Virtualization Essay Example | Topics and Well Written Essays - 1500 words

Virtualization - Essay Example In fact, recent studies have found that organizations achieved on average an 18% reduction in their budget from cloud computing and a 16% reduction in data costs. Hence, virtualization should be embraced by organizations because it is cost-effective, flexible, and provides safe process of security protocols. As society progressed to 21st century, the criteria of defining and creating a feasible IT infrastructure continue to be a huge focal point for many companies. As mentioned above, many servers tend to create a huge problem with the traditional IT infrastructure. The problem with this idea is the fact that 90% of the time servers are not fully utilized. In order to combat this huge problem, the IT department attempts to install more applications. However, that is only a â€Å"band-aid† approach to a long-term problem. The result often times is the fact that that this solution is ineffective and unreliable. As the accumulation of factors such as: high energy costs, space iss ues, and generating heat become a huge issue, companies must seek a new and better solution that is available. Hence, virtualization is a cost-effective solution because it is a revolutionary concept that allows corporations to dynamically alter the current thinking of their IT infrastructure. ... Another amazing benefit of virtualization is the fact that it allows the organization’s system to be fully robust. Virtualization in essences allows the company to have a system that is flexible, independent, reliable, mobile and secured. Moreover, it can automate the IT process, manage a heterogeneous client environment, enhance application performance, and increase server utilization. Clearly, the biggest need for any organization is to foster an environment is data preservation and availability of service. For instance, a unique type of virtualization that is known as desktop virtualization is a prime example of the benefits that are illustrated in virtualization. Desktop virtualization allows organization to isolate machines in the network in an efficient manner. Moreover, it allows users to have a centralized data management system in which security and compliance is extremely enhanced. The unique element of virtualization is the fact that it can allocate resources effect ively in a client/server model. Unlike conventional model of networking in which power is allocated to one client, virtualization enables users to grant resource and power based on demand, not based on priority. This undoubtedly leads to enhanced business continuity and remote access. Another unique element that is depicted in desktop virtualization is the fact that desktop virtualization enables users to do are flawless switching of application. Lastly, it eliminates the problem of reinstallation. For instance, if the network has to configure upgrades, clients do not have to log off in order to achieve the upgrade. Since the upgrade is so dynamic, virtualization allows companies to be efficient and productive. The third element of virtualization that is highly

Navigating Ethical dilemas Essay Example | Topics and Well Written Essays - 250 words

Navigating Ethical dilemas - Essay Example Based on the scenario presented, it is clear that Tom must make a decision that conforms to the standards of a professional organization guiding psychotherapy. According to the American Psychological Association (2010), psychologists are obligated to reverence the dignity as well as value each and every client or patient. Steve, as an individual, has a right to make his own decision provided it does not violate the rights of others or the constitution. In this regard, Steve has a right to treatment and therefore Tom has an obligation to treat him. In regards to human relations, psychotherapists ought not to discriminate any client on the basis of religious conviction, sexual orientation, background, or physical or mental disability (American Psychological Association, 2010). Toms failure to treat Steve could therefore be construed as inequitable prejudice. According to the scenario presented, Toms religion regards homosexuality as an abomination in the eyes of the Lord. The principal difficulty that may arise for the counselor in carrying out the ethical decision relates to violation of his religious beliefs. Secondly, treating Steve may appear as supporting gay rights and thus going against the views of Conservative Republicans of which he is a member. The notion of justice is one of the principles that govern ethical practices in psychotherapy. As elucidated by American Psychological Association (2010), it is the responsibility of all psychotherapists to treat all clients justly. In other words, all clients have a right to access and gain from all practices or activities related to psychotherapy. Further, American Psychological Association (2010) notes that psychotherapists must apply rational judgment and consequently implement preventative measures geared towards ensuring that their probable prejudice averts unfairness. Regardless of Toms reservations in regards to homosexuality, it is his responsibility as a

Impact of Climate Change on Moose Population

Impact of Climate Change on Moose Population Moose in the Noose? From Montana to Minnesota, Ontario and Wyoming to Hew Hampshire moose numbers are in steep decline. Could climate change be to blame? These majestic animals, which can be over 6 feet tall and weigh 700 kg, are a highlight for wildlife enthusiasts visiting America’s northern states and bring in much needed revenue for local communities. They are also important components of the boreal forest ecosystem. Unfortunately these mostly solitary creatures are becoming increasingly more difficult to find by hunters and scientists alike. Moose number declines Montana 40% drop in the number of hunting tags released Minnesota Down 70% since 2006 New Hampshire Dropped from 7000 to 4600 Wyoming 70% drop since 1998 Montana Mystery Dwindling populations in Montana have left local people worried and scientists scratching their heads as to why. Currently moose numbers in Montana are not checked regularly, instead they rely on anecdotal evidence from biologists and hunters as to what the situation on the ground is. But many people are worried. Nick DeCesare, the biologist leading the study said â€Å"There’s fewer moose out there, and hunters are working harder to find them.† So worried are they that the Montana Fish, Wildlife Parks (FWP) department have just embarked on a 10 year investigation to track population changes. By tagging moose with radio collars they can check up on them year after year to measure their body fat and take blood, fecal, hair and teeth samples. They will also check whether they are carrying any diseases or infestations. With this data they’ll be able to tell how healthy the moose are individually and as a population and if any tagged moose die they hope to be able to determine the cause. For the time being though, why numbers appear to be dropping so quickly is a mystery. Mike Gurnett, also from the FWP said â€Å"in some parts of Montana, numbers have declined, hunting licenses cut back, and moose counts continue to drop†. 50% fewer hunting licenses were issued by the state between 1995 and 2011. Just a Fluke? Likewise in Minnesota, Michelle Carstensen of the state’s Department of Natural Resources is also trying to figure out what is happening to their much-loved moose, so popular that they even had an Ice Hockey team named after them – the Minnesota Moose. Ominously the team was relocated to Winnipeg in 1996. We used to have two significant moose populations in our state one in the northwest, one in the northeast. And the northwest moose population is pretty much gone. Numbers in the northwest population of Minnesota have dropped from 4000 in the 1990s to just 100 in the mid 2000’s. This rapid loss drove them to cancel the 2013 moose hunting season altogether in the hope that numbers would rebound. The north-eastern population is also thought to be declining with fewer calves seen over the last 10-15 years than previously. Hunters here too have reported difficulty in finding moose. One of the main causes for this is thought to the liver fluke (Murray et al. 2006), these cause damage to the liver, lungs, and other tissues in the moose’s body along with secondary infections resulting from the damage. This reduces their overall fitness and Murray thinks that the northwest population will cease to exist in 50 years time. Ticked off In Ontario, winter ticks are thought to be a major cause of moose deaths. An adult moose can have as many as 30,000 ticks on its body and some have been known be infested with as many as 100,000. All of these blood-sucking ticks can make moose anaemic; the lack of healthy red blood cells causes fatigue due to inadequate oxygen supplies. This lethargy makes it more difficult for the moose to get enough food. As you can imagine a lot of ticks can be itchy. Moose don’t groom themselves like deer and so scratch themselves by rubbing up against trees. This may be satisfying in the short term – like scratching a mosquito bite – but can be detrimental in the long term. Excessive scratching can remove clods of hair meaning the moose are in more danger of dying from exposure in the winter months. In New Hampshire, too, ticks are a big problem for the moose. Youngsters feel the effects more than adults, says wildlife biologist Ted Walski, â€Å"the 1-year-olds don’t have the blood volume or body size (to cope), which makes them more susceptible.† In the warm winter of 2011 it is thought that nearly all calves born the previous year died as well as 40% of the adults. In relatively extreme event such as this moose populations can rebound the following year, but if the situation persists for prolonged periods recovery is not possible. UmWhat has this got to do with climate change? The fact that there seem to be a number of different causes for the moose declines in these different areas implies that there may be an underlying cause. Population ecologist Denis Murray suspects that it is climate change. Moose have evolved to live in cold climates. As such they have thick, warm coats and get stressed if it’s too hot. According to the Intergovernmental Panel on Climate Change, the 30 year period from 1983 to 2012 was probably the warmest period of the last 1400 years in the Northern Hemisphere (IPCC, 2013). Furthermore, temperatures in this region are predicted to rise by 1.5ËÅ ¡ to 2ËÅ ¡C in spring and summer between 2025 and 2035 with winter temperatures expected to rise by the middle of the century (Union of Concerned Scientists, 2003). Montana, Minnesota, and Ontario all have something in common. They’re at the southern edge of the moose’s range – the geographical limit of where they can live comfortably. Moose numbers in southern Sweden, too, have been reported to be dropping. Climate change makes it more difficult for moose to survive in the southern parts of their range. This is thought to be due to the increased heat stress but also the increased survival rate of its pathogens over the winter period. In these southern areas increased temperatures are felt more keenly by the moose. When they get too hot they seek shelter rather than forage for food. This leads to them being weaker but also stops them from building up important fat reserves for the winter. Biologist Mark Lenarz from the Minnesota Department of Natural Resourses found that increased summer and winter temperatures induced heat stress was one of the main factors leading to an increase in moose deaths (Lenarz 2009). White-tailed deer are the normal hosts for the live fluke. Deer densities are expected to increase in response to milder winters (Murray et al., 2006) – exposing a higher number of moose to infection. Murray also found that populations of moose were negatively affected by increases in annual temperature Ticks numbers can also be affected by climate change. To see how we need a bit of info on their life cycle: Ticks emerge from eggs in the late summer. After a short time they climb on to plants like grasses and trees, here they wait as moose brush up against them they attach themselves. They feed and grow into adults during the winter and then mate in January to February, shorter winters mean more survive until this time. In April they start to detach and fall to the ground to lay their eggs and the cycle continues. However, if temperatures are low there is more snow around. The white background makes the tick’s dark bodies stand out and they’re more likely to be eaten by birds(Addison et al. 1989). But if it’s warmer and there is less snow cover and the ticks are harder to spot on the dark ground more adult ticks survive to lay eggs, leading to increased infection rates later in the year which have a negative impact on moose health. Daniel Bergeron, from the un iversity of New Hampshire, thinks that the widespread die-off of moose in the warm, snowless conditions in the winter of 2001 -2 extended the period that ticks could be transmitted to moose (Bergeron 2011). http://www.ccwhc.ca/wildlife_health_topics/winter_tick/wintertick.php#canada Christy McCain from the University of Colorado Boulder found that larger animals 27 times more likely to react to climate change than smaller animals. This makes them more sensitive to change and so they face the highest extinction risk (McCain and King 2014). â€Å"The things that are responding most to climate change are the things we tend to like the most, that we go to parks to see to see – Big Horn Sheep, Elk, Polar Bears. These are the things that have the highest extinction risk†. Much like the dinosaurs that died out after 65 million years ago, it was the small mammals left behind that were able to adapt to their new environment more quickly and survive. So Consequences for boreal forest – less grazing etc As well as the threat of climate change there are also threats from logging and especially mining, which currently is not subject to environmental assessment. Less browsing by moose – loss of natural habitat areas maintained by such grazing, fewer wolves as less moose to hunt. References Addison, E. M., Strickland, R. D. and Fraser, D. J. H. (1989) Grey Jays (Perisoreus canadensis) and common ravens (Corvus corax) as predators of winter ticks, Dermacentor albipictus., The Canadian Field-Naturalist, 103(3), 406-408. Bergeron, D. H. (2011) Assessing relationships of moose populations, winter ticks, and forest regeneration in northern New Hampshire., University of New Hampshire Masters Thesis, [online], available: http://search.proquest.com/docview/884096564 [accessed 02/03/2014] IPCC (2013) Fifth Assessment Report,Climate Change 2013: The Physical Science Basis, [online], available: http://www.ipcc.ch/ [accessed 02/03/2014] Lenarz, M. S., Nelson, M. E., Schrage, M. W. and Edwards, A. J. (2009) Temperature Mediated Moose Survival in Northeastern Minnesota, The Journal of Wildlife Management, 73(4), 503-510. McCain, C. M. and King, S. R. B. (2014) Body size and activity times mediate mammalian responses to climate change, Global Change Biology, [online], available: http://onlinelibrary.wiley.com/doi/10.1111/gcb.12499/abstract [accessed 25/02/2014]. Murray, D. L., Cox, W. E., Ballard, W. B., Whitlaw, H. A., Lenarz, M. S., Custer, T. W., Barnett, C. and Fuller, T. D. (2006) Pathogens, nutritional deficiency, and climate influences on a declining moose population, Wildlife Monographs, 166, 1-30. Union of Concerned Scientists (2003) Confronting climate change in the great lakes regions: impacts on our communities and ecosystems, available: http://www.ucsusa.org/greatlakes/glchallengereport.html [accessed 27/02/2014].

The Things They Carried :: essays research papers

In the novel The Things They Carried by Tim O'Brien the author tells about his experiences in the Vietnam war by telling various war stories. The quote, "It has been said of war that it is a world where the past has a strong grip on the present, where machines seemed sometimes to have more will power than me, where nice boys (girls) were attracted to them, where bodies ruptured and burned and stand, where the evil thing trying to kill you could look disconnecting human and where except in your imagination it was impossible to be heroic." relates to each of his stories. The first part of the quote matches with the first story, The Things They Carried. The story told about the items that each soldier took with them to the war. The quote says that the past has a strong grip on the present. The items that the soldiers have with them remind them of there past. Sometimes the soldiers have to let go of something they have because of certain conditions. For example Jimmy Cross had a good luck from his girlfriend Martha, it was a pebble that was from the Jersey shoreline. She sent it to him because it reminded her of how they are "together but separate". Jimmy took this everywhere during the war and kept it in his mouth. When one of his friends got killed during action he got rid of the pebble because he thought it was a distraction. The second part of the quote, which says, "Where machines seemed sometimes to have more will power than me" Relates to the story "The Man I Killed". In this story the author talks about the man he killed. He starts out by describing the dead person then he starts to regret it. The quote states than in war a machine, which could be a gun, sometimes has more power than a person does. The author noticed this after he killed the enemy soldier, he noticed that it was the gun that killed the person and not him. This made him feel better after a while, but never forgot about the person he killed. The war story named "Sweetheart of the Song Tra Bong" relates to the third part of the quote, which says "where nice boys (girls) were attracted to them". The story was about a girl that was changed dramatically by the Vietnam War.

Children advertisements Essay

Children see thousands of advertisements on TV, in other media and as part of their daily environment. You can help your child develop an important skill for life by talking about what ads are and what they’re trying to do. Members of the Responsible Advertising to Children Program work to ensure that marketing is sensitive to the needs and concerns of children and families. They work toward this objective by: Reaching out to parents and stakeholders to understand societal expectations: Marketers are great communicators and are often innovative and creative. By listening to parents and families, marketers can use their skills to help parents convey messages that help children adopt good habits. Parents often say they need support in promoting right versus wrong, healthy nutrition, the importance of sleep and exercise and so on. We work with parents, schools and child experts to identify opportunities to use marketing to help convey positive educational messages. Reaching in to marketers to sensitize them to societal expectations: RAC members recognize that marketers must be conscientious about any form of communication that is likely to appeal to children. We seek to build trust in marketing communications by ensuring that we apply robust standards through effective self-regulatory systems. They proof that not all advertisement that target children can be bad some advertisement can teach children greet vales such as: The cereal commercial teach children the importance of eating breakfast every morning and how the vitamins’ are good for them and show them that eating breakfast could be fun by add fruits and honey. And the Colgate ads teach the children how to brush their teeth the right way and how brush their teeth twice a day help Prevent cavities.

Naturalistic Observation Essay

Using the Naturalistic Observation my hypothesis was simply is the children’s choice a naturally driven behavior in an active aggressive or active passive ways. By watching a group of 7 year old boys and girls in a daycare setting over a few days, I was able to see the different behaviors. I thought I would discover that girls are just as aggressive as boys but that is not necessarily so. Ethically speaking, I was able to ask the parents if I may observe the children (not using their names or the location of the daycare) for the class assignment and showed them the assignment. Informed consent is a process in which a participant consents to participate in a research project after being informed of its procedures; risks, beneï ¬ ts, and dignity are all protected. Yes, 7 year old boys seem to be hard-wired for more active and aggressive pursuits than 7 year old girls. Boys are more physically active than girls, in infancy and throughout childhood. They kick, swing their arms and race around the house noticeably more than girls do, as many exhausted parents can testify. Girls are quite content to sit there and play with their dolls where the boys like trucks and wrestling around. Given a choice of Power Rangers, Tonka, and a Barbie beauty set, the 7 year olds, boys and girls, actually prefer the gender appropriate choices. In fact, children’s gendered toy choice is one of the largest sex differences in behavior.

Free Essays on Relating To The “I And Thou”

Relating to the â€Å"I and Thou† In the book entitled â€Å"I and Thou† written by Martin Buber translated by Walter Kaufmann he is explaining the importance of â€Å"I and Thou† as everyone being obsessed with what they can have or obtain instead of what they can become spiritually. Buber believes that if you see yourself in everything than you can be one with yourself. Buber says † There are men who hardly have an I at all† (Kaufmann, pg 12) I believe by this he means that one does not pay enough attention to ones self to know how to treat or be treated by others. People of today are more concerned about what they can obtain physically. People are not as concerned about what they can obtain spiritually for ones self. Buber says it in this quote â€Å" Some inhabit worlds in which objects loom large† (Kaufmann, pg 12). I believe Buber is saying that people are more obsessed with what they know than what they can learn from what they know. Here you see that we may have a group of people who are solid in knowledge but do they really know whom they are deep with in their center of being? Buber himself believes this also as stated in this quote â€Å" Here we have a community of solid scholars- so solid that there is no room at the center for any core.† (Kaufmann, pg 13) Buber also states that people can go through life with out ever knowing who they really are. They are just mere shells existing as people who are here living but do not know what there true existence is, as stated in this quote by Buber â€Å" this is an orientation in which I does not exist, and You and It and He and She are only shadows† (Kaufmann, pg 13) They have yet to learn that there is more to life than just working to exist and obtain objects. People do not understand that we are not just an â€Å"I† that we are all one and to be true to ones self you have to be true to everyone and everything around you. The reason being that we are all one in the same and we ... Free Essays on Relating To The â€Å"I And Thou† Free Essays on Relating To The â€Å"I And Thou† Relating to the â€Å"I and Thou† In the book entitled â€Å"I and Thou† written by Martin Buber translated by Walter Kaufmann he is explaining the importance of â€Å"I and Thou† as everyone being obsessed with what they can have or obtain instead of what they can become spiritually. Buber believes that if you see yourself in everything than you can be one with yourself. Buber says † There are men who hardly have an I at all† (Kaufmann, pg 12) I believe by this he means that one does not pay enough attention to ones self to know how to treat or be treated by others. People of today are more concerned about what they can obtain physically. People are not as concerned about what they can obtain spiritually for ones self. Buber says it in this quote â€Å" Some inhabit worlds in which objects loom large† (Kaufmann, pg 12). I believe Buber is saying that people are more obsessed with what they know than what they can learn from what they know. Here you see that we may have a group of people who are solid in knowledge but do they really know whom they are deep with in their center of being? Buber himself believes this also as stated in this quote â€Å" Here we have a community of solid scholars- so solid that there is no room at the center for any core.† (Kaufmann, pg 13) Buber also states that people can go through life with out ever knowing who they really are. They are just mere shells existing as people who are here living but do not know what there true existence is, as stated in this quote by Buber â€Å" this is an orientation in which I does not exist, and You and It and He and She are only shadows† (Kaufmann, pg 13) They have yet to learn that there is more to life than just working to exist and obtain objects. People do not understand that we are not just an â€Å"I† that we are all one and to be true to ones self you have to be true to everyone and everything around you. The reason being that we are all one in the same and we ...

How Harrison Won the Election of 1840

How Harrison Won the Election of 1840 The election of 1840 was fueled by slogans, songs, and alcohol, and in some ways that distant election can be considered  the precursor of the modern presidential campaign. The incumbent was a man of sophisticated political skills. He had served in a variety of offices and put together the coalition that brought Andrew Jackson to the White House. And his challenger was elderly and infirm, with qualifications that were questionable. But that didnt matter. Talk of log cabins and hard cider and an obscure battle from decades earlier culminated in a landslide that turned out the incumbent, Martin Van Buren, and brought an aging and sickly politician, William Henry Harrison, into the White House. Background of the 1840 Presidential Election What really set the stage for the 1840 election was a colossal financial crisis devastating  the nation. After the eight years of Andrew Jackson’s presidency, Jackson’s vice president, the lifelong politician Martin Van Buren of New York, was elected in 1836. And the following year the country was rocked by the Panic of 1837, one of a series of financial panics of the 19th century. Van Buren was hopelessly ineffective in handling the crisis. As banks and businesses failed, and an economic depression dragged on, Van Buren took the blame. Sensing an opportunity, the Whig Party sought a candidate to challenge Van Burens reelection and selected a man whose career had peaked decades earlier. William Henry Harrison, the Whig Candidate Though he would be portrayed as a rustic frontiersman, William Henry Harrison, who was born in Virginia in 1773, actually came from what might be called Virginia nobility. His father, Benjamin Harrison, had been a signer of the Declaration of Independence and later served as governor of Virginia. In his youth, William Henry Harrison had received a classical education in Virginia. After deciding against a career in medicine he joined the military, receiving an officer’s commission signed by President George Washington. Harrison was posted to what was then called the Northwest Territory and served as the territorial governor of Indiana from 1800 to 1812. When Indians led by the Shawnee chief Tecumseh rose up against the American settlers and allied with the British in the War of 1812, Harrison fought them. Harrison’s forces killed Tecumseh at the Battle of the Thames, in Canada. However, a previous battle, Tippecanoe, though not considered a great triumph at the time, would become part of American political lore years later. His Indian fighting days behind him, Harrison settled in Ohio and served terms in the House of Representatives and the Senate. And in 1836, he ran against Martin Van Buren for the presidency and lost. The Whigs nominated Harrison as the partys presidential candidate in 1840. One obvious point in his favor was that he wasn’t closely associated with any of the controversies gripping the nation, and his candidacy, therefore, didnt offend any particular groups of voters. Image Making Entered American Politics in 1840 The supporters of Harrison began creating an image of him as a war hero, and touted his experience at the Battle of Tippecanoe, 28 years earlier. While it’s true that Harrison had been the commander at that battle against the Indians, he had actually been criticized for his actions at the time. The Shawnee warriors had surprised his troops, and casualties had been high for the soldiers under Harrison’s command. Tippecanoe and Tyler Too! In 1840 the details of that long-ago battle were forgotten. And when John Tyler of Virginia was nominated as Harrison’s running mate, the classic American political slogan was born: â€Å"Tippecanoe and Tyler Too! The Log Cabin Candidate The Whigs also promoted Harrison as the log cabin candidate. He was portrayed in woodcut illustrations as residing in a humble log cabin on the western frontier, a fact that was contradicted by his birth as something of a Virginia aristocrat. The log cabin became a commonplace symbol of Harrisons candidacy. In its collection of materials related to the 1840 Harrison campaign, the Smithsonian Institution has a wooden model of a log cabin that was carried in torchlight parades. Campaign Songs Entered American Politics in 1840 Harrison’s campaign in 1840 was noteworthy not just for slogans, but for songs. A number of campaign ditties were quickly composed and sold by sheet music publishers. Some examples can be viewed at the Library of Congress (on these pages, click the view this item link): Tippecanoe and Tyler TooThe Tippecanoe Club Quick StepOld Tippecanoe’s Raisin’The Invincible Old Tippecanoe Alcohol Fueled the 1840 Presidential Campaign The Democrats supporting Martin Van Buren scoffed at the image created of William Henry Harrison and derided him by saying Harrison was an old man who would be content to sit in his log cabin and drink hard cider. The Whigs neutralized that attack by embracing it, and took to saying that Harrison was the hard cider candidate. A popular legend is that a Philadelphia distiller named E.C. Booz provided hard cider to distribute at rallies of Harrison supporters. That may be true, but a story that Boozs name gave the English language the word booze is a tall tale. The word actually existed for centuries before Harrison and his hard cider campaign. The Hard Cider and Log Cabin Candidate Won the Election Harrison avoided discussion of the issues, and let his campaign based on hard cider and log cabins proceed. And it worked, as Harrison won in an electoral landslide. The 1840 campaign was notable for being the first campaign with slogans and songs, but the victor holds another distinction: the shortest term in office of any American president. William Henry Harrison took the oath of office on March 4, 1841, and delivered the longest inaugural address in history. On a very cold day, the 68-year-old Harrison spoke for two hours on the steps of the Capitol. He developed pneumonia and never recovered. One month later he was dead, becoming the first American president to die in office. Tyler Too Became President After Harrisons Death Harrisons running mate, John Tyler, became the first vice president to ascend to the presidency upon the death of a president. Tylers administration was lackluster, and he was derided as the accidental president. As for William Henry Harrison, his place in history was secured not by his fleeting presidential tenure, but for being the first presidential candidate whose campaign featured slogans, songs, and a carefully manufactured image.

The 7 most common mistakes in technical writing †and how to fix them

The 7 most common mistakes in technical writing – and how to fix them How to fix the 7 most common glitches in technical writing Most of us are technical writers at some point or other, even if we don’t realise it. You may be quite happy with the label if you write test reports or standard operating procedures. But you can have a very different role and still sometimes need to write technical things: a design brief, an employee handbook or even guidance on how to use the new office photocopier. If your document is complex, and someone needs to be able to follow and act on it, then it’s technical writing. The fact that many people don’t realise that what they’re writing is technical may partly explain why so many of these types of documents fall short. Fortunately, those shortcomings tend to fall into just a few categories, and they’re easy to fix. So let’s look at some of the most common difficulties technical writers (and their readers) face – and how to fix them. 1. Messy structure Many technical documents confuse readers and fail to achieve their aims because they were not planned properly to begin with. This lack of planning means that documents, especially longer ones, end up structured in an illogical fashion. Things are hard to find in the text, sections don’t follow naturally from each other, cross-references are a mess, and so on. At best, this frustrates readers; at worst, it makes the document virtually unusable. How to fix it: Before you begin writing at all, think carefully about the overall layout of the document. Creating a simple outline will help you structure it appropriately and optimally. So when youve written the text, but before you publish it, have it carefully reviewed – preferably by an editor or by a colleague who will read it closely. They may suggest improvements to the document’s structure, especially if you ask them to keep this in mind. The structure of the finished document should seem logical and intuitive to its intended readers. 2. Too much jargon Who your readers are will inform the content and style of your text. So it’s important to keep them in mind throughout the writing process. If you’re writing something for specialist readers, some jargon and technical language is fine; it may even be essential. If you’re writing for a general audience or people who actually specialise in a different area, be careful – what’s familiar and self-evident to you may not be so to them. One manager who commissioned a technical-writing course from Emphasis described how different specialists may ‘talk different languages’. You need to ensure that nothing gets lost in translation. How to fix it: Take a few moments to identify and visualise your readers. Then consider what level and type of technicality in the writing will be appropriate for them – and what won’t be. Those acronyms that roll off your tongue because you use them every day – are they well known elsewhere? Unless you’re sure your readers will know all the technical terms you plan to use, it’s a good idea to include a glossary or a list of abbreviations, or both, at the start of a text. Another strategy is to explain those items in parentheses or footnotes when they first appear. But if you find yourself doing this a lot, you should probably just add a glossary instead. 3. Poor punctuation All writers have a passing knowledge of the main set of punctuation marks. Very few, however, outside of professional authors and editors, have a thorough grasp of how each one works. The use of full stops and question marks is painless enough, but beyond that there is widespread difficulty with getting the details right. When exactly are commas required? Which dashes go where? When should you use hyphens? What’s going on with colons and semicolons? How to fix it: Find a good, modern guide to punctuation and read it carefully until you have a firm grasp of each mark’s use and misuse. Pay particular attention to any area you have trouble with. If certain mistakes or difficulties crop up repeatedly in your company’s documents, address them in your style guide (see next item below). 4. Inconsistency Technical writing should convey coherent ideas and trains of thought. Unfortunately, this doesn’t always happen. And that’s especially true when a document is written over a period of time, created by multiple authors, or updated piecemeal without due regard for overall consistency and readability. These circumstances are common and can result in choppiness in the document’s style, layout, tone, point of view, and so on. For example, the text may address readers as ‘you’ in one paragraph and as ‘designers’ in the next. The tone may switch abruptly from warm and chatty to scientific. This can be disconcerting, if not downright confusing. How to fix it: If you’re making changes to an existing document, get a sense of the surrounding context – including things like tone and tense. Try to align your changes with these, so that new material is incorporated seamlessly (or, if necessary, signposted appropriately). Jumps in tone or tense can be overlooked even more easily than typos and grammatical errors. The sense is clear to the writer (or writers), so they don’t notice things that will jar for the reader. These jumps must therefore be looked for specifically. Create a company style guide and make sure all your writers have easy access to it and are encouraged to consult it. This will do wonders for the consistency of your documents, both internal and external. Ensure that the guide not only includes vocabulary items but also addresses things like readership, typography, company aims, and brand voice and identity. A style guide is a living document, so put a system in place for proposing and incorporating additions and revisions to it. 5. Too much abstraction People writing in a formal or semi-formal context often go overboard in an effort to make their prose sound proper and elevated. Their writing, as a result, can end up very abstract and noun-heavy. ‘The achievement of good performance’ may sound fancy, but it’s a mouthful compared to ‘performing well’, and it’s really no more impressive than the plain-language option. It’s also less clear. Abstractions like this are unnecessary and, as they accumulate, make your prose turgid, verbose, and tiring to read. They can also make it ambiguous: if you describe a system as having ‘enhanced functionality’, do you mean it has more functions or that it works better? How to fix it: Try to replace abstract, noun-heavy phrases with strong, straightforward verbs. This will make your points more concise and intelligible. ‘The carrying out of tests’ can become ‘carrying out tests’, or, better still, ‘testing’ or ‘tests’. Watch out for phrases like took place, which often point to gratuitous nouning and buried verbs: ‘Analysis of the figures took place’ really just means ‘The figures were analysed.’ A related issue is redundancy: ‘blue in colour’ means blue, ‘robust in nature’ means ‘robust’, and so on. 6. Unclear antecedents An antecedent is a word, phrase, or clause referred to by another word, which is usually a pronoun like it, they, or who. For example, in ‘Observe the results and add these to a worksheet’, results is the antecedent of these. Ambiguity can occur when there is more than one possible antecedent. Take the following: ‘Trainees should mark their schedules in the notebooks provided, then in the group calendars. The manager is responsible for them.’ Whoever wrote this knew what the manager was responsible for, but readers may reasonably wonder if them referred to the trainees, the schedules, the notebooks, or the calendars. How to fix it: This is a common blind spot for writers, and it shows why we are our own worst editors. When we review the text, we see only what we meant – we miss the potential for uncertainty. Have someone else look over the text, if possible, because a fresh pair of eyes will be more likely to notice problems like this. It’s better to choose someone who is less familiar with what is being described, since they are less liable to fall into the same trap of overfamiliarity. 7. Dense presentation Technical writing can be very †¦ technical. Unavoidably so. Applying plain language as much as possible will help, though you still probably won’t win awards for literature. But even allowing for its stylistic limitations, technical writing can be made much worse through poor presentation. Long, unbroken chunks of text, for example, are visually off-putting and hard to follow. They can make a reader’s brain shut down out of sheer effort and frustration. The prevalence of jargon and complex concepts add further cognitive loads, and it all adds up. How to fix it: There are several ways to tackle the issue of dense presentation. Short words, sentences, and paragraphs are generally preferable, though they’re no guarantee of lucidity – it’s more important to use the most appropriate words in the best possible manner. Some passages can be broken up with bullet points, which makes them far easier to digest. Bullets also allow you to simplify the grammar, since they don’t need to be full sentences. Parallelism can lend grace, polish, and clarity, and is a grammatical device worth attention and practice if you want to improve your writing. It can take various forms, but essentially it means using matching grammatical structures in words, phrases or clauses that should work in parallel. For example, consider the sentence: For breakfast we like eggs and to grill bacon. Here, eggs is a noun but to grill is a verb. Better to write: For breakfast we like eggs and bacon, or: For breakfast we like to fry eggs and grill bacon. It’s natural to struggle with technical writing, especially if you only do it from time to time. Producing something that reads effortlessly is a challenge. But thinking about and applying these seven straightforward tips will benefit your writing experience. Even more importantly, it will make everything a whole lot clearer – and life a lot easier – for your readers. Image credit: ALPA PROD / Shutterstock

Advances in Biomedicine and the Possibility of the Manipulation of Assignment

Advances in Biomedicine and the Possibility of the Manipulation of Human Existence - Assignment Example Furthermore, this means that health-related matters are routinely objectified as technical problems to be solved through the application of technology and the conduct of science and are therefore decontextualized into practice (Lock & Nguyen 2). It is apparent that the innovations in biomedical technology bring forth benefits that could aid in the improvement of the health and the life of human beings; however, it is a fact that human existence and life itself is threatened by the increased risk and probability of technological intervention and manipulation. Others may term it as the science of â€Å"playing god†. This paper deems to explore the implications of Biomedical Technology as guided by the work of Ray Kurzweil entitled, The Singularity is near: when Humans Transcend Biology and the Message of Pope John Paul II to the Pontifical Academy of Sciences on Evolution highlighting that Truth Cannot Contradict Truth. The Singularity is near in the lieu of the Message to the P ontifical Academy of Sciences Evolution has been an interesting subject matter in the field of science particularly Biomedical Technology. Kurzweil envisioned in his work entitled, The Singularity is near: when Humans Transcend Biology, a new evolutionary process that aims to integrate man and machine (1-652). It is highlighted that the knowledge and skills entrenched in our brains will be merged with the immeasurably superior capacity, speed and knowledge-sharing capability of human innovations (Kurzweil 1-652). The age of the Internet was also predicted in the aforementioned work; he even mentioned that technological innovations have emerged at accelerating rates in recent years, while information technology capabilities such as cost performance, speed, capacity and bandwidth grow at exponential rates faster than the forecast of Moore’s Law (Kurzweil 1-652). It is obvious that one of the principal goals of brain science is to produce an artificial brain. This was very contr oversial for many groups advocating human ethics. The author of this paper believes that such innovation could lead to tremendous and a variety of debates. It may be deemed that this is such advancement on the part of science but nonetheless, the values imbibed in the nature of human beings must be taken into consideration. It is necessary for people to give due respect to what the Divine Providence has created and provided. As what Pope John Paul II stressed in his message to the Pontifical Academy of Sciences on evolution that truth cannot contradict truth (Pope John Paul II). Conversely, it was mentioned by Pope John Paul II that the reflection on science of the third millennium commenced with the identification of the principal problems brought about by science and which affect humanity’s future though the solutions to such predicaments were also pointed out which will be beneficial to the whole human community in the aspects of life and health (Pope John Paul II). For ex ample, in the book entitled, Stem Cell Wars: inside stories from the Frontlines written by Herold and Daley (1-256) which tackled fascinating stories of stem cell research and its benefits on mankind. It divulged how stem cell research had benefited humans in terms of developing cures to certain diseases such as muscular dystrophy (Herold and Daley 1-256). In another book entitled, The Language of Life: DNA and the Revolution in Personalized Medicine written by Collins (1-368) that explores the possibility of completing the interpretation of the

Personal Leadership Development Strategy Research Paper - 1

Personal Leadership Development Strategy - Research Paper Example The vision of leadership therefore places more attention on the relationship between an individual leader and the groups, while at the same time placing more emphasis on collective development. In these contexts, leadership’s relationship to capacity development is often viewed in three levels: individual, organizational and societal. Of these three main levels, societal leadership development often offers the most sustainable change, but also the most difficult to reach, monitor and by an extension evaluate. This paper analyzes personal leadership development, my current leadership state, weaknesses and strengths and it will take to reach an ideal leadership state. Success does not come on a silver platter. It only comes when you are able to face your challenges obstacles which are associated with being a leader. This process entails having adequate information of your strengths and the weaknesses that are inherent within you. Listed are my weaknesses which have contributed o r hindered my personal leadership growth, skills which I intend to enhance my course at the end of my studies; Being compassionate Hardworking Sociable Action oriented and practical High level of integrity Forgiving Having a high level of personal and social intelligence. Leadership Reviewed When looked from an organizational perspective, leadership is the ability of guiding a group of individuals that are in the organization, and thus involves creating and instituting a very clear vision and outline for an organization (Grohmann & Kauffeld, 2013). In this context, sharing a vision with other people or employees in the company aims at creating a unified platform so that fellow organizational employees can follow the company’s objectives without any compromise, and offering information, and other parameters and methods that are required for the accomplishment of the company’s vision. Additionally, leadership involves the process of organizing and coordinating various pr ogram actions and activities, and other inherent conflicting positions that may derail workers and organizational stakeholders from achieving the desired organizational levels. On the other hand, leadership management involves the process of planning, organizing, directing, coordinating, and control both human and non-human resources in an organization so as to achieve the required organizational levels. Management of people in the organization therefore is the art of planning, organizing and coordinating people and resources in the organization without compromising organizational goals and resources (John, 2002). When examined exclusively, management bears certain characteristics that define organizational efficiency and effectiveness: it involves a continuous process that is often in motion; the leader has to undertake certain functions and responsibilities in an ongoing process and allocating resources to ensure that organizational objectives are met without compromising the obje ctives of individual employees in the organization. The modern concept of organizational management views management and leadership as synonymous. In this understanding Neirott & Paolucci (2013) contend that leadership is a result driven process that is multidisciplinary in nature; it is a process that embraces focus in achieving the intended organizational goals and results through working with and by people that have diverse

Answer Questions1. Why do you think gender is an important aspect of Essay

Answer Questions1. Why do you think gender is an important aspect of environment-society relations 2. Imagine that you are - Essay Example Males and females use resources distinctively and possess distinct responsibilities in the community. To maintain efficiency, strategies to conserve the environment should thus pay close concentration to the effect of differences between females and males on availability of resources and probabilities. Several individuals apart from worrying concerning class and race, they are as well concerned about environmental justice research on the responsibility of gender in environmental changes, disaster, and politics, a system generally known as eco-feminist. In a shocking number of instances, females have led complaints against dangerous materials. Women constitute 60%-80% of the membership of conventional environmental institutions; however, they appear even further highly in grassroots institutions handling environmental wellbeing and associated matters. The antitoxins parties of the historic half century have greatly remained ruled by females, as well as great profile scientists such as Rachel Carson, including national activists such as Lois Gibbs and Erin Brockovich. Many people claim this is so since role for the wellbeing and caring for the family customarily falls to females in several traditions, hence they are the first to detect, and act to object environmental hazards that are items of industrialist creation. This rank in the family is nevertheless, not founded on any intrinsic features of females. However, it is a societal situation, which branches, in the contemporary economic scheme. Traditionally, males were taken away from the home surroundings to do salary job, and females were left at the residence and provided the role to offer clothing, food, and different primary essentials for the whole family (Geo 103, Binoy, 2013). Similarly, the views and interests of females in this state have been at instances sadly ignored by professionals. Females always launch first protests concerning what are just later recognized as key environmental disasters. For e xample, in the case of Love Canal, a notorious New York housing development fraught with asthma, urinary tract diseases, and epilepsy that was finally revealed to be placed atop chemical dissipate, female protesters were send away as â€Å"hysterical housewives†. This categorization by the media and by the organizations engaged in dumping was applied to claim that the female protesters had inadequate understanding, professionalism, or lucid judgment. Protesters mainly females, who hold further experiential opinions of what kinds of environmental challenges the community encounters test this scientism. This type of association to the environment means that females always detect subtle reforms in the environment that may be overlooked by huge environmental teams further concerned with matters such as wilderness or biodiversity conservation (Geo 103, Binoy, 2013). A different dimension where gender is evident is in the mining industry. Mining is an old human task, with a ‘ troubled’ past and a challenging association with economic growth. Arguments do not conclude there; mining has as well turned to intensely associated with masculinity. Despite it being naturalized in several ways, masculinity is not the ordinary method of mining; this method of reasoning does not value

Moving Beyond Customer Service Essay Example | Topics and Well Written Essays - 500 words

Moving Beyond Customer Service - Essay Example 2. The communication techniques used by the staff of the hotel, including those at the front desk and at Ballroom A, were very courteous. Unfortunately, the general manager of the hotel was arrogant and disrespectful to the hotel guests. A potential conflict may be avoided if the general manager did not express his emotions with regards to how frustrated he has become with regards to persons with disabilities. Escalation of conflict from potential to actual may be prevented by considering how the client must feel that he could not attend the wedding because his wheelchair could not pass through the function room. A pleasing tone in communicating to the guests may also prevent the escalation of the conflict. 3. One conflict involved the non-availability of a room for one hotel guest, despite her presentation of a confirmation number for a reservation that was made two weeks earlier. A solution to this problem would involve the immediate provision of a room for this particular guest and possibly an additional feature, such as a free dinner from the hotel’s dining room, free of charge. The other conflict involved the inability of a disabled guest to get into the function room of a wedding. A possible solution to this conflict would involve the movement of tables in the function room and be assisting the guest in getting into the wedding reception. 4. The staff members of the hotel did not take full responsibility for resolving the conflicts because they called on the general manager for solutions to these problems. Conflicts could have been prevented if the front desk clerk provided a room for to the first hotel guest. In the case of the wedding incident, the situation could have been improved if the hotel assistant took the responsibility of assisting the guest in getting through to the wedding reception without the help of the general manager.

Aspect Of The Decision Making Process Essay Example | Topics and Well Written Essays - 1000 words

Aspect Of The Decision Making Process - Essay Example The survey included young students on whom the study had been conducted. All of them were job applicants and the results obtained reveals attractiveness as an important aspect of the decision making process in various organizations, especially attractiveness has great effect on the recruitment process of an organization and the effect is both positive and negative. The key prediction for this study stated that for job interviews, people on the recruitment panel will highly prefer attractive candidates of the opposite sex while high chances are there that they would reject extremely attractive candidate of the same sex. For the present study the researcher took the help of primary data collection technique. In case of a primary research, the researcher who is trying to gather data and relevant insights focus on information gathering mostly through the process of usage of a survey instrument like a questionnaire or an interview. A quantitative research methodology was applied to the st udy. It was found that a quantitative method would be suitable for the study since in this kind of research the researcher tries to observe and measure the effect and influence of the assumed variables on the main theme that is supposed to be covered by the research topic. Statistical methods of analysis have been employed for analyzing the data collected. The study included 223 female respondents and 162 male participants and their Mean age was 23 for females and 24 for males. These respondents were asked to evaluate and select a job applicant out of four applicants on the basis of their CV to which photo of the candidate had been attached. Even though it was evident from the CV that all the candidates were evenly competent for the position, their physical appearance influenced their selection to a great extent. It was found that the respondents evaluating an applicant of the opposite gender exhibited positive favoritism that can be expected for the extremely eye-catching applicant s and subsequently they were more often recommended for the job position. On contrary, the respondents evaluating a candidate of the opposite sex demonstrated the exactly opposite trait i.e. displaying a negative prejudice towards the good looking applicants of the same sex. This prototype was intervened partly by the longing for social touch with the applicants i.e. the respondents was more prone towards working with and befriending the attractive applicant of the opposite sex. The given illustration shows the results obtained from the study- Males and females were equally inclined towards negative preference against striking samples of their own gender. The resultant size for the negative bias was .50 and .39 for male and female respondents respectively. The desire for social interaction reveals .61 and .43 for the men and women respectively. Study2 The exploration was continued in the second study but with a different scenario. This time the candidates were evaluated by the respo ndents not for a job interview but for the application procedure for admission into their universities. For This study instead of static photographs, virtual videotaped interviews in a laboratory setting. In this study a sum of 265 students of psychology comprising 108 male and 157 female were employed in a university campus on the basis of the same criteria as was considered for the first study. In order to control the sex and the attractiveness of the university aspirant, a mock graduate enrollment Interview was displayed in which specialized actors appeared as the interviewer and the applicant. The participants were not allowed to know the purpose of the study. Results

The future of healthcare Coursework Example | Topics and Well Written Essays - 250 words

The future of healthcare - Coursework Example The administrators have to keep up with advances technology by updating their skills in technology to offer guidance on the use of these technologies (Mandl & Kohane, 2012). In the next decade, the proportion of America senior citizens will increase. The average life expectancy in the US has risen from 47 years in 1900 to about 79 years, and it is estimated that it will be around 84 in 2050 (Schiller et al., 2012). Death rates are gradually reducing as the life expectancy of the people goes up. The changing trend will compel health care administrators to increase funds for the long-term care and develop substitutes for nursing homes. The rise in the number of older patients from the Boomer generation and the loss of providers is a significant challenge to the health care system in the country (Schiller et al., 2012). Administrators have to ensure that they set aside enough resources to guarantee that the aged patients receive the much-needed medical services. Improved funding will ensure that the old generation receives the best medical services. Schiller, S., Lucas, W., Ward, W., & Peregoy, A. (2012). Summary health statistics for US Adults: National health interview survey, 2010. Vital and Health Statistics. Series 10, Data from The National Health Survey, (252),

Aspect Of The Decision Making Process Essay Example | Topics and Well Written Essays - 1000 words

Aspect Of The Decision Making Process - Essay Example The survey included young students on whom the study had been conducted. All of them were job applicants and the results obtained reveals attractiveness as an important aspect of the decision making process in various organizations, especially attractiveness has great effect on the recruitment process of an organization and the effect is both positive and negative. The key prediction for this study stated that for job interviews, people on the recruitment panel will highly prefer attractive candidates of the opposite sex while high chances are there that they would reject extremely attractive candidate of the same sex. For the present study the researcher took the help of primary data collection technique. In case of a primary research, the researcher who is trying to gather data and relevant insights focus on information gathering mostly through the process of usage of a survey instrument like a questionnaire or an interview. A quantitative research methodology was applied to the st udy. It was found that a quantitative method would be suitable for the study since in this kind of research the researcher tries to observe and measure the effect and influence of the assumed variables on the main theme that is supposed to be covered by the research topic. Statistical methods of analysis have been employed for analyzing the data collected. The study included 223 female respondents and 162 male participants and their Mean age was 23 for females and 24 for males. These respondents were asked to evaluate and select a job applicant out of four applicants on the basis of their CV to which photo of the candidate had been attached. Even though it was evident from the CV that all the candidates were evenly competent for the position, their physical appearance influenced their selection to a great extent. It was found that the respondents evaluating an applicant of the opposite gender exhibited positive favoritism that can be expected for the extremely eye-catching applicant s and subsequently they were more often recommended for the job position. On contrary, the respondents evaluating a candidate of the opposite sex demonstrated the exactly opposite trait i.e. displaying a negative prejudice towards the good looking applicants of the same sex. This prototype was intervened partly by the longing for social touch with the applicants i.e. the respondents was more prone towards working with and befriending the attractive applicant of the opposite sex. The given illustration shows the results obtained from the study- Males and females were equally inclined towards negative preference against striking samples of their own gender. The resultant size for the negative bias was .50 and .39 for male and female respondents respectively. The desire for social interaction reveals .61 and .43 for the men and women respectively. Study2 The exploration was continued in the second study but with a different scenario. This time the candidates were evaluated by the respo ndents not for a job interview but for the application procedure for admission into their universities. For This study instead of static photographs, virtual videotaped interviews in a laboratory setting. In this study a sum of 265 students of psychology comprising 108 male and 157 female were employed in a university campus on the basis of the same criteria as was considered for the first study. In order to control the sex and the attractiveness of the university aspirant, a mock graduate enrollment Interview was displayed in which specialized actors appeared as the interviewer and the applicant. The participants were not allowed to know the purpose of the study. Results

Kim Challenger Essay Example for Free

Kim Challenger Essay What do your chosen three stories of Sir Arthur Conan Doyles stories tell us about English society in the nineteenth century? The three short stories I have decided to study are, The Speckled Band, Silver Blaze, and The Man with the Twisted Lip. These were all written by Sir Arthur Conan Doyle and are of a detective genre. They were first published in a magazine in the Victorian times called The Strand. The stories are all of a similar length because they fitted into columns in the magazine and were all short stories. On Conan Doyles last story, The Final Problem, there was a public outcry because they loved Sherlock Holmess character so much and Conan Doyle killed him off. As a result of this outcry, Conan Doyle was forced to bring him back in The Empty House, in 1905. The Victorian period is the time when Queen Victoria ruled the British Empire from 1837 to 1901. It was a time of growth in the areas of wealth, technology, culture and literature. There was a class system and this was believed to have been dictated by God. There were three classes; upper class, middle class and working class. There was also an underclass who could not support themselves and lived in extreme poverty. The upper class consisted of the Queen, aristocrats, lords and ladies. The middle class consisted of businessmen and the working class consisted of servants. The Victorians were very religious; they went to church every Sunday and said prayers before meals. The vast majority of them were Anglican. Life for women and children was unbearably hard. As soon as a child could walk, it was expected to work; making matchboxes was one of the main jobs for children as it was easy. Women from all classes were expected to be married young and to raise a family of their own. Few marriages in the middle and upper classes were love matches, but were arranged by parents. Victorian London is where Sherlock is based but not necessarily where all the crimes took place. For example, I (Watson) walked holding my breath to keep out the vile, stupefying fumes of the drug. This took place in The Man with the Twisted Lip. This story was set in London.

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