Belonging: Romulus My Father and Becoming Jane Related Text

Fundamental to perceptions of belonging is the recognition of its complex nature encompassing both belonging and its antithetical concept of isolation. This duality, manifested in the relationship between an individual and the people and environment they are exposed to is paramount in the development of ones identity and therefore the definition of the institutions to which they may belong. The fragility and labyrinthine nature of belonging is explored in Raimond Gaita’s Romulus, My Father through the contrasting characters of the narrator and his titular father in their experiences to assimilate to Australian culture and society.Contrasting, Julian Jarrold’s biographical drama ‘Becoming Jane’ illustrates the influences of society on the development of an individual’s character, and further, the will of individuals to both challenge and conform to society in order to achieve a sense of belonging. Through its inherent duality, the complex notion of be longing and isolation is defined by an interaction between an individual and their surrounds. The contrasting notions of belonging and isolation are explored in Gaita’s memoir through the conflicting experiences of the narrator and his alienated father.Illustrated through the harsh and influential environment he was exposed to in his youth, Romulus’ character, personality and morals were formed in unique circumstances, something that would later alienate him from other more conventional societies. Culturally and socially isolated in Australia, â€Å"a landscape of rare beauty, to a European eye†¦ seemed desolate† leading to Romulus attempts to replicate European society in rural Australia. The acknowledgment of this isolation by the narrator that â€Å"my father could not become reconciled to it† provides an understanding as to the difficulties Romulus’ past experiences had provided him with.Through the development of a morale code no individu al, even himself could fulfil and expectations of others he realised were too high as shown through his forgiving attitude, Romulus’ â€Å"character† as his â€Å"central moral concept† was evidently flawed in judging others. Contrasting, Raimond’s appreciative attitude towards Australia and lack of previous cultural influence allows his to gain his identity based purely on Australian ideals and values. Contrasting however, Romulus’ wife Christine, raised in a similar environment to her husband, becomes the narrator’s conception of isolation s her personality, identity and value systems are not adaptable to an Australian setting. Additionally, Romulus, My Father demonstrates the significance of relationships to achieve a sense of belonging. The conformation of identity achieved through the filial bond between narrator and his father permits Raimond to gain insight into his heritage and therefore develop his identity whilst allowing Romulus t o confirm his identity and reside in an aspect of society.Illustrated through the abandoning of his youthful innocence, adoption of his fathers responsibility and philosophical nature and growing comprehension of Romulus’ struggle to belong, Raimond’s experience at the time of his fathers mental deterioration is symbolic of his growing maturity and the significance of relationships in the attaining of identity. Further, through the use of first person narration and the memoir text type, the narrator effectively reflects on the personal nature of belonging in which Romulus resides.Illustrated through the significance of Hora on this filial interdependence, Gaita reflects on the impact of secondary characters on relationships through the imperative middle ground between the strict moral expectations of Romulus and the youthful naivety of Raimond that Hora creates. Consequently examined through his rationale to Romulus’ dilemmas including that of the shaving blade, the â€Å"example† of Hora’s friendship with Romulus acted as a significant influence in Raimond’s development allowing him to embrace the cultural values of â€Å"honesty, loyalty, courage and charity† advocated by both men.However, despite similar experiences between the maternally neglectful and alienated Christine and Romulus, by the conclusion of the novel, the eulogy to Romulus by Raimond reflecting on his â€Å"unhesitating acceptance†, â€Å"common humanity† and furthermore the recognition of this by members of the society, portrays that Romulus was accepted in a manner suitable for a migrant in the contextual climate. Contrasting to Gaita’s Romulus, My Father, Julian Jarrold’s biographical drama Becoming Jane is concerned with an individual’s ability to redefine themselves in order to belong to a variable society.Through the societal and cultural relationship between Jane Austen and her patriarchal English soci ety, a sense of belonging is preceded by an extensive experience of isolation. Illustrated by her original discontent at the ideals portrayed by her Georgian England society or marriage and suppression of individuality, Austen’s feministic, professional and somewhat modern and radical perceptions of love and sexual equality are means by which she attempts to adapt to incorporate her desires.The acceptable notion that â€Å"affection is desirable, money is absolutely indispensable,† reflected by traditional characters of society further enphisises the female position in society and the limited institutions to which they were permitted to belong. Accentuated through Lady Gresham’s enquiring as to if â€Å"anything can be done† about Austen’s literary ambitions, Jane’s isolation from a society, which fails to cater for her needs, is expressed through a disapproval of her actions from traditionalist members of Georgian England.Further demonstrat ion of the significance of societal influences on the concept of belonging occurs in the final scene of the film when, whilst dressed in pure white, Austen offers to read her novel to a crowd of young girls, hence, alluding to the cyclical nature of society in which constant development and compromising of culture is caused by a constant incorporation of individual desires into a set social construct. Furthermore, Becoming Jane illustrates the significance of relationships in developing and maintaining identity.Outlined by her original devotion to family, Jane’s discontent in society is a result of her changing opinions, as experiences in the relationships to which she is exposed, create a feeling of angst and dissatisfaction within the character. As relationships around her diminish as conveyed through emotional writing scenes, Jane seeks comfort in relationships absent from her original moral formation represented by her family and Lady Gresham.Illustrated through Jane†™s new relationship with Tom Lefroy, Austen is able to confirm and strengthen her desire to adapt the society in which she lives. Lefroy’s character’s, originally black costuming gradually becomes lighter as the responder recognizes his eventual encouragement for Austen’s desires. Foremost however, is Jane’s decision to abandon love at the end of the film as protest to the restricting nature of her society. â€Å"The good do not always come to good ends. It is a truth universally acknowledged. Jane Austen As her desirable relationship becomes impossible due to societal expectations and formalities, Jane rejects all subsequent offers for marriage, as her values, much like Romulus’, are unchanged despite societies attempts to conform them. Through this, the interaction between relationships and socially accepted relationships is explored in a manner that both alienates and accepts. The complex notion of belonging and isolation is created through a n interaction between society, culture and relationships.Through Gaita’s memoir addressing the impact of society and culture on individuals and their attempts to identify themselves through relationships, Jarrold’s contrasting film Becoming Jane addresses the more radical concept of belonging where an individual attempts to conform a society to their own needs and desires as opposed to adjusting their own character to meet societal expectations. Through the contrasting notions and concepts of belonging, this multi-faceted notion is addressed through many varied perspectives reflected through relationship, cultural and societal significance to individuals in their respective societies.

Google And Motorola Essay

This $12. 5 billion deal is Google’s first step into the mobile device hardware market and can therefore be seen as a non- ­? horizontal or vertical merger, as Google has been active in the market at a different stage of the supply chain through the development of one of the major mobile device operating systems (OSs): Android OS. This merger will strengthen Google’s stance in the market for mobile devices and will mainly boost Google’s patent portfolio. Nearly one third of all mobile device sales in 2011 were smartphones with a growth rate of 58 percent from 2010. In this rapidly eveloping market with such a high number of consumers, it is of great importance that there is high competition in order to keep the prices low and to drive innovation. As this market is also very global, antitrust organisations all over the world, for example the United States Department of Justice or the European Commission need to check, whether a merger like the one that is presented in the following could harm competition or increase a firm’s market power in a market above an acceptable level. Additionally, this paper will face the question, whether the sinergies of this merger are big enough to influence the competition ommissions’ decisions. In order to answer these questions, this paper will firstly present the case and the decisions from both the European and the US point of view. Secondly, it will show an analysis of the economic background of the case to trace the steps of the two antitrust commissions and then, thirdly it will conclude with a competition analysis and a search for efficiency gains that justify the commissions’ decisions, followed by a short outlook. As an introductory part to this paper, I will give some general information about the firms, their operations prior to the merger and a projection of their ombined future. I will also present the notifying party’s (i. e. Google’s) reasons for why they would like to acquire Motorola. Following this are the EU and U. S. decisions and a short abstract on the differences in their approaches. 1 2. 1 Google, Inc. Google is mainly known as a provider of its internet search platform and online advertising services. Founded by Larry Page and Sergey Brin in 1998, it became a publically traded company in 2004 and since then it has become one of the biggest players in web- ­? based enterprises around the world. Its broad range of products goes from web search tools, via advertising services ike AdSense or AdWords, communication and publishing services, development resources, map- ­? related products, statistical tools and desktop applications to mobile applications and the operating systems Android for mobile devices and ChromeOS for personal computers. (Google, Inc. , 2012a) 2. 2 Motorola Mobility Holdings, Inc. MMI, formerly the mobile devices division of Motorola Inc. , became its own publically traded company in January 2011. In the 1990s it was the pioneer of the flip phone, the StarTac. With this and through its focus on this market segment it was able to develop its hit product, the super- ­? thin flip phone: Motorola RAZR. While these boosted its position in the analogue mobile phone market for a while, MMI’s slow adaption to digital technology made it lose the race to its rivals, e. g. Sony Ericsson or Nokia, in the beginning of the 21st century (Motorola Mobility Holdings, Inc. , 2010). Its market share began to drop with a record $1. 2 billion loss in 2007 and continued to drop in the years thereafter towards 2. 7 percent in 2010. This, amongst other issues, has led some people to believe that Motorola was nearing bankruptcy. (Gartner, Inc. , 2011) 2. 3 Reasons for a Merger In its own press release, Google Inc. (2012) states the ain benefits of the deal to be: 1. An acceleration of innovation and choice in mobile computing through which consumers will get better phones at lower prices and 2. A protection of the Android Ecosystem through Motorola’s patent portfolio, which guarantees Android to stay open- ­? source software, which is vital to completion in the mobile device space, as it is ensuring hardware manufacturers, application developers, mobile phone carriers and consumers all to have choice. Since 2008 Motorola has fully implemented the Android operating system for their 2 smartphones, which creates a â€Å"natural fit between [the two] companies† Google, Inc. , 2012b, p. 1). This, as well as Motorola being a member of the Open Handset Alliance (OHA), a consortium to create open standards for mobile devices, which now includes 84 firms from every part of the supply chain, will enable faster innovation. Another point that Google stresses in their facts about the acquisition is the long history of innovation in communications technology at Motorola Mobility and additionally the development of intellectual property. The latter is very important to Google as it will support their own, so far very small, patent portfolio to defend Android OS against the strong competition rom Apple and Microsoft, which is well explained in an extra paragraph in their press release. It is very important to Google to support the constant competition it has injected into the smartphone market since the introduction of the first Android phone in 2008. They are trying to give â€Å"consumers, application developers, and mobile carriers high- ­? quality alternatives to products like Apple? s iPhone and iPad and RIM’s BlackBerryâ€Å" (Google, Inc. , 2012b, p. 2). Google especially highlights what they will not be trying to do with the merger, in order to keep competitors and consumers calm. They do not want to close the Android cosystem and favour Motorola over other hardware manufactures. The Android OS will stay available to everyone on an open source basis. Google will also not force their partners to use Google search (in order to boost their own advertising revenues). 2. 4 The EU Decision The European Commission (EC) was notified of the proposed merger in late November 2011. Since Google and Motorola Mobility have a combined world- ­? wide turnover exceeding â‚ ¬5 billion and each have an EU- ­? wide turnover of more than â‚ ¬250 million, as well as neither one company is achieving more than two- ­? thirds of its EU- ­? Wide turnover within one European ountry, the merger has an EU dimension and has therefore to be allowed by the EC. In their analysis of whether the merger would bring about competition issues, the EC concluded to focus on the vertical relationships between â€Å"Google as the supplier of the open source Android OS and online services on the one hand and Motorola Mobility as a supplier of mobile devices and holder of important Intellectual Property Rights for mobile devices on the other hand† (European Commission, 2012, p. 4). The EC splits its initial market analysis into three parts: Firstly it focusses on the market for operating systems, secondly it analyses he market for mobile devices and thirdly it discusses the Standard Essential Patents (SEPs) 3 Google acquires from MMI. With their market analysis they conduct a competition analysis and conclude in all areas that the merger does not raise any competition issues, which can also be seen in the economic analysis that follows later. Their decision therefore is to drop the investigation and allow the deal to go through without any remedies or changes to be made. 2. 5 The US Decision The United States Department of Justice (DOJ) has approached the case in a similar, however, slightly different way. It combined the investigations f the merger case with acquisitions of certain patents by Apple Inc. , Microsoft Corporation and Research In Motion Ltd. , as all of these were linked to each other. In their analysis, the DOJ followed a similar approach to the EU, checking, whether the proposed acquisitions would create incentives and abilities for the acquiring firms to â€Å"exploit ambiguities in the SSOs’ F/RAND [fair/ reasonable and non- ­? discriminatory terms] licensing commitments to hold up rivals, this preventing or inhibiting innovation and competition† (U. S. Department of Justice, 2012, p. 2). In terms of Microsoft Corp. ’s and Apple’s acquisition of Nortel patents, the division’s concerns were lessened by the â€Å"clear commitments by Apple And Microsoft to license SEPsâ€Å" (U. S. Department of Justice, 2012, p. 1) on FRAND terms, as well as their commitments not to seek injunctions in disputes involving SEPs. However, the Department of Justice identifies Google’s commitments to be less clear. The Department refers to Google’s open letter to all Standard Setting Organizations (SSOs) and argues that Google’s statement does not directly provide the same assurance, as for example the other companies mentioned before. Google for example mentions in their letter that it will not seek njunctions for the infringement of SEPs against a competitor, however only for disputes involving future license revenues, and only if the counterparty â€Å"forgoes certain defenses such as challenging the validity of the patent; pays the full disputed amount into escrow; and agrees to a reciprocal assurance as the other companies’ statements concerning the exercise of its newly acquired patent rightsâ€Å" (Lo, 2012, p. 3). These are, however, only reasons for the Department to decide on further monitoring of how competitors are exercising their patents, in order to identify potential misuses of the SEPs and not to prohibit the merger.

How I Spent My Holiday

How you spent your last holiday During my last school holidays, I spent a few days at my cousin’s house at Morib, a well-known sea resort. I shall never forget that visit. On the day I arrived at Morib, my cousin told me that he would do to make my stay there a very interesting one. He said that he would make a raft to use it in the sea. Then he would buy fishing net to catch some fish in the shallow water near the coast. When I heard all this, I was very delighted because it was one of the reasons that I had decided to visit my cousin.We then walked up to the beach which is near his house. While we were there, sometime in the evening, the sea looked extremely beautiful. I saw the islands and hills in the distance, the birds in the air, and a few boys and girls playing on the beach. I also saw some fishermen coming out of the water with their catch. All this was indeed very interesting to look at. On the next day, my cousin and I collected some tree trunks from the forest near by. As my cousin’s house is close to the sea, we decided to make the raft on the beach itself.It took us almost the whole morning to make the raft. We then had our lunch and went to Banting, the nearest town, to buy fishing net. After that we returned to my cousin’s house. In the evening we put the raft on the sea. The water was still high, but the raft floated quite well. My cousin and I sat on it and began to row it by using the oars that we had made ourselves. We felt very happy indeed and continued to row it. We remained on it for a long time, but as it was already getting dark we did not go far.We returned to the shore and tied the raft to a tree. On the next day, we went out to catch some crabs and fish. We used the net that we had bought and caught a lot of fish. Then, we had our lunch and went out again on the raft. We continued to row it as far as we could. It was really a pleasure to be away from the shore. The sea was calm and we could row with ease. My cous in told me many interesting things about Morib. We then returned to the shore. In this way, I spent my holidays happily at Morib, a place I shall never forget.

Issuanc of sukuk and bonds in Malasiay Essay Example | Topics and Well Written Essays - 2750 words

Issuanc of sukuk and bonds in Malasiay - Essay Example The following discourse delves into Sukuk issuance with specific focus being on the Malaysian economy. According to Ayub (2009), Sukuk may be defined as certificates of equal value that represent an undivided interest in the ownership of an asset or investment. It should be noted that Sukuk have the benefit of being backed by assets hence they offer better protection to the investors as compared to the conventional bonds. Investors who require fixed investment return with low risk find Sukuk to be an ideal choice (Kuran, 2004). One of the forms of Sukuk is known as the Ijarah Sukuk. This kind of Sukuk is based on letting of property rights for a given property on an agreed price. Sovereign issuers have an inclination towards issuing Ijarah Sukuk on a sale and leaseback agreement for a given piece of real estate. The other type of Sukuk is known as Mudharabah Sukuk. This is essentially an agreement between the investors and managers of capital. These are investment Sukuk that represen t ownership of units with an equal value in equity. The holders of such Sukuks own shares and are entitled to the returns based upon the percentage of ownership. The key characteristic of Mudhabarah Sukuk is that the holder of the shares is not given a guarantee by the issuer on the capital and fixed profit but rather, the profit is based on a percentage of the given capital (Muhammad, 2009). Musyarakah Sukuk involves the contribution of capital by two parties to incorporate a common motivation. The issuer contributes a given amount of money to obtain a subscription of a given number of shares whilst the originator may contribute either capital or in kind. The profit is shared in a certain ratio and the losses are shared according to capital contribution. Sukuks known as Istisna’s are used to finance the purchase of a project item. The holder of the Sukuk offers finance for a given project and in turn obtains a title to the asset. The title can be returned to the developer at an agreed repayment methodology. It should be noted that Istisna’s Sukuk cannot be traded in the secondary market. Government bonds are issued by the government in order to finance the projects that they require. One of the key characteristic of government bonds is that they have a set maturity date. This implies that the issuer guarantees to give back the principal amount invested the bond after a certain period regardless of how the investment performs. Government bonds also have interest payments. The interest payment can be on a fixed rate whereby a fixed interest is paid periodically for the life of the bond or floating interest whereby the interest rate is determined periodically. The principal investment repayment is also a key characteristic of government bonds. According to Sharma (2007), â€Å"it is an obligation of the issuer to repay the principal amount in lump sum upon the maturity of the bond.†`p. 234. Some bonds also have a call feature whereby the iss uer has the liberty to return the bond before its maturity date and be paid a percentage of its principal amount. Once the callable bond is paid, the government stops paying interest on the bond. Government bonds are subject to a given minimum investment and have credit ratings. Bonds are income investment because the issuer pays a certain rate of interest for a given period of time until the bond

A History of the Popes Essay Example | Topics and Well Written Essays - 250 words - 2

A History of the Popes - Essay Example After the death of Jesus, Christianity spread in many places including Rome. Peter and Paul went there to indoctrinate the Jews but they were persecuted and Peter was soon crucified. More Christians, bishops and deacons were to die afterward until the time of Constantine who gave leniency to religions. During the reign of Pope Leo, Rome was threatened by conquerors and so was Christianity. However the pope claimed he was the heir of Peter and thus established himself as a respectable figure who made the church stronger. Between Two Empires is the second part of the video which continues the history of the popes. It shows how the popes at different times tried to save the power of the church. Along with the papacy, there was another leadership that was equally strong or even stronger than that of the pope’s. It was the emperor. For want of glory and power, the two fought for many centuries to preserve their respective authorities. For example, when Christianity was threatened by the invaders ruled by the Lumbards, Pope Gregory the Great showered the leader’s wife with expensive gifts, gaining her confidence in the pope. On the other hand, Emperor Leo III showed how an imperial leader could break a pope’s backbone when he confiscated papal lands and had given them to

Vodafone and the Use of Internet Essay Example | Topics and Well Written Essays - 2000 words

Vodafone and the Use of Internet - Essay Example As it operates in the telecommunication sector, it has optimal internet applications and those applications heighten its power, even while nullifying the threats. It uses internet not only for its operations but also as part of marketing tool, with its website being its main marketing tool. Vodafone UK’s Website is aptly designed providing detailed information about its products and services, but still more interactive can be incorporated. Its B2B model is working aptly benefiting both them and their partners. From ethical angle, Vodafone has included restrictions on adult content for children, so they do not become morally corrupt. Thus, Vodafone’s e-business initiatives through internet are working effectively, with need for only few optimization strategies. E-Business background Vodafone is the world’s largest firm in terms revenues earning more than 45 billion pounds and is the second-largest in terms of subscribers having close to 450 million subscribers as on December 2011. (Vitorovich 2012). In all those operations, internet technologies played and are playing optimal role in Vodafone. Vodafone’s major e-Business achievements include launching the first prepaid analogue package in the UK in 1996, acquiring the largest 3G license available in the UK by 2000 and launching their 3G service in 2004. (Further examples in Appendix A). In terms of services, Vodafone offers Mobile Broadband, Pay As You Go, etc. (Appendix B). As far as products are concerned, Vodafone do not build the phones paired with their service contracts, instead they collaborate with certain manufacturers to create Vodafone-branded phones. According to the Porter’s 5 Forces analysis (Complete analysis in Appendix C), the suppliers of Vodafone have less bargaining power due to the availability of similar handsets from many different manufacturers. On the other hand, the buyers have more bargaining power in relation to Vodafone because with strong alternati ves, they can switch to new networks without major financial burden. In addition, with internet offering the buyers the option to compare the various service providers or competitors and their services, buyers have sizable power. (Campbell 2007). There is a fairly low threat of new entrants thanks to the high costs and infrastructure including IT related ones required to compete with the big providers like Vodafone. (Thiele, Blakeway and Hosch 2010). There is a threat of substitutes in the form of mobile internet and the related services like Skype for phone calls, and other social networking options like Facebook, mails, etc., for other communications, but still there will be adequate space for Vodafone to operate. Vodafone faces high competitive rivalry from O2, 3, Orange, T Mobile, Virgin Mobile, Asda Mobile, etc. as they offer internet enabled services and products with good features and at competitive prices. E-Marketing analysis As part of e-marketing, Vodafone carry out optim al marketing strategies through various mediums particularly the internet. With internet as the ‘foundation’, Vodafone does e-marketing through its official websites, other Third Party websites in the form advertisements, press releases, etc., and also through social networking websites. Personalization: The Vodafone’s official website features all its products and services, as well as the benefits of using them, thereby providing the customers to personally choose what they

Cold War and US Intervention in Latin America Essay

Cold War and US Intervention in Latin America - Essay Example The latter created an Eastern Bloc of countries, annexing them and designating them as Satellite countries. It was in fact these countries which later formulated the Warsaw Pact. United States, on the other hand adopted a policy of "containment" of communism, forming alliances with several countries, and eventually signing the North Atlantic Treaty Organization. (LaFeber) Communism was gaining rapid popularity immediately after the World War II. To check the spread of Communism, the then US President Harry S Truman, laid down a set of principles pertaining to the US foreign policy, which indirectly authorized the policy of containment of communism. Under the policies of this doctrine, the US intervened in the Civil War of Greece, in an attempt to prevent Greece's falling to the Soviet Union. This intervention was followed by many similar ones to overthrow communist forces. The first of these interventions came in 1954 in the form of Guatemalan coup d'tat, when the United States' Central Intelligence Agency (CIA) organised a military intervention to overthrow Jacobo Arbenz Guzmn, the democratically-elected President of Guatemala. The United States speculated Soviet influence and declared that the policies of the Arbenz government were Communist in nature. This operation lasted for nearly 10 years, during which an army of over 400 fighters was trained to fight against the national forces of Guatemalan. This, coupled with the economic and political sanctions levied by the US, achieved its end when Arbenz officially resigned. The most historical of these interventions was the US response to the Cuban Revolution, which bought the world on the verge of a nuclear war. Tensions grew between the two countries when Cuba became a member of the Non Alignment Movement. The US imposed trade restrictions on Cuba, soon after it implemented some nationalizations. When all trade exchange between US and Cuba ceased in October 1960, Cuba turned to Soviet Union for assistance. This triggered an intense backlash from the US, which launched a full fledged policy of destabilising the Cuban government. This policy incorporated political, economic and military action, including the famous Bay of Pigs Invasion to overpower Fidel Castro's administration. This was followed by a military coup in Brazil in 1964 to overthrow Joo Goulart in 1964, and a similar regime in Dominican Republic in 1965. Besides these, the US also tried to contain Communist influence in Argentina, Ecuador, Honduras, and Peru. Influence of the Civil Rights Movement on the New Left The American Civil Rights Movement, which roughly extended from the 1945 to 1970is one of the most celebrated movements in the history of mankind. It primarily dealt with the African Americans' demand for equality, but along its course, it encompassed several other issues dealing with the basic civil rights. As a matter of fact, it merged with different social movements like the Second Wave of Feminism, the Anti Vietnam war protests, the growing Hippie culture etc. thus, it influenced and in turn was itself influenced by many other movements. The New Left emerged in the United States in the 1960's. It comprised of a group of young liberal, sometimes even radical college students of the US, who adopted a new form of political ideology called the social activism.

Grigori Yefimovich Rapustin Essay Example | Topics and Well Written Essays - 1500 words

Grigori Yefimovich Rapustin - Essay Example He taught his disciples that sex, alcoholism, bribery, violence or all kinds of sins are part of human life and these things are necessary to get salvation. He was succeeded in attracting many people with his magical powers, appearance and communication abilities. He was often referred as the mad monk in history because of his crazy life styles and teachings. He was able to establish deep relationship with the Imperial family in general and with Queen Alexandra Feodorovna and her son,  in particular. These relationships helped him to become a prominent figure in the even in the imperial court. Some people believe that he was responsible for the downfall of the Romonov Russian Imperial family whereas others argue that he was simply a scapegoat. This paper analyses Rasputin’s personal life and teachings in general and his influence in the down fall and later the overthrow of the Romonov Russian Imperial family in particular. Rasputin’s personal life and teachings Rasput in’s education was limited and he struggled even for reading and writing. Like most of the modern self declared saints, Rasputin also realised that it is easy to influence the public with the help of magical powers even without formal education. He has realised that most of the people around him were superstitious and exploitation of such superstitious public is easy. â€Å"Having undergone a form of religious conversion while aged 18, Rasputin embraced the Khlysty sect.   Happily for Rasputin the sect preached the notion that the closest relationship to God could best be achieved while exhausted from prolonged sexual engagements†3 Rasputin’s personal life was not suitable for the traditional beliefs about the life styles of a monk or saint. His teachings were entirely different from the teachings of traditional saints. He argued that sins are part of human life and it is necessary for getting salvation. In his opinion, â€Å"sin is an inescapable part of the human condition, and the responsibility of a believer is to be keenly aware of his sins, and willing to confess them, thereby attaining humility†4. He established strong relationships with people in the upper class society and engaged in all malicious activities. He stayed with prostitutes and had no hesitation in getting addicted to alcohol. â€Å"He shortly afterwards hit upon the satisfying discovery that sexual contact with his own body imbued a healing effect upon women†5. Influence of Rasputin in the downfall of the Romonov Russian Imperial family Even though historians have different opinions about the role played by Rasputin in the downfall of the Romonov Russian Imperial family which led to the formation of Soviet Union, nobody has any doubt about his deep relationship with the Tsar Nicholas II, his wife, the Tsarina Alexandra and their only son, the Tsarevich Alexei. Rasputin was able to establish strong relationship with the ruling family because of Alexeiâ €™s hemophilia disease. Tsar and Tsarina had only one son and they were worried about their son’s hemophilia disease. They tried to treat their son using all the available medical facilities of that time; however their son’s pain and agony increased day by day. Rasputin used this opportunity well and convinced Tsar and Tsarina that he has holy power and he can easily get their son’s pain relieved. He was regarded as the last resort of the desperate Tsar and Tsarina. They had tried

ADVERTISING Essay Example | Topics and Well Written Essays - 500 words

ADVERTISING - Essay Example Failure to come up with a well-planned advertising strategy could cost the company lots of money. Advertising contribute a lot to the economy. Advertising is now a 250+ billion dollar industry. Advertising is a substantial part of the income of mass media. Advertising creates jobs in the economy. Advertising has been the ingredient that has made many firms successful. Disallowing advertising would cause failure of many of those firms. Failure of firms hurts the economy (Taylor). On the contrary, successes of business enterprises have a positive impact on the overall economy thus creating more jobs. Advertising has become the prime source of marketplace information for consumers (Taylor). Many readers are grateful for advertising because it lets the vendor speak directly to the consumer about the product, without the editorial filtering evident in most reviews and resource articles (Hegener). Paid commercial advertising can be viewed as a gesture of faith in the readers ability to weigh the arguments provided and to make an informed decision. Many readers purchase magazines speci fically for the advertising they contain, and travel, hobby, computer and fashion magazines are only a few categories where advertising routinely makes up a large percentage of the overall content (Hegener). However, today’s advertising field is like a jungle, advertising media in any form are being bombarded with huge amount of advertisements. In order for businesses to attract a customers attention to their particular advertisement, the ads need to be eye-catching and perhaps make use of the psychological effects of color (Advertising). One main disadvantages of advertisement is that consumers may tend to be more familiar with a whole brand, as opposed to individual products (Advertising). Moreover, the process of advertising has made the consumer associate values with products that may not have a real connection to them - for instance, Nike has always

Evaluation Proposal Essay Example for Free

Evaluation Proposal Essay Abstract The driving force that stimulates the founders and leaders of the program LAs BEST to aggressively seek evaluations for the program is its genuine concern to be effective and efficient in delivering the goals of the program to disadvantage children, rather than a legislative requirement. The managements initiative of professionalizing practitioners in the after school program, particularly the staffs will make a significant impact on LAs BEST, because these individuals   are the key players in the implementation and overall support system that the program provides for the disadvantaged children participating in this after school program.    As the staffs are the ones involved in giving custodial care and making the learning environment/activities more engaging for the children.   There are many evaluations that were done for after school program as discussed by Scott-Little, Hamann Jurs (2002, p. 394); usually it is the children that are evaluated. Yet for the program to be effective, there is a need to evaluate the staff. This evaluation proposal is being submitted to meet that need, a methodological research has been designed to gather information that will guide management to create staff development sessions that will affirm and promote best practices for the program. It was also designed to gather perceptions of professionalism of the staff and to articulate the core knowledge and skills required by staffs in after school programs and how these may be acquired and updated, as well. Introduction   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚     In 2002, Congress passed into law the No Child Left Behind (NCLB) Act of 2001.   The passage of this act has significantly amended the Elementary and Secondary Education Act to expand State and local accountability and flexibility, and to stress the adoption of research-based practices. (Mahoney Zigler, 2006)   It also contained a number of new provisions that specifically affected the program of 21st Century Communities Learning Centers (21st CCLC) that was authorized under Title IV, Part B, of the Elementary and Secondary Education Act (ESEA). It gave the States the responsibility to focus on the 21st CCLC program with specific purposes;   (1) to provide opportunities for academic enrichment, particularly to students in high-poverty areas and those who attend low-performing schools. And to help the students meet State and local standards in core academic subjects such as reading and mathematics; (2) to offer students a broad array of additional services, programs, and recreational activities, that are designed to reinforce and complement the regular academic program of participating students; and (3) to offer families of students served by community learning centers opportunities for literacy and related educational development. At the same time, centers help working parents by providing a safe environment for students during non-school hours, or periods when the school is not in session. (The Law, 2006). Description of the Program It was in 1988 (Factsataglance.2.doc, 2007) when former Los Angeles Mayor Tom Bradley created a program to address the growing concern of the community regarding the alarming increase of violent crimes that are mostly attributed to street gangs; the rising numbers of school drop outs, and the proliferation of illegal drugs being used by minors. In the belief that it was the city’s fundamental moral obligation to help these individuals, Bradley created a 55-member Mayor’s Education Council, consisting of leaders coming from the business, education, child care, government, entertainment and industry sectors of the community.   These leaders were tasked to structure and implement the program which was called LAs Better Educated Students for Tomorrow or LAs BEST.   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   LAs BEST is an innovative after school program that provides a safe and supervised learning environment for children ages 5- 12 years old immediately after the close of each school day until 6pm without cost to parents.   Working parents of inner-city children, particularly those belonging to the low-income family groups, are anxious about the safety of their children during the hours after school day. As explained by Riggs Greenberg (2004) these hours are considered high risk based on studies of previous researchers, especially if minors are left unsupervised.   Many parents fear their children will be exposed to and /or be influenced by people with destructive behaviors exacerbated by poverty.   And the children themselves have expressed their fears and threats on their well being in their immediate environment or neighborhoods when interviewed according to Huang, Gribbons, Kim, Lee Baker (2000, p. 20). Goals of the Program   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   The LA’s BEST program has been designed to provide custodial care, and to provide activities to meet specific educational, social, and motivational goals. (Huang et al, 2000) The program’s goals can be concisely summarized as; 1) to provide a safe supervised environment for the participants during the hours after the close of each school day until 6pm, and 2) to develop the learning experience of the participants through a positive support system in place that would address the participants’ academic, social and motivational needs. Brief description of the theory behind the program The theory behind the program is that when caring, responsible adults are connecting with the children in the hours after the close of each school day, these adults make the place safe to be for the children after school, and make the learning environment and activities more engaging for the children, and are considered as a key player in making a positive impact on the children’s academic achievements, enhanced social skills and emotional maturity. And in order for a program to deliver high quality service, priority should be given on professionalizing and training the staffs involved in the program particularly to the staff that will provide custodial care and learning activities to the children. Description of the Client With this in mind, this program evaluation is being done for LAs BEST with the aim of giving management an overview of the current skill level within the after school program of LAs BEST commenting on both skills, experience and training undertaken by staffs providing custodial care and learning activities to children. Information will also be gathered on employers expectations of skills needed by the staffs employed in this program both at present and in the future. The reason that this information is being gathered is to determine if there is a gap between the current skills level and the duties required to competently manage and implement the program. The information from this evaluation will be used to identify priority areas to be addressed in a proposed Staff Development Framework that LAs BEST wishes to develop. Evaluation Methodology Evaluation/Research methodological design employed Research for this evaluation will be conducted in two parts, the first part being; 1) a literature review of information available from LAs BEST commenting on current skill levels of the staffs providing custodial care and learning activities to the children. The literature review summarizes findings of research to be conducted into training, qualifications, and skill levels of the staffs in LAs BEST, 2) Informal interview of participants while gathering the literature review and, 3) Observational research commencing on site selection and interaction with participants. The second part will be the survey proper using the structure questionnaire for the skill audit survey; 1) gathering data from managers/supervisors participants and 2) gathering data from staff participants. Implementation measures The literature review summary will supplement information drawn from the second part of the research, the skill audit survey and, combined, will give a more accurate view of the current skill level of the staffs. The second part of the research for this report will be conducted through a targeted survey of managers and supervisors in LAs BEST and their respective staffs.   A survey of eight questions concerning the skills of staff in relation to the duties they perform will be gathered from the managers and supervisors. While another survey of 14 questions will be gathered from the staffs. Outcome measures Findings from the two areas of research will be contrasted to find notable areas of commonality and discrepancy and the results of this comparison will be included in this evaluation. Issues that will be raised during the survey will also be included. Evaluation questions to be addressed through a targeted survey of managers/supervisors. How many staffs are involved in custodial care in your program? What are the learning activities that your program utilizes and how many staffs are handling each activity? Of the staffs nominated in question 1 and 2, how many have completed or undergoing training? Indicate levels of training undertaken by staff. Indicate whether staff, in the future, plan to undertake training and at what level. What duties are required of your staff? Identify areas in which staffs need to acquire skills. Do you have a workforce plan? Is professionalizing the staff identified as a training need within the plan? Evaluation questions to be addressed through a targeted survey of staffs What is your current employment type? (Please tick one that apply) __Full Time   Ã‚   __Part Time      __Casual     Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   __Permanent   __Contract __ Job Share __Flexible Hours __Other (please specify) _________________ On average how many hours per week do you work? __1 to 10 hours  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   __31 to 40 hours  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   __more than 60 hours __11 to 20 hours  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   __41 to 50 hours __21 to 30 hours  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   __51 to 60 hours How long have you held your current position? __less a year  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   __3 to less than 7 years  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   __more than 10 years __1 to less than 3 years  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   __7 to 10 years What is your current job title? ____________________ Does a formal (written) description of your current position exist? __Yes   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   __Yes, but it is not up to date __Yes, I would be willing to provide a copy  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   __No What duties form part of your role on a regular basis? ___________________ What skills do you use on a regular basis? ____________________________ How does your employer support your professional development? What is the highest level of education you have completed?   How relevant has your educational background been to your current position?   How have you kept yourself informed about after school issues over the past 12 months? How many years have you worked in this industry? Do you have a question that you feel should be included in future staff surveys? Do you wish to be contacted in regard to any issues you may have raised within your response to this survey? Manager/Supervisor Participants Manager/Supervisor participant surveys are designed to articulate staff observation and assess areas to determine and address the different needs of staff.   Gathered constructive feedback will guide management to create staff development sessions that will affirm and promote best practices in the program. Staff Participants Hiring new after school staff member who are fully prepared is rare to find. The reasons are most newly hired staff just graduated from college and are completely new to the field; another reason is the hired staff is experienced in a traditional recreational program and/or in an education set-up and is immersed in a school culture that is totally different from an after school culture.   The staff participant surveys are designed to articulate the core knowledge and skills needed by the staffs in after school programs and how these may be acquired and updated, and how staffs perceive professionalism. Study Implementation Procedures Project management   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   Before starting the evaluation formally, the following tasks are needed; 1) A meeting between the evaluators and LAs BEST management will have to be set-up to communicate and explicate the evaluation proposal; to reach an agreement on the scope of work to be done, timelines and deliverables; and to assimilate what other issues or concerns the management would want to include that is congruent to the evaluation, 2) the evaluation team must make themselves familiar with the program by making ocular visitation of the sites, interviewing managers/supervisors and staffs and take note of proposed modifications in the evaluation design to assimilate these individuals issues or concerns that is congruent to the evaluation.   These proposed modifications will have to be communicated and explicated to LAs BEST management and upon their approval will be incorporated to the evaluation design prior to launch. Site recruitment   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   This proposal aims to make an exhaustive evaluation of all elementary schools across the City of Los Angeles that are included in the LAs BEST program, which are 147 sites as stated in LAs BEST literature. (Overview.2.doc, n.d.) Data collection and data entry The data collection tools that will be used in this evaluation are; 1) existing data or statistics from record files of LAs BEST that would yield demographic information as well as other personal data of the participants, 2) direct observation of participants during surveys and actual on site visitation, 3) survey questionnaires, and   4) informal interview. All surveys are structured to provide information on two major areas: how the managers/supervisors view the staffs; and how the staffs view themselves with regards to, 1) the knowledge and skills needed by after school staffs; and 2) the degree of professionalism of after school staffs.   All data collected will be documented. Data analysis and reporting Collected data will be analyzed through calculating percentages and descriptive statistics.   After data has been analyzed and interpreted, an evaluation report will be prepared comprising of; 1) an executive summary, 2) an introduction which describes the program, its components, the target population, and the goals and objectives of the program, 3) a methodology which describes how the program was actually implemented as well as how the data was collected, what instruments were used to collect the data and how the data was analyzed, 4) the results section of the data analysis containing concrete data, 5) a discussion section explaining how the data was interpreted, provides answers to evaluation questions, 6) discloses any problems or issues encountered in the evaluation,   7) suggestions on   what could be done in the future to improve other similar evaluations, and 8) a recommendations section where recommendations are made based on findings. Study Timeline The overall project management timeline of the evaluation proposal is presented in the table below (see Table 1).   The appropriate timelines for each task within each evaluation phase is also specified.   Our goal is to begin the evaluation in May 2007 and conclude with the final reporting in October 2008. Table 1: Project Management Timeline   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   Evaluation Period Phase Task Phase 1 (Pre-Test) Meeting between evaluators and LAs BEST Management May 2007 to July 2007 Increase familiarity with sites May 2007 to July 2007 Deliberation and approval of modifications May 2007 to July 2007 Phase 2 (Test 1) Site recruitment (147 sites) August 2007 Literature Review August 2007 to October 2007 Informal interview of participants August 2007 to October 2007 Observational research August 2007 to October 2007 Phase 3 (Test 2) Survey Questionnaire Managers/Supervisors September 2007 Survey Questionnaire Staffs October 2007 to December 2007 Phase 4 Data Collection/Data Entry/Data Analysis May 2007 to March 2008 Reporting January 2008 to   April 2008 Phase 5 Presentation of Final Report to LAs BEST Management May 2008 References Factsataglance.2.doc. (2007). LAs BEST. Retrieved April 26, 2007. From http://www.lasbest.org/resourcecenter/index.php Huang, D., Gribbons, B., Kim, K., Lee, C. Baker, E. (2000). A Decade of Results: The Impact of the LAs BEST After School Enrichment Program on Subsequent Student Achievement and Performance. UCLA Center for the Study of Evaluation. Retrieved April 26, 2007 from http://www.lasbest.org/resourcecenter/ucla.php Mahoney, J. Zigler, E. (2006). Translating science to policy under the No Child Left Behind Act of 2001: Lessons from the national evaluation of the 21st-Century Community Learning Centers. Journal of Applied Developmental Psychology 27,   282–294 Overview.2.doc. (n.d.). LAs BEST. Retrieved April 26, 2007. From http://www.lasbest.org/resourcecenter/index.php Riggs, N. Greenberg, M. (2004). After-School Youth Development Programs: A Developmental-Ecological Model of Current Research. Clinical Child and Family Psychology Review, 7, (3) September 2004. Scott-Little, C., Hamann, M. Jurs, S. (2002). Evaluations of After-School Programs: A Meta-Evaluation of Methodologies and Narrative Synthesis of Findings. American Journal of Evaluation   23; 387. Retrieved April 25, 2007 from http://aje.sagepub.com The Law (2006) Office of Non-Public Education (ONPE) The No Child Left Behind Act of 2001. US Department of Education. Retrieved May 3, 2007 from http://www.ed.gov/policy/elsec/leg/esea02/pg55.html

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