how will they impact on the airports operations? How compatible are the adjacent development/land use compatible with aviation related activities? To what extent can land use within the airport locality be reserved for compatible uses? What are the roles and responsibilities of the state, local governments, private sector organizations and the local community and to what extent are they exercised in land use compatibility planning and implementation for airports in Jamaica? Is there any legislation and regulations related to airport operations and land use compatibility planning and how important is it to have this legal framework established? How effective can zoning ordinances/regulations facilitate airport operations LITERATURE REVIEW INTRODUCTION Jamaicas air transportation infrastructure consists of the two international airports; Norman Manley and Sangster International along with four domestic aerodromes which are Tinson Pen, Boscobel, Ken Jones and Negril. From a macro-economic perspective both international airports are critical to Jamaica economic viability. Access to aviation is essential to the business traveler, an aid to the farmer, and an unparalleled convenience to the tourist. As it relates to domestic aerodromes, The degree to which our domestic aerodromes have been integrated into the transport system is questionable and may be linked to the unfortunate reality that the development of the transportation system has been taking place in the absence of a comprehensive, well articulated National Transport Policy that should guide its overall development; and ensure that specific transportation initiatives such as the Tinson pen aerodrome are integrated into an overall vision for economic and social development. The critical issue faced by airports both domestic and international airports across the world is the origination of land use conflicts within airport locality because of inadequate zoning and land use planning FAA Airports Division (1999). According to Federal Aviation Administration (1998) in the article â€Å"Airport Compatible Land Use† it outlined the fact that in the United States (USA) this failure to protect the airport environs has led to the loss of many airports from their national inventory of landing facilities. In the past five years, an average of over 60 public-use landing facilities has been lost every year. The article highlighted the fact that the calls to close the airports identified zoning laws or the lack thereof as a major contributor. This problem by extension has manifested itself at the Tinson Pen aerodrome. In particular, the problems include the port expansion, road developments, encroachment of communities to name a few. This literature review see ks give context to the issues faced at the Tinson Pen aerodrome by sourcing literature which examine the importance of domestic aerodromes in the air transport system, show all the critical processes and components of Land use planning for airports, examine the impact that land use conflicts have on aerodrome operation, examine the roles and responsibilities of the state, local governments, private sector organizations and the local community in land use compatibility planning and implementation and how effective local and international regulations, legislation and polices are to airport operations and land use compatibility planning. Determination of Airport Locality Boundaries According to the Virginia Department of Aviation (2006), to implement effective land use planning and control measures around airports, it is necessary to identify specific planning boundaries. These boundaries will define the airport environs for land-use planning purposes. It highlighted the fact that it is important for airport owners, elected officials, land-use planners and developers to understand the components of an effective compatible airport land-use plan. A comprehensive plan will incorporate federal and state airport design criteria, safety of flight requirements and land use provisions unique to the community. The Department of Aviation made reference to the need to accurately represent airport boundaries, recommending that Safety Zones, Standard Traffic Patterns, Overflight Areas, Noise Contours and FAR Part 77 height restriction criteria be considered by land-use planners when developing zoning ordinances, airport overlay districts and comprehensive land-use plans for their community. A comprehensive plan for airport-compatible land-uses should include an area large enough to consider all these factors. Airport Master Plan The Airport Master Plan is a document that details the long-term development of an airport. The plan includes the information, analyses, and resulting decisions and policies guiding the future development of an airport, typically over a 20-year planning period. To meet future demands, the need for facilities on the public side and airfield side of an airport must be detailed in advance, based on an established approach for determining need and possible impacts to the community, with a plan for implementation and funding FAA (1998). Updates to the original master plan are required to document significant changes in policies or development needs. Through the preparation of a master plan, justification can be established, alternatives reviewed, public comment received, and a policy set for the future so that subsequent land use decisions can be compared against an established plan. Essential elements of the airport master plan are outlined in FAA Advisory Circular (AC) 150/5070-6, Airport Master Plans, (1985). Although each airport and community that an airport serves are unique, there are standard elements of any airport master planning process. These elements include the following: Inventory of Existing Facilities and Airspace This initial step in the airport master planning process identifies and establishes a database of existing airport facilities, and reviews information about the airport service area, the surrounding communities, and the existing airspace and navigational aids. An historical review of aeronautical activity, development of facilities, and community issues is also included. This inventory of facilities and services establishes a base against which to compare future development. Forecasts of Anticipated Growth in Activity Information is collated on the numbers of operations (take-offs and landings), passengers, based aircraft, and cargo tonnage moved; socioeconomic data; national trends affecting airport growth; and other information are collected for consideration in preparing aviation demand forecasts. The forecast years are typically in five-year increments with a planning horizon of 20 years. The forecasts needed include enplanements, local and itinerant operations, based aircraft, cargo and mail tonnage, and peak-hour characteristics for passengers and operations. Based on the type of airport being studied, forecasts of international and domestic passengers and projections of air carrier and commuter operations may also be required. Demand/Capacity Analysis The capacity of various airport facilities discussed in the facility inventory is compared to the future demand for these facilities as supported by the aviation demand forecasts. Airside capacity is determined and compared with aircraft demand forecasts to determine the need for and timing of new runways, runway extensions, taxiways, or additional navigational aids that will increase capacity. Airspace capacity is also examined based on projected aircraft fleet mix, the proposed runway configuration, the locations of other airports in the area, and the types of operations (instrument approaches and visual approaches). Terminal area capacity needs are determined for terminal areas and gates, curbside, and public and employee automobile parking. Surface access capacity for surface roads into and out of the airport, including terminal areas, cargo areas, and general aviation facilities, must be reviewed to determine what future capacity is available in the roadway system. Demand for other facilities on the airport, such as fuel farms, cargo areas, maintenance areas, and general aviation facilities is also determined. Lastly, revenue-producing non-aviation uses, such as industrial parks, and hotels, may also be reviewed. The need for any of these facilities is balanced against the availability of land to meet future airport needs and consideration of what is the highest and best use of available land. In addition, the timing of the improvements must be considered based on need and available funding. Alternatives Because options frequently exist as to how to serve the future needs of an airports service area, an analysis of alternatives that can meet the projected growth while achieving community goals is conducted as a critical part of the master planning process. The alternatives analysis results in a recommendation for the most reasonable development approach that maintains an acceptable mix of airport-related land uses, considers airspace and environmental concerns, and remains responsive to community concerns. Environmental Analysis Existing and potential environmental impacts, and any possible mitigation of adverse environmental impacts, must be considered during the master planning process. This portion of the master plan, while not to the detail required in an environmental assessment or environmental impact statement as outlined by the National Environmental Policy Act (NEPA), should provide an overview of environmental issues and potential mitigation to be considered with the implementation of the selected airport development plan. Plan Implementation A schedule for development and review of available funding is required-with the selection of a preferred alternative for airport development. The financial feasibility of the implementation of the master plan development must be considered, including both capital and ongoing operating costs. Five-, 10-, and 20-year development plans are provided with a more Page V-5 V. Airport and Local Land Use Planning Processes detailed look at the shorter-term (five-year) projects to be included in the airport capital improvement program. Airport Layout Plan According to the California Airport Land Use Planning Handbook (2002) a compatibility plan should contain a drawing showing the locations of existing and proposed airport runways, runway protection zones, property boundaries, and any other features which have implications for land use compatibility as aforementioned. However it also identifies the fact that these drawing may be a formal airport layout plan prepared by the airport proprietor as part of an airport master plan or other planning process and alternatively, it can be a more simplified drawing emphasizing the airports fundamental features. This information is a critical component to be retrofitted to this research. It is predicated upon the fact that current airport layout plan is not available for the Tinson Pen aerodrome. This happens as a result of the airport proprietor not keeping it current and is particularly common for small, privately owned facilities where no layout plan may have ever been prepared. Adopted Master Plan Exists The California Department of Transportation Division of Aeronautics generally does not become involved when a long-range master plan has been adopted by the agency owning the airport and the plan is reasonably current. If the master plan is old, the layout plan contained in it may need to be updated to reflecting recent construction. Such updates should then be submitted to the Division of Aeronautics for approval. Another situation which sometimes arises is that an airport master planning process is being conducted concurrently with the preparation or updating of a compatibility plan. If the master plan is expected to propose airport development which could have airport compatibility implications, it may be advantageous for the compatibility plan to include policies which take into account the anticipated changes. However, the compatibility plan still needs to be based upon the master plan which is in effect. Airport Layout Plan Available When a master plan does not exist or was never adopted by the airport owner, but an airport layout plan is available, the Division of Aeronautics is responsible for reviewing the plan and any associated activity projections for currency and suitability for airport land use planning purposes. The Division of Aeronautics may suggest modifications to the plan if deemed necessary. No Airport Plan Exists When no plan exists, the commission typically will need to prepare a simplified or diagrammatic airport layout drawing on which to base its land use compatibility plan. Such drawings need not be detailed. The only components essential to show are ones which may have off-airport compatibility implications—specifically: runways, runway protection zones, airport property lines and traffic patterns. Also, because lack of an airport layout plan mostly occurs only with regard to low-activity, often privately owned, airports for which few changes are anticipated, the plan merely needs to reflect the existing conditions. Typical Airport Traffic pattern Specific areas to be considered at and around airports are defined by two major Federal Aviation Administration criteria: Federal Aviation Regulation (FAR) Part 77 Objects Affecting Navigable Airspace and FAA Advisory Circular 150/5300-13 Airport Design Standards. These two primary documents provide the form the basis for delineating the limits of the environs affected by aircraft near airports. FAR Part 77 establishes standards for determining which structures pose potential obstructions to air navigation. It does this by establishing standards for defining obstructions to navigable airspace. These airspace areas are referred to as Imaginary Surfaces. Objects affected include existing or proposed objects of natural growth, terrain, or permanent or temporary construction including equipment that is permanent or temporary in character. The imaginary surfaces outlined in FAR Part 77 include Primary Surface Transitional Surface Horizontal Surface Conical Surface Approach Surface FAR Part 77 clearly defines these surfaces as follows: Primary Surface: The primary surface is longitudinally centered on a runway. When the runway has a specially prepared hard surface, the primary surface extends 200 feet beyond each end of that runway. When the runway has no specially prepared hard surface, or planned hard surface, the primary surface terminates at each end of the runway. The width of a primary surface ranges from 250 feet to 1,000 feet depending on the existing or planned approach and runway type (i.e., visual, non precision, or precision). Transitional Surface: Transitional surfaces extend outward and upward at right angles to the runway centerline and are extended at a slope of seven (7) feet horizontally for each foot vertically (7:1) from the sides of the primary and approach surfaces. The transitional surfaces extend to where they intercept the horizontal surface at a height of 150 feet above the runway elevation. For precision approach surfaces, which project through and beyond the limits of the conical surface, the transitional surface also extends a distance of 5,000 feet measured horizontally from the edge of the approach surface and at right angles to the runway centerline. depict the dimensional requirements of the transitional surface. Horizontal Surface: The horizontal surface is a horizontal plane located 150 feet above the established airport elevation, covering an area from the transitional surface to the conical surface. The perimeter is constructed by swinging arcs from the center of each end of the primary surface and connecting the adjacent arcs by lines tangent to those areas. The radius of each arc is 5,000 feet for all runway ends designated as utility or visual, or 10,000 feet for all other runway ends. Conical Surface: The conical surface is a surface extending upward and outward from the periphery of the horizontal surface at a slope of one foot for every 20 feet (20:1) for a horizontal distance of 4,000 feet. Approach Surface: Longitudinally centered on the extended runway centerline, the approach surface extends outward and upward from the end of the primary surface. An approach surface is applied to each end of each runway based upon the type of approach. The approach slope of a runway is a ratio of 20:1, 34:1, or 50:1, depending on the sophistication of the approach. The length of the approach surface varies, ranging from 5,000 feet to 50,000 feet. The inner edge of the approach surface is the same width as the primary surface and expands uniformly to a width ranging from 1,250 feet to 16,000 feet depending on the type of runway and approach. Compatible Land Uses According to the Wisconsin Department of Aviation (2002), the types of airport compatible land uses depend on the location and size of the airport, as well as the type and volume of aircraft using the facility. Most commercial industrial uses, especially those associated with the airport, are good neighbors. Land uses where the airport creates the demand, such as motels, restaurants, warehouses, shipping agencies, aircraft related industries, as well as industries that benefit from access to an airport, are compatible land uses. At airport locations where there is not now a demand for these uses near the airport, communities may find it desirable to promote the use of this land for commercial or industrial use through a program of aids and incentives. Buildings and structures must not obstruct the aerial approaches to the airport, interfere with aircraft radio communications, or affect a pilots vision due to glare or bright lights. Motels, restaurants and office buildings should also be soundproofed to make them more comfortable and attractive to clientele and employees. Other uses compatible with airports are large parks, conservatory areas and other open spaces. These land uses are created for public purposes and are opportunities for local government bodies to provide a compatible land use. Forestry services, landscape services, game preserves and some extractive industries such as mining and excavation are also land uses considered compatible with airports. Agriculture is another land use that is compatible with airport operations. While some types of animal farming are sensitive to aircraft noise, most agricultural uses are not adversely affected by airport operations. Agricultural land also allows the owner of property near the airport to make an efficient use of the land while benefiting the community in terms of airport protection. Incompatible Land Uses Incompatible airport land uses include residential development, schools, community centers, libraries, hospitals, religious service buildings, and tall structures. Residential housing is the most prevalent urban land use, and also the use most incompatible with aircraft operations. As residential developments fill the vacant or former agricultural land between the urban settlement and the airport, the possibility of the residential developments restricting the airports potential increases. Residential growth restricts the airport by acquiring the land needed for expansion and by removing the buffer between the airport and residential neighborhoods. This buffer is important because it diminishes the impact of aircraft noise and lessens the possibility of an airplane accident in the residential neighborhood. As residential uses expand into this area around the airport, homeowners inevitably express concerns regarding safety and noise. Wisconsin experienced a strong population growth du ring the 1990s, gaining almost 400,000 new residents. Metropolitan counties showed the most rapid growth. During a period of strong or rapid growth, residential uses have often developed too close to an airport. However, with careful planning there is no reason for the continued encroachment on the airport by this type of incompatible land use. Residential neighborhoods, schools, churches and other similar land uses are the most susceptible to the side effects of aircraft operations. It is neither in the interest of the homeowner nor the community to locate these uses where they will be subject to the greatest impact of aircraft takeoffs and landings. It is clearly in the public interest that action should be taken to prevent this land use conflict. Because this research seeks to highlight the impacts that land use have on the operations of the Tinson Pen, the aim is to identify the reciprocal effect of the aerodrome. Therefore the focus for the issue regarding residential communities locating near airports is not the associated noise impact on the community but the reciprocation of complaints which may apply pressure for an airports closure. Other examples of incompatible land uses around airports include wetland mitigation, retention ponds, and land fills. These may appear to be good land uses around an airport but are re stricted or could possibly be associated with wildlife hazards. Caution should also be exercised with wildlife preserves located near airports due to the possible wildlife hazards associated with them. The sound made by aircraft is a primary consideration in the determination of compatible land uses. Technical improvements in aircraft engines, flight paths that detour around populated areas, and changes in landing and takeoff procedures have continued to reduce the impact of aircraft noise. Aircraft will always create a level of noise that will make some land uses in the proximity of the airport incompatible. Compatibility Concerns The California Airport Land use compatibility handbook (2002) explained that airport land use compatibility concerns fall under two broad headings identified in state law: noise and safety. However, for the purposes of formulating airport land use compatibility policies and criteria, further divided these concerns into four categories. These categories are noise, safety, overflight and airspace protection. The ICAO Environmental controls and land use (2001) highlighted the fact that there are basic categories of concern when discussing compatible land uses. The following outlines the top priority items that need to be addressed as part of a land use compatibility program. Some factors to consider include the density of developments and the height of structures. Other conditions to consider when planning for safe airport environs include distracting lights, reflective glare, smoke, dust, induced fog, electronic interference, and bird attractants. These conditions can distract the pilot and interfere with their safe approach and departure from an airport. Land uses that can lead to, or contribute to, these conditions should be discouraged in the airport environs. In particular, proposed development should not be permitted beneath the approach surface of a runway if that development generates any of the potentially hazardous conditions described in the following paragraphs. This is by no means an inclusive list, however, it illustrates the diverse types of land uses that a planner needs to be cognizant of when developing an airport land use plan. Density Development A primary means of limiting the risks of damage or injury to persons or property on the ground due to near-airport aircraft accidents is to limit the density of land use development in these areas. The question of where to set these limits is dependent upon both the probability of an accident and the degree of risk that the community finds acceptable. From the previous sections, it is clear that accident probabilities increase with closer proximity to runway ends both because of greater concentration of aircraft over that area and because aircraft are flying at low altitude. The areas where aircraft regularly fly less than 500 feet above the ground are regarded as the most critical. Low flight altitudes present the greatest risks because they offer pilots less opportunity to recover from unexpected occurrences. Because aircraft are turning to follow the traffic pattern, this area encompasses more than just the area beneath the FAR Part 77 approach surface. Turns mostly take place bet ween 2,000 and 5,000 feet from the runway end, dependi