Disruptive Innovation for Teclo Company Case Study- myassignmenthelp

Question: Discuss about theDisruptive Innovation for Teclo Company Case Study. Answer: Introduction There has been an increased recognition of disruptive innovations and their ability to create massive development. However, despite of these recognitions, their high rate of failure demands research on the type of challenges incumbent pursuing disruptive technology encounter and how the challenges can be dealt with. According to Clayton Christensen, disruptive technology refers to the method through which a good or a services takes root at the bottom of the market through the use of simple application, then constantly moves up the market, ultimately displacing the existing competitors (Adams, 2016). This article presents primary analysis of a traditional longitudinal case study of the Swedish-Finnish of Telcos which is the incumbent, in relation to disruptive change. Due to technical change Telcos company has effectively transferred its technology Telecom operator TeliaSonera AB in accordance with technological and business model change. Through, the application of the business model adaptions the company has been active but unsuccessful in the key business model changes, although it has been performing well in insignificant business model changes. The implication is that the idea of business model as such has a low prediction power in elaborating failure and success, hence demanding for an operationalization. Currently, Telecom is amongst the industries that has faced a constant stream of both business model and technical discontinuities (Reza Samavi, 2008). Telecommunication as a communication sector is paradoxical. This industry at a given time can be regarded as mature as well as an emerging industry where new business foundation and new technologies converge. For instance, Apple established an enlacement of handset and content by introducing iPhone in 2007. Skype re-defined video call and long-distance market (Unhelkhar, 2010). Even though, former market leaders have brutally suffered, incumbents multinational operators have witnessed their margins deteriorate despite enormous cost-cutting efforts which has seen Nokia a leading terminal manufacturer nearly being wiped out. Teclo focusses on high end market with an aim of improving its wired voice services through the provision of products with new elements and high performance for its target market. Through the application of Mintzbergs business strategy concept, Telco goes by a positioning strategy and distinguishes itself from its challengers with its skilled management and provision of good quality picture positions (Hannes Kuebel, 2014). Through, the occupation of this market position, Teclo has the benefit of enjoying hogh profits as compared to its competitors in its contemporary business model. Suddenly, Cellco a new entrant in the market, starts providing similar services. Christensen et al. says this invention was a disturbance from a technical perspective (Adams, 2016). The disruptive offered the capability of making calls with added accessibility, although at that particular period the wireless voice quality when contrasted with the wired alternates was quite low and the battery lifespan was inadequate. The disruptive technology targeted the lower market generally overlooked by the incumbents, hence threatening to replace it (Hannes Kuebel, 2014). The wireless services provided by Cellco was disturbing in that it could take over the wired voice services or completely make Teclo lose the market share significantly. Essentially, in positioning approach, any company presume that there is always a position in the economic market place for any particular industry or business. A company that is occupying that particular position always defends itself from the current and future competitors. To respond to the change, the senior managers of Telco are required to comprehend and examine the challenge that has occurred in the marketplace. Business respond to the changes in the market based on their present strategies hence it is of great essence that Teclo reacts to the wireless technical change (Reza Samavi, 2008). Cellco the new entrant, initiated its own business strategy and model. The company aimed at increasing its market share one step at a time. Cellco chose to established its own private network, even though it could have asked Telco to share its infrastructure. Teclo has to respond to the changes rapidly while maintaining its existing business. Therefore, Teclo strategists will have to change the value alignment of their business model from a joint process to a modular process (Matti Kaulio). Unlike the joint process where Teclo has private rights to the entire chain value, segmental process will allow the company to be able to upgrade its product through improving each subsection of the system instead of redesigning the whole system (Matti Kaulio). Today, the disruptive business approaches and models are the ones that deal with e-commerce enterprises. Business Modeling Ontology The methods of modeling are extensively applied in analyzing and designing e-commerce information systems. The ontologies of these models basically comprise of systems like workflows and activities, operations and transformations, relationships and information entities, data flows and value exchanges (Alexander Osterwalder). With an aim of strategic reasoning regarding disruptive change and business models, Teclo requires an ontology that will handle strategic actors. Therefore, the company will have to develop SBMO (strategic business modeling ontology) by applying the i* strategic performers relationship modeling structure as a foundation. The ontology will be supported with a graphical visual illustration. The establishment of an SBMO will create a mutual recognition of the ideas that are required so as to enhance exchange pf information among shareholders. The i* agent-oriented modeling structure offers support through the representation of participants and the various goals and responsibilities in the business, their tactical relationships and the basis behind their strategic selections. The main concept in i* is the strategic player. The strategic player has beliefs and aims, has freedom of action(semi-autonomous), the actors actions are allowed and controlled by the other actors relationship(social). The strategic actor also has boundaries and contingent identity and thinks about its strategic choices rationally in regard to its self-interest. The purpose of strategic modeling is to determine the needs of various actors and how those needs can be achieved (Osterwalder, 2004). SBMO offers i*modelling with added concepts that are required for strategic business reasoning. The additional concepts include state of the business model, strategy layer, business model dynamics and operational layer. Conclusion For any company to obtain distinguished competitive advantage, technical innovation goes hand in hand with BMI, which enhances the establishment of new industries. With the new competitor in the market it is important for Teclo company to launch a business model. Business models are objects of technological innovation, the more fundamental the change in the BM features is, the more revolutionary the resultant BM.Business model innovation changes multiple features of BM, which in turn changes the entire business logic in strategizing on how to counterattack the challenger leading to a vibrant and successful business. References Adams, S. (2016, 103). Clayton Christensen On What He Got Wrong About Disruptive Innovation. Retrieved from forbes.com: https://www.forbes.com/sites/forbestreptalks/2016/10/03/clayton-christensen-on-what-he-got-wrong-about-disruptive-innovation/#6c15136a391b Alexander Osterwalder, C. P. (n.d.). Setting up an ontology of business models . Lausanne: University of Lausanne, Ecole des HEC. Retrieved from https://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.93.2305rep=rep1type=pdf Hannes Kuebel, R. Z. (2014). Evaluating Platform Business Models in the Telecommunications Industry via Framework-based Case Studies of Cloud and Smart Home Service Platforms. Berlin: University of Berlin. Matti Kaulio, K. T. (n.d.). Incumbent Response to Disruptive Innovation: The Case of the Swedish-Finnish Telecom Operator Teliasonera Ab. Sweden: KTH Royal Institute of Technology. Osterwalder, A. (2004). The business model ontology a proposition in a design science approach. Retrieved from www.dirkkirchner.com: https://www.dirkkirchner.com/wp-content/uploads/2017/01/Osterwalder_PhD_BM_Ontology.pdf Reza Samavi, E. Y. (2008). Applying Strategic Business Modeling to Understand Disruptive Innovation. University of Toronto , Toronto, USA. Unhelkhar, B. (2010). Handbook of Research on Green ICT: Technology, business and social persepective. Sydeny: University if Western Sydeny and Methodscience.

Heatcliffe Vs Hamlet Essay Research Paper Most free essay sample

Heatcliffe Vs. Hamlet Essay, Research Paper Most faiths in the universe believe that there is some higher power that exists in this universe and in the hereafter to make justness where it needs to be done. If person were to perpetrate a offense in this life, the higher power would cover the individual consequently in their life-time. If non, justness would take topographic point in their hereafter. The drama Hamlet by Shakespeare and the fresh Wuthering Highs by Emily Bronte, were written when spiritual values and moralss were exhaustively practiced. Both Hamlet and Wuthering Heights exhibit the supernatural signifier of justness taking topographic point talked about in the spiritual patterns. Fictional characters that are guilty of immoral actions are punished consequently in their life and beyond the grave. Cases in both books, like Claudius and Polonius # 8217 ; evil purposes in Hamlet, and Edgar and Catherine # 8217 ; s rejection of Heathcliff in Wuthering Heights show that justness takes topographic point in this life-t ime. We will write a custom essay sample on Heatcliffe Vs Hamlet Essay Research Paper Most or any similar topic specifically for you Do Not WasteYour Time HIRE WRITER Only 13.90 / page Other cases like King Hamlet # 8217 ; s shade visual aspect in Hamlet, and Heathcliff and Catherine # 8217 ; s passionate love for each other in Wuthering Highs shows that a higher signifier of justness still prevails, even beyond the grave. Although the two novels portray higher signifier of justness taking topographic point, Hamlet is a better representation of it so Wuthering Highs. Evidence is given in both books about justness taking topographic point in this life-time without the usage of any particular tribunals or governments, but it is better represented in Hamlet. Claudius and Polonius are shown as the two persons against Hamlet with their evil purposes. Polonius who gets in Hamlet # 8217 ; s manner and scolds him from accomplishing justness for his male parent dies on accident. However Polonius # 8217 ; # 8220 ; inadvertent # 8221 ; decease comes around clip after he has several evil purposes to listen in between Hamlet # 8217 ; s and Ophelia # 8217 ; s conversation and continously returns put programs in topographic point to decelerate Hamlet from accomplishing his aim. Whereas in Wuthering Heights Catherine and Edgar stand against Heathcliff at several minutes. Edgar insults Heathcliff at the Christmas dinner, to which Heathcliff instinctly throws a home base of hot nutrient at his face. However Heathcliff is punished for this incident by the old er Earnshaw. Although Heathcliff is non shown as church traveling, he obtains bravery from a higher beginning and retracts his retaliation on both male childs subsequently in his life. Similarly with Catherine who laughed at Heathcliff for being dirty and rejected him for matrimony told Nelly that he wasn # 8217 ; t good plenty. This forces, Heathcliff to run off, but when he returns, Heathcliff was more desirable. Some could state that his # 8220 ; luck changed # 8221 ; and that a higher power helped him accomplish his end of taking retaliation on Catherine and the two male childs. However in Wuthering Heights, Heathcliff # 8217 ; s retaliation is non every bit much justness as it is revenge. Claudius is the evil uncle, in Hamlet who is now King of Denmark after assuming King Hamlet # 8217 ; s throne, by slaying his brother. However Claudius is non threatened by jurisprudence, or the tribunals, since he is now King and above all autho rities but God. So it seems that no 1 else is at that place to make justness to the dead King Hamlet but the Almighty himself. So the drama portrays King Hamlet’s unrefreshed psyche walking around the palace at dark, in the beginning of the novel. This supernatural phenomenon convinces Hamlet that he should take retaliation for his dead male parent, and allow him rest in peace. Since Claudius is guilty of his actions, as confessed at the communion table he gets the standad punishment during the clip for slaying person, decease. Prince Hamlet nevertheless takes longer to present the finding of fact for personal beliefs, but necessarily does so by the terminal of the drama. The two books show that some higher power exists in their universe that helps them accomplish justness, but Hamlet’s representation of such phenomenon is better displayed. Although one may non acquire the merited justness during this life-time, whether it be congratulations or penalty, both books suggest that proper consideration is given to each psyche after life. In Wuthering Heights Catherine # 8217 ; s shade is seen by Lockwood a tennant of Heathcliff # 8217 ; s Thrushcross Grange. This shows that in the book # 8217 ; s universe, these supernatural powers exist. Approaching the terminal of the novel when Heathcliff has died, Nelly is telling the ways that she walked back to Thrushcross Grange. She meets a immature male child who # 8217 ; s weeping and says he can non travel farther because he merely saw Heathcliff and Catherine # 8217 ; s shades runnning through the Moors. The reader # 8217 ; s mind automatically thinks that they # 8217 ; re eventually free and justness has prevailed. Both Catherine and Heathcliff who loved each other plenty to be seperated and tied down in their life-time, but free and together in their hereafter. Justice c ould merely hold been achieved in this state of affairs if some higher power had influenced it. Similarly, King Hamlet # 8217 ; s unrefreshed psyche walking about at dark in full armor shows that supernatural powers besides exist in the drama Hamlet. King Hamlet # 8217 ; s psyche is uneasy because he is in shame in his hereafter for a murdering crother and a unpatriotic married woman. He was killed unrightfully, and hence demands justness done on his behalf. Further cogent evidence that a higher power is helping in the justness of the wronful decease of King Hamlet. Both the murdering brother, Claudius and his unpatriotic married woman, Gertrude dice of stab lesions and toxicant, severally. Therefore justness prevails as shown here even beyond the grave. As one may believe, that if no human existences know of the offense, so justness can non take topographic point in this life-time, but as shown in King Hamlet # 8217 ; s instance it can even happen from beyond the grave, by some higher power. Claudius, Polonius, Edgar and Catherine all get dealt with rightly in their life-times with or without the assistance of the higher power. If non as in King Hamlet # 8217 ; s instance who had no opportunity to hold justness achieved it with the a higher power through his boy from beyond the grave, and showed that no 1 can finally get away their destiny. Although both book have illustrations of justness being achieved in this life-time and in the hereafter, Hamlet shows it much more efficaciously.

Can You Take the SAT Online A Guide to Computerized Testing

Can You Take the SAT Online A Guide to Computerized Testing SAT / ACT Prep Online Guides and Tips As appealing as the option might sound, you can’t take the SAT online- it must be administered on paper at a designated test center. However, there are a lot of SAT prep resources available online and some alternate testing options for those who are unable to take the test under standard circumstances. This post will explain when it will be possible to take the SAT on a computer and what that will look like, as well as what resources are open to you in the meantime. The Current Online Testing Situation The SAT is not currently offered online, but the College Board is supposedly planning to offera computerized version of the redesigned 2016 testat some point in the future. There are no concrete dates as of yet. The ACT has already started administering some tests on the computer, though so far only through school districts. If you sign up for the test yourself, you'll still be taking it on paper. Despite thesechanges, there’s unlikely to ever be at-home online testing (at least not any time soon). For one thing, it would be impossible to guarantee that the testing experience is standardized. (Of course there’s some variation between testing rooms, but it’s much less than the variation between people’s homes.) More importantly, it would be really, really easy to cheat. What Computerized TestingWill Look Like We've covered howonline testing won't work, but you might still be wondering what taking the SAT on a computerwillbe like. Though it's impossible to know for sure, I'll offer some predictions based on the computerized ACT and GRE. You'll Still Have a Set Test Date and Location Assuming that the College Board uses the same structure as ACT, Inc., the computerized testwill be administered at set test centers and on specific dates. You'll use the test center's computers, which will be set up to lock out all programs except the test, and you'll be expectedto follow all the same rules that apply to the SAT now (no cellphones!). It Will Look a Lot Like the Khan Academy Practice Tests As I'll describe in more depth below, the College Board has partnered with Khan Academy to provide free SAT practice online, including online practice tests. The formatis very similar to the GRE, a computerized test also administered by ETS. See the images below to get a sense of the format. Reading Youcan see the total time in the top left and the time remaining in the top right. Each page includes one passage (on the left) and its associated questions (on the right). On the bottom, directions are on the left and navigation is on the right. Writing Writing looks pretty much the same as Reading - just slightly different introductory text. Math Since there are no passages, each math question is on its own page. There's also more information in the bottom left, including a link to the formulas provided with the test. You'll Use a Word Processor for the Essay Probably the biggest upside of taking the SAT on a computeris the ability to type the essay. This can be hugely helpful to students who are more comfortable on the computer,but keep in mind that,unlike a regular word processor, the testwon't automatically check your spelling or grammar. As you can see,the computerized SAT ultimatelywon't bethat different from its paper incarnation. SAT Resources That Are Available Online Even though you can’t take the actual test online, the College Board offers tons of SAT information and resources on their website. You can: Register for the test View your score report Send scores to colleges Trypractice problems The College Board also offers a free test prep program through Khan Academy. It includesfull official practice tests, extrapractice questions, and helpful math review videos. Unfortunately, it doesn't offer much guidance for the reading and writing sections, so I would recommend supplementing it with a more strategy-focused guide. There are also a lot of unofficial SAT materials, of varying quality, available online. PrepScholar has both excellent free resources (just scroll through the topics on the right sidebar to find what you're looking for) and a best-in-class adaptive SAT prep program. TestingAccommodations If you were hoping to take the ACT online because you have a learning difficulty or physical disability or cannot reach any of the available test centers, the College Board offers accommodations that can make the test more manageable for you. If You Struggle With the Paper Test If you have a learning disability, visual impairment, or other condition that makes the paper format of the test challenging for you, you may qualify for SSD accommodations. Thesecan include using a larger bubble sheet, taking the essaysection on a computer, or even having a scribe record your answers for you. If You Can’t Reach a Test Center If the nearest SAT testing center is more than 75 miles from your home, you can request testing closer to your home. Should the College Board grant your request, they'll set up a more conveniently located testing center. Keep in mind that there are some exceptions: you can't request closer-to-home testing when registering lateor in India and Pakistan. What's Next? Do you have other questions about registering for the SAT? Check out our full guide to the process (with pictures), read up on the admission ticket, and learn how much the test costs. Make sure you know what to expect on test day, including how long the test takes, the test instructions, and the rules you must follow. Want to improve your SAT score by 160points?We've written a guide about the top 5 strategies you must be using to have a shot at improving your score. Download it for free now: Have friends who also need help with test prep? Share this article! Tweet Alex Heimbach About the Author Alex is an experienced tutor and writer. Over the past five years, she has worked with almost a hundred students and written about pop culture for a wide range of publications. She graduated with honors from University of Chicago, receiving a BA in English and Anthropology, and then went on to earn an MA at NYU in Cultural Reporting and Criticism. In high school, she was a National Merit Scholar, took 12 AP tests and scored 99 percentile scores on the SAT and ACT. Get Free Guides to Boost Your SAT/ACT Get FREE EXCLUSIVE insider tips on how to ACE THE SAT/ACT. 100% Privacy. No spam ever. hbspt.forms.create({ portalId: '360031', formId: '2167ba30-e68e-4777-b88d-8bf3c84579af', formInstanceId: '2', submitButtonClass: 'btn-red-light btn', target: '#hubspot-container2', redirectUrl: 'http://ww2.prepscholar.com/blog-subscribe-thank-you', css: '.post-bottom .hs-form.stacked label {display:none;} .post-bottom .hs-form.stacked .field div.input {padding-top: 55px; padding-left: 300px;} .post-bottom .hs-input {width: 220px} .post-bottom .btn-primary, .hs-button.primary {margin-top:0px; padding-left:350px} .post-bottom .hs-form-field {margin-bottom:5px}' }); $(function(){ $(".exclusive-tip-form #hubspot-container2 label").hide(); }); function replace_tag(a, b){ $(a).each(function(index) { var thisTD = this; var newElement = $(""); $.each(this.attributes, function(index) { $(newElement).attr(thisTD.attributes[index].name, thisTD.attributes[index].value); }); $(this).after(newElement).remove(); }); } $(function(){ replace_tag($(".posts-by-topic h3"), "h2"); }) Ask a Question BelowHave any questions about this article or other topics? Ask below and we'll reply! Search the Blog Search jQuery(function(){ var $ = jQuery; var url = 'http://google.com/search?q=site:' + location.protocol + '//' + location.hostname + ' '; var $searchModule = $('.hs-search-module.fa8fb6a4-3cdb-4383-bcb9-49cf4d9706'); var $input = $searchModule.find('input'); var $button = $searchModule.find('.hs-button.primary'); if (false) { $input.val(decodeURIComponent(location.pathname.split('/').join(' ').split('.').join(' ').split('-').join(' ').split('_').join(''))); } $button.click(function(){ var newUrl = url + $input.val(); var win = window.open(newUrl, '_blank'); if (win) { //Browser has allowed it to be opened win.focus(); } else { //Browser has blocked it location.href = newUrl; } }); $input.keypress(function(e){ if (e.keyCode !== 13) return; e.preventDefault(); $button.click(); }); }); Improve With Our Famous Guides SATPrep ACTPrep For All Students The 5 Strategies You Must Be Using to Improve 160+ SAT Points How to Get a Perfect 1600, by a Perfect Scorer Series: How to Get 800 on Each SAT Section: Score 800 on SAT Math Score 800 on SAT Reading Score 800 on SAT Writing Series: How to Get to 600 on Each SAT Section: Score 600 on SAT Math Score 600 on SAT Reading Score 600 on SAT Writing Free Complete Official SAT Practice Tests What SAT Target Score Should You Be Aiming For? 15 Strategies to Improve Your SAT Essay The 5 Strategies You Must Be Using to Improve 4+ ACT Points How to Get a Perfect 36 ACT, by a Perfect Scorer Series: How to Get 36 on Each ACT Section: 36 on ACT English 36 on ACT Math 36 on ACT Reading 36 on ACT Science Series: How to Get to 24 on Each ACT Section: 24 on ACT English 24 on ACT Math 24 on ACT Reading 24 on ACT Science What ACT target score should you be aiming for? ACT Vocabulary You Must Know ACT Writing: 15 Tips to Raise Your Essay Score How to Get Into Harvard and the Ivy League How to Get a Perfect 4.0 GPA How to Write an Amazing College Essay What Exactly Are Colleges Looking For? Is the ACT easier than the SAT? A Comprehensive Guide Should you retake your SAT or ACT? When should you take the SAT or ACT? Michael improved by 370 POINTS! Find Out How Stay Informed Get the latest articles and test prep tips! Looking for Graduate School Test Prep? Check out our top-rated graduate blogs here: GRE Online Prep Blog GMAT Online Prep Blog TOEFL Online Prep Blog

Leadership and managing human capital Essay Example | Topics and Well Written Essays - 2500 words

Leadership and managing human capital - Essay Example nagement and leadership styles to better interact with their subordinates and hence to improve employee productivity and organizational performance thereby. It must be noted that there is no single best leadership style that suits all leaders or organizations. Therefore, managers need to identify the leadership style that would fit them best in terms of their strengths and weaknesses and the nature of the organization. In order to evaluate the various roles and responsibilities of leaders and to assess the influence of leaders on the overall organizational performance, this paper will critically analyze six different scholarly articles talking about leadership models and managing human capital. In this paper, my personal leadership style and its relevance in the network and IT field (my area of work) will be scrutinized. Learning charisma is an article written by John Antonakis, Marika Fenley and Sue Liechti (2012). According to the authors, charisma is based on values and feelings. The concept of charisma represents an ability a leader must develop to persuade others, to promote personal and moral credibility, and to enhance followers’ emotions and passions. The authors particularly argue that charisma can be an invaluable asset in any worksite environment. Charismatic leaders can help their followers to understand, connect, compare, contrast, and remember a message. Undoubtedly, this mental process would greatly assist people to evaluate a message critically and to perform their tasks efficiently. In addition, charismatic leaders specifically foster engagement because they find it the best way to keep their followers active and excited. Integrity, authority, and passion are some of the major characteristics of charismatic leaders. Charismatic leaders not only give suggestions to their audie nce but also put all those ideals into practice in their daily life. What your leader expects of you and what you should expect in return is a research paper prepared by

African American Cultural Practice Research Paper

African American Cultural Practice - Research Paper Example Therefore, it was not illegal to practice racism. Racism against African Americans remained institutionalized in America throughout 17th and 18th centuries, notes Nedoma (56). The success of the Civil War and the abolition of slavery were seen by blacks as the turning point in their lives. This is because they believed that the abolition of slavery and the end of the Civil War would mark the beginning of a new chapter in their life (Williams 68). However, the hopes that American Americans that racism would end did not materialize. In fact, reports indicate that the end of Civil War and slavery only ushered in the beginning of a new form of racism. Since then, the social and racial identity of African Americans has been constantly and systematically under attack because of their blackness as will be demonstrated in this document. Sociologists argue that the social identity of an individual has a direct link to racial and cultural identity, which gives the individual a sense of purpose in life (Bobo and Fox 321). It is not uncommon to find people of different races across the globe enjoy being associated with their races. For instance, the Greeks, Swedes, Italians, Spaniards, French and Germans have recognizable cultures that are directly linked to their racial and social identities. In fact, they cherish and embrace the identities wherever they go. Some of the cultural identities they are linked to include food, religion, and all manner of good things. In fact, in most cases, their cultural practices are portrayed on a positive note. However, a very different story is usually told when it comes to people of color, African Americans, in particular. In this regard, societies where racism is highly prevalent such as the United States tend to associate African Americans with negative things. African Americans ar e portrayed as if they are non-Americans merely because of the color of their skin. Bobo and Fox observe that in a

Evaluate a range of employee development methods and barriers to Essay

Evaluate a range of employee development methods and barriers to effective learning within organisations - Essay Example â€Å"Development is a continuous improvement process that occurs at both the organizational and individual level. At the organizational level, leaders must actively manage the overall talent mix. Effective leaders recognize the need to fill key positions with individuals who have a competitive advantage in performing their roles when compared with their peers across the industry.† (Koch 2007) This competitive advantage stems from the organizational efforts to train and develop its individuals in a way so as to add value to their expertise as well to the overall organization. History is filled with examples where companies have placed immense emphasis on its employee development programs. Organizations come up with new and novel ways to train and motivate their employees and build their career for the benefit of both the employee and the organization. The learning based interactive system developed by IBM in the 1980s lead to marked improvement in the work quality of its emplo yee. Although when this system was developed IBM was losing from its competitors and incurring loses, but the company in its difficult time did not let do of its employee development and the new and innovative learning system helped the firm come back in business. The employee development methods form the basis of improving employees’ skill and technical expertise. â€Å"Employee Development methods fall under two general categories: on-the-job and off-the-job methods. The on-the-job methods consist job rotation, assistant-to positions, mentoring, special projects, and committee assignments, while off-the-job methods consist of formal education and outdoor training.† (Medina 2006) Talking of the on-the-job training, the most common method is the job rotation which is the systematic movement of an employee from one position to the other in the same or different departments. This method claims to develop employee understanding of the overall organization by moving the em ployee and making him actually do what is required in each unit of the organization. â€Å"Numerous firms have used job rotation, including American Cyanamid Baker Hughes, Ford and Prudential Insurance,† (Griffin & Moorhead 2011) The proponents of this method argue that this type of development is required by the organization in order to familiarize the employee with all the departments and technologies and methodology that the firm uses. But the opponents argue that it makes the employee jack of all trade and master of none. According to them when employees move from one department to the other, the shorter time span adds to the confusion resulting in errors that decreases the productivity of the employee. Another off shoot of the job rotation is the job enlargement which is also known as the horizontal loading of work. It involves the increasing of number of tasks in the same job as performed by previous employees. The rationale behind the inclusion of increasing number of tasks is to reduce monotony of the worker. But this kind of loading takes a toll on the time required to complete the job thus resulting in a decrease in the efficiency. However firms have gained some advantage such as employee motivation due to

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