Business in context

What responses do you have to the reading or video e. G. Fresh understandings, opinions, Insights or questions? What connections does the related additional reading or video have with the required reading or video? How does It reinforce or critique the ideas In the required reading/evolved? This reading presents us the approach of utilitarianism, real life cases that related to utilitarianism, three common mistakes that people usually make when they applying Utilitarianism and the difficulties of measuring utility.Case 1 When Ford motor company was having dilemma of modifying pinto's gas tank or keep the original design, they chose to use utilitarian approach to calculate the utility of tooth options and the result Is cost over benefit, so they chose to risk their customers' lives rather than correcting their poorly designed cars. Case 2 Lawrence summers The director of the white house wrote a memo that proposed shipping wastes form rich countries to poor countries is a beneficial ac tion to world's welfare and he make 4 arguments and I think the first 3 are supported by utilitarianism. Understandings: utilitarianism support that the right action is one that produces the most utility and minimizing the negatives, and the utility that reduced by the action Is not only for the person performing the action but also for all person involved in the action. Question: In the end of the reading it clearly states that health and life is beyond measuring, but Ford company and Lawrence they are putting a price on each person. Is not it would considering as an UN-ethical action? If it is not then I think we are nothing but slaves In this world.In my opinion the additional video is not quit related to the required reading. Peter singer's ethics says that every Individual has their own interests and It Is perfectly normal that we want to spend our money on expensive reduces under our own desires, but it will be considering as ethical action if a person spend money on contribut ing the would instead of buying luxuries. And he also states that the purpose of life is making the world a better place by one's actions and presence. Lecture 2 Required Reading Reference: Shaw, W. Barry, B. & Sandburs, G. (2009). Moral issues In business (1st Asia-Pacific De. ). Melbourne, Australia: Coinage (Kantian ethics). Up 71-78 Lecture 2 Dilation Reading Reference: California Newsreel. (2008, December 2). Health for Sale . Retrieved from: http:// www. Youth. Com/watch? V=Jukeboxes Record a brief description of what the required reading was about. What responses do you have to the reading or video e. G. Fresh understandings, opinions, insights or questions?What connections does the related additional reading or video have with the required reading or video? How does It reinforce or critique the Ideas In the required reading/evolved? Kantian ethics consequences are, and the performer must motive by good wills. An action might looks like an ethical action but if it was motive by self-interests or there concerns then this action will be considering as lack of moral worth (recording to the shop assistant case) Formulate an universal law that applies on all our actions is what Kant wanted.And this categorical imperative rule is the measurement of ethic or UN-ethic. Understanding: After reading this article I realized that everything we do has a propose, if the foundation of the propose is good will then it is ethical, but if the propose is not based on good will then it is not ethical. Question: What if an action is following one's good will but in the same time it might break the universal law? This video is about UN-ethical behaviors of the world pharmaceutical market. 5% of drags were used on 11% of the people who need them and can afford them, But only 15% of drags were used on 89% of people who need them but do not have the money to buy them. And some drags are no longer producing because the people who need them could not afford them, the poor people are not the target of pharmaceutical market. This kind of behaviors is UN-ethical because drags were meant to help people not only focus on making profit, companies ignored the poor is not an action of good will recording to Kantian theory.

Family Assessment Paper

Running Head: FAMILY HEALTH ASSESSMENT Family Health Risk Assessment Paper Tynette Miller Submitted to Dr. Sarah Combs in Partial Fulfillment of NR478 Community Health Nursing Practicum Regis University April 3, 2013 2 FAMILY HEALTH ASSESSMENT A comprehensive family assessment provides a foundation to promote family health, Edelman & Mandle, C. L. , (2011). This assessment of family health offers many approaches that involve getting to know the strengths and weaknesses of the family.According to Stanhope & Lascaster (2010), the family nursing assessment is the cornerstone for family nursing interventions and systematic processes that are used to identify the family’s developmental stages and risk factors. The Friedman Family Assessment Model (2003) provides guidelines for nurses to interview the structure and function of families. This paper will implement the Friedman Family Assessment Tool to assess the Harvey Family. Identify Data: The Harvey Family is a traditional family that is composed of 4 family members.AH is the father and is a 39 year old black male with a college degree in business. He is a plant manager at a steel mill in Jackson, MS. Mrs. BH is also African American and is the mother of the family. She is 35 years old and teaches at one of the local high schools in Jackson, MS. Mr. and Mrs. Harvey have 2 kids. CH is a 13 year on girl who is in the 7th grade and has asthma. Her brother, DH, is 6 years old in the 1st grade with no present known medical history. The whole family takes weekend trips every other weekend. They enjoy hiking, amusement parks, computers, shopping, and site seeing.Parents’ perception is that they are hardworking, good citizens who strongly believe in God and their religious beliefs are Methodist. This family appears to be in good health and proud parents of 2 kids. The family strengths consist of a rich history of Methodist beliefs, strong family morals, and high levels of education for greater opportunities. Family Structure: This couple has been married for 15 years. According to the Freidman Family Assessment Model (2003), their present developmental stage would be family with adolescent / young child.The extent of each of the parent’s developmental task appears to be properly fulfilled. They both agree not to have any more children. They practice safe sex with one partner and have no history of sexually transmitted diseases. The general health of the immediate family is overall good. The family history of the extended family denotes grandparents with hypertension and a few members who suffer with asthma. The father was diagnosed with hypertension and the mother denied any medical history except for a tubal ligation. The paternal grandfather (GH) is 75 years old and suffers from hypertension and is a heavy smoker.The paternal grandmother (SH) passed away 2 years ago from a stroke. 3 FAMILY HEALTH ASSESSMENT She was 70 years old. The maternal grandfather (SJ) is 77 and is under the care of a pulmonologist for COPD and asthma. The maternal grandmother (AJ) is 74 and has hypertension. BH has 2 brothers, (BJ and CJ). They both have hypertension also. AH also has siblings, 2 sisters (FH and KH) and 1 brother, (JH). FH has asthma and KH and JH both have hypertension. Environmental Data The Harvey Family lives in a well kept 4 bedroom brick home outside of the city limits of Jackson, MS.The community where they live is fairly small with a total of approximately 5600 citizens. Their gated neighbor has a code of covenants and each home has fences surrounded the backyard. They deny being active in the community activities. CH plays junior high basketball and DH is a part of their afterschool program, Frontiers. Family function The couple both agreed to being happily married and have a good support system of family and church members. Their average income is $130. 000. and they have medical coverage for the family. They are on a regular diet with few restrictions on fried foods and fat intake.The children eat school lunch and the parents from outside restaurant choices. Mom tries to cook a meal a day after work or they seldom eat Subway or Pizza Hut. No variation in weight gain or weight loss reported. They try to eat dinner as a family at home on a regular basis. However, this was not feasible all of the time due to dad’s late night work hours and CH basketball practices after school. They generally get 6-7 hours of sleep per night and denied any sleep deprivation. No exercise program has been implemented by this family. CH is the only physically, athletic member.DH stated that he likes to ride his bike. The children are active in Sunday school and participate in summer camp. Family Stress and Coping No major events have occurred in their life since the death of AH’s mom 2 years ago. In the event of any crisis, they depend on the extended family and church members for emotional and morale support. After this family assessment, I felt that the nursing wellness diagnosis (2012) for this family would be: 4 FAMILY HEALTH ASSESSMENT 1. Readiness for enhanced regular activity: related to planned exercise activity in the week for the family to improve overall health. . Readiness for enhanced nutrition: related to metabolic nutritional intake and reduce fat intake and increase intake of well-balanced diet for the family to promote better health. Risk Factors Facing Harvey Family Assessing the Harvey family, helped me to understand their biological and age related risk factors facing them based on the genogram and ecomap of their family. This genogram (Fig. 1-1) reveals a timeline of family history over 3 generations. The ecomap (Fig. 1-2) will define the family relationships with other neighbors and friends.It also represents the family’s interactions with other organizations and groups that are created by using circles and lines (Stanhope & Lancaster, 2010). According to the family history, the Harvey fami ly has a predisposition to develop hypertension and asthma. â€Å"High rates of hypertension in African Americans may be due to the genetic make-up of people of the African race. Many experts have stated that high blood pressure can be a combination of both genetic, lifestyle, and environmental, but is more prominent in blacks than in whites† (WebMD,2013).According to the Partners Asthma Center (2010), asthma is considered to be hereditary. CH’s grandfather suffered from COPD and asthma. As a result, she developed asthma, along with her aunt, FH. Surprisingly, none of her parents developed this disease. CH and DH are at high risk for developing hypertension, as well. There is a strong need for diet changes and a need for a exercise program to promote better health and wellness. Their social risk is high due to inadequate of recreation or health gyms noted in the Harvey’s community. The community was not noted for major pollution or high levels of noise.However, other stressful circumstances may derive from over worked parents and limited amount of family dinners together throughout the week. Conclusion As a nurse, my role in this case would be to offer help and guidance to the family, provide information, and the needed community resources. Thorough planning and more scheduled visits would be arranged to help the Harvey family promote healthier ways to cope with their health situation. 5 FAMILY HEALTH ASSESSMENT Edelman, & Mandle, C. L. (2010). Health Promotion Throughout the Lifespan, 7th edition. St. Louis: Mosby. eHow.Com (2012). Wellness Nursing Diagnosis/ e how. com Retreived from: http://www. ehow. com/wellness-nursing-diagnosis. html#ixzz1z6AuL. DA8 Fanta, Christopher H. , MD, (2010) Breathing Fresh Air. Retrieved from: www. asthma. partners. org/newfiles/BoFAChapter34. html Stanhope, M. & Lancaster, J. (2010), Foundations of Nursing in the Community Oriented Practice 3rd ed. , Mosby Elsevier. St. Louis, Missouri. WebMD (2013), High Blood Pressure in African-American. Retrieved from http://www. webmed. com/hypertension-high-blood-pressure/guide/hypertension-in-african-americans

Anth week 3 Essay Example | Topics and Well Written Essays - 500 words

Anth week 3 - Essay Example route as that of the contemporary monkey and apes but instead remained in such islands as Madagascar thus acquiring a new ecological niche of which they adapted to accordingly. As concerns the new world monkeys, they mainly come from such groups as marmosets, Cebidae, Atelidae, and Pithecidae. Another classification of the monkey clades are the Catarrhines that consist of the old world monkey and the apes. The old world monkeys in this case include the Colobinae and Cocopithecinae. During the period of evolution, the primates had to make certain adjustments in order to adapt to such factors that enhance their vision, hand use, locomotion, intelligence, the need to care for their young ones in a social manner. Humans fundamentally use evidence to understand the history of evolution. The evidence in question may be biological or historical in nature where in biology the evidence may include genetics and living organisms. On the other hand, historical evidence consists of paleontology, geology, and paleoanthropology. Since the focus of this paper is paleoanthropology, it is necessary to make use of appropriate geological evidence like fossils to unearth the evolutionary history of the primates. Nevertheless, geological preservation processes have simplified the whole procedure of studying the fossil components of the old primates. Although many scholars agree that the world is old, the history and age of the earth is significant in working out the process and history of evolution using fossils. This is because the old earth has a strong connection to the biological evolution. There are of techniques that paleoanthropologists use to date the fossils that they recover through geological means . These methods include Radiocarbon dating, U-Series, Radio-potassium, Uranium-Lead dating, Argon-Argon dating, and the Reference Geo-chronological Timescale. Actually, the history of paleoanthropology is quite vast ranging from the Neanderthal skullcap that paleoanthropologists

Health and Sustainability of Food Systems in Toronto City Essay

Health and Sustainability of Food Systems in Toronto City - Essay Example Farm inputs used in food production should not contaminate food products with such potentially harmful contents. In this regard, the World Commission on Environment and Development defined sustainable food production processes as those that meet the present consumers’ needs without compromising the ability to meet the nutritional needs of future generations. In this context, food production processes that use harmful pesticides and fertilizers to alter the soil’s natural composition are neither sustainable nor healthy for food systems. However, production processes that utilize environmentally friendly farm inputs not only foster environmental protection but also improve the nutritional soundness of food products in the market. As identified in class, common vulnerabilities in farm inputs sector including but not limited to: use of chemicals, high energy costs and swift evolution of farm machinery. Food production is a business, and farmers expect to earn profits from t heir farm produces. In food production, profit margins are determined by three distinct factors: the cost of production, amount of yield, and market prices of harvested produces. Occasionally, amount of farm yields increase with increased use of inputs like pesticides, while heavy use of pesticides translates to the increased cost of production. In food production, cost of chemicals like pesticides is of a particular concern to farmers. Farm chemicals are expensive; it requires approximately $50-100 million to develop a new inorganic pesticide.

Race and Representation -Media Analysis Essay Example | Topics and Well Written Essays - 750 words

Race and Representation -Media Analysis - Essay Example These image representations fall under sub-genre of exploitation images (Fanon, 1986). The degree of representation in these images is highly detailed. It is explicit that the human figure of the drawing has been based on a live model hence it is â€Å"a life drawing†. The aspect of color plays an important role in ensuring that the recipients get the right information. Color has been used to distinguished blacks from whites. The element of aesthetic has also been used. In the first two images, the blacks are revealed to be ugly whereas the whites are portrayed as beautiful. Lighting has been used to reflect the location of this incident (Snead, 1994). Ideological critique of the Images These are stereotyped images of blacks that are found in the national archives of developed countries of the west. According to Bonnett (2000), such images were dominant in European culture especially during the era of Western imperialism. The images negatively represent the blacks as a way of undermining their humanity. It is the concept of whiteness that contributes to the belief by many whites that blacks are naturally deviant people. Black males have been mythologized as hyper-sexed. This is reflected particularly by the first two images where blacks are stereotyped as animal-like entity (Gates, 1999). The whiteness concept treats whiteness as a social construction. The concept is cultural property that has been used to undermine the rights and privileges of the blacks. The concept has been used to provide symbolic privileges to the whites as portrayed by the images. The conception of the beauty is tied the whiteness and explicitly exclude the blacks as indicated in the images (Bonnett, 2000). The images have been used to reveal gendered social framework within which the relations between the blacks and the whites has been taking place. From the images, black femininity has been devalued. The images show that black male go for white female hence privileging white femi ninity (Carrington, 2002). From ideological perspective, whites perceive black people as sub-human. The image representations mean that blacks cannot easily attain standards of morals. The belief that blacks are animal-like is portrayed in their biological make-up through the image comparison of black male with primates as portrayed in the first two images. Whites believe that black people are the most degraded human race. The approaches commonly used by these individuals are similar to those of wild beasts and their intelligence is low enough to fit in the social systems (Watkins, 2004). The question racism has been inherently portrayed by the image representation of black masculinity as a sexual threat. The image is connected with a vast range of issues concerning gender and sexuality. They powerfully demonstrate gender dynamics as fundamental aspect through which whites can secure and maintain imperial enterprise. The images show close connection between domination of black peopl e and sexuality thus explaining the lynching that commonly takes place in the west. According to Coleman (2005), many blacks were lynched in the 20th century especially in the United States of America. Majority of these cases occurred on accusation of blacks for rape activities. The image representation of the blacks in these circumstances sought to portray the character of black communities as negative. During and after World War I, black males were

Perceptions and leaders Essay Example | Topics and Well Written Essays - 500 words

Perceptions and leaders - Essay Example Although many scholars concentrate on the leaders and their roles only, it is important to note that both the leader and follower are equally important in leadership as they depend on one another. (Bertocci, 2009) There are two theories that talk about leadership and this are transformational leadership and transactional leadership. In transformational leadership, the follower is there to be recipients of the leaders influence and behavior while in transactional leadership the followers and leaders both take part in the leadership process. Therefore, to look at how followers’ perceptions affect the leader’s style, two types of leadership will be important in our discussion. In looking at the perception that the followers have on their leader and how it affects the style of leadership, it is important to look at the behavior of the leaders (Schumann 2011). The leader behavior is divided into two categories that is, initiating and consideration. Those who are initiating are goal centered they focus on rules, tasks and coordinating the followers. While the consideration leaders are open to followers suggestions and are supportive to the followers. From this, it is possible that some followers perform their duties because they fear the leader while others accomplish their duties because they want to please the leader and later be rewarded. Therefore, it is proper to say that the behavior of the leader and the perception of the follower can determine the leadership style that the leader uses. To assess your leadership style you need to look at the behavior of the follower. The followers always have certain expectations that they expect their leader to meet .if he meets those expectations then the followers ascribe authority to you as a leader they respect and trust you. However, if he fails to meet the expectations of the followers, the relation between them is strained, and the followers develop mistrust towards the leader. If, as a

Were the Puritans Puritanical (Carl Degler) Essay

Were the Puritans Puritanical (Carl Degler) - Essay Example believed it would anger God if one dressed differently to their station in life; it would be like lying to God to dress extravagantly when one was a member of a lower class. Many of the people who were in the upper-class of Puritans could and would wear gold, silver, and lace. Whilst this is true, most of the other restrictions on dress were to preserve the modesty of the wearer, although it was not as dull, plain and conservative as the stereotype. Women were expected to cover their head and most of their body. As previously mentioned, the Puritans placed a great value on the pure things in life, and part of this belief was an understanding of the Bible as more-or-less literal. In this case, they believed that man should not have too much fun, enjoyment or laughter in this life in case it hinder his ability to experience these things in the next, and sex was part of this. Sex was part of this, but it did not mean that sex was banned in society. The Puritans knew that people of both genders have sexual desires, and they also knew that these needed to be fulfilled. All the Puritans asked was that sexual intercourse be undertaken prayerfully with recognition that it is God that has bestowed these pleasures on them. However, it is worth noting that they did believe in having sex with respect and not enjoying it to excess. The central view of human nature in the Puritan faith is that it is prone to sin and this is an inescapable factor of life. Everything that comes from the body is sinful or disgusting. They believed that because of this tendency to sin, they must be controlled by a strong hand that helped them to curtail these sinful lusts and become more like God and live a purer life. The reason that they broke off from the English church is that they believed that this was corrupt, and they needed to escape this to try and counterbalance some of the things that human nature provoked. In life, the Puritans were expected to avoid sin as much as possible and

The Mercy of Religion Essay Example | Topics and Well Written Essays - 1000 words

The Mercy of Religion - Essay Example However, despite all this, conflicts still makes the most part of the news today; the media is talking about violence from all corners of the world. It is devastating how Christianity is least influential on the struggles for peace and against violence in the USA. They have let the leaders whose lips are fast to talk about war and how the citizens should protect themselves dominate the arena. Christian religion has its focus and attention on understanding the past events, how they affect our society instead of the earlier and current occurrences in the society (Moore 23). Christian believers should be quite hiding in the past and focus on the current and fulfill its obligation in terminating the global violence. The USA should be first in peace negotiation and ending violence. In every social setting, a woman is equally important like the man because she performs the basic task in the family like ensuring adequate water for use in the family, looking after the sick, tending the gardens and other duties. The woman is the building blocks of any society and I belief without her, we would have a chaotic society where peace is no existence, malnourished children, and men, and many features that are more unexciting, (Rosemary 12). Despite the good things a woman can do, many cultures do not regard her and mostly assume her efforts and duties, for instance, she is considered the poorest in the family for money she gets is utilized for the well being of the society while the man uses his to buy luxuries like a radio. Religion puts the woman a compromising position in that she is required to be submissive to the man, support him and in some religions, he must not be adulterous but a man can. Many NGO have however been establish and are working towards promoting th e rights of the woman in the society and above anything the appreciation she deserves for the roles she plays. Since its inception after the

Examining a Bussiness Failure Research Paper Example | Topics and Well Written Essays - 1000 words

Examining a Bussiness Failure - Research Paper Example The present study would try to analyse the organizational behaviour aspects that could be interrelated with the company’s failure in the recent years. This would include an analysis of the aspects of management, leadership as well as organizational structure towards the unfolding crisis that occurred in the organization. Leadership Leadership is perhaps one of the main drivers of a business. A business essentially thrives on the aspect of the vision of the leader of the organization. One of the main reasons for the crisis situation at Enron can be held accountable to the improper leadership of the organization. The lack of proper vision of the company’s leadership can be traced to the fact that its CEO Jeffrey Skilling resigned from the company that was just beginning to see the light of the crisis situation. Another interesting fact was that the CEO while putting down his papers did not cite reasons for resignation which reflected the negative mindset and lack of leade rship skills of the leader of the organization (Jickling, 2002, p.2). An effective leader in this case could have saved the organization from the crisis that has led to the eventual downfall of the company. An effective leader should have realised the malpractices in the company and should have taken corrective measures and should have displayed visionary traits that could have saved the organization. The role theory of leadership states that leaders must act in a manner so as to set goals for others (Changing Minds.org, 2011). The case at Enron reflects a bad picture as the leader displayed complete lack of responsibilities as he left the firm when it was in the midst of a severe crisis and set a very bad role example. Management The management of an organization comprises of the top management board including the top shareholders and the top executive management of the company. The poor state of management of the organization can be easily identified from its actions as the top ma nagement reflected its existence only on paper. The management indulged in corrupt malpractices that ultimately led to the downfall of the organization (Worldlink, 2007, p.2). The top management of the organization defected from its basic responsibility of ensuring compliance in corporate management in an attempt to protect the interests of the existing shareholders of the firm. The top management showed a complete mismanagement as it allowed the CFO of the organization to allow him to do private based partnerships for undertaking business with the organization that was largely against the basic rules of corporate governance. The management of the organization was largely selected through internal preferences where the executive management had a final say. Independent directors largely acted as puppets of the top management of the organization that largely defeated the basic purpose of having independent directors on the board of an organization. Enron should have followed the corpo rate governance ethics and the management should not have been allowed to have a say on the appointment of independent directors. If the company had adopted a democratic and impartial selection of the independent directors, then the malpractices would have been identified long before and would have

Theology Case Study Example | Topics and Well Written Essays - 250 words - 4

Theology - Case Study Example Even though, I understand that this is a matter which people need to decide for themselves, I am a little troubled that this point of view was not even regarded to be significant. In my view, it calls into question the value of the notes as it is tough to envision going through the Bible separated from Gods authority and influence on the world. It is an excellent counterpart to the NIV version of the bible, which offers a reader a more religious perspective, for instance offering proof that Timothy was composed by one person derived from similarities in the text all through (Meeks 1750). Again, a person must make up their own mind, but the NIV version does grant both viewpoints. A person would want to know more concerning the historical information, as well as a peep into what the new texts must say. However, for studying Gods will for man, as well as how to establish a closer relationship with Him, I would advise people to go through the NIV version of the Bible than

Jury Trial Essay Example for Free

Jury Trial Essay On June 19, 1994 O.J Simpson the football hall of famer was arrested in California for the murders of his ex-wife Nicole Brown Simpson and Ron Goldman. Simpson was arraigned in court two day later he pleaded not guilty to the charges and was held in the Los Angeles County jail. Jury selection began in October and the jury was sworn in on November 2, 1994. Mr. Simpson did have a jury of his peers, because the jury was twelve jurors some African American and white. The jurors were picked through the voir dire process. With each juror understanding that they could not have any personal bias pertaining to the case. A series of question were asked to the jurors to determine if the potential jurors had exposure to the context of the case. In the pretrial hear the credibility of evidence from detective Mark Fuhrman would be admitted at trial. Prosecutors said that they thought Mr. Simpson dropped the glove as he tried to quickly return to his home after committing the murders. Opening Statements In the opening statements the defense and the prosecution has the opportunity to present their case to the jury. Throughout the opening statements persuasive arguments are announced. During the opening statement evidence is never allowed. Judge Lance A. Ito presided over the case and on January 24, 1995. Before things got going, Judge Ito ruled that Simpson would not be heard by the jury until the defense gives the opening statements. The defense opening statements were lead by attorney Johnnie Cochran when said my client Mr. Simpson is innocent and wrongfully accused. Witness Testimony Eye witness an expert testimony helps reveal specific truths and accuracy in evidence. The Court bailiff will swear all witnesses to tell the truth and nothing but the truth. Normally the prosecution questions their own witnesses to strengthen their side of the case. The defense then has the chance to cross examine. All evidence will be logged a numbered whether scientific or physical. The defense attorney and the prosecutor have the right to object to any evidence or testimony provided. There is no guarantee that the evidence will be stricken by the judge. Kato Kaelin, which was O.J Simsons friend that lived on Mr. Simpson’s property. Detective Mark Furhman was for the prosecution who had lied on the witness stand during questioning. Furhmans testimony could not be trusted by the jury. Closing Arguments After all the evidence and testimony is heard this step of the trial is called rest. Next the court case proceeds to closing arguments. This is the last time both side will be able to address the jury before deliberation. The closing arguments are very similar to the opening statements. Both sides try to convince the jury to decide in their favor. Both sides present a summary of key points that favor their client. At this point the defense team only needs to convince the jury that prosecution did not prove the defendant’s guilt beyond a reasonable doubt (2012). Jury Instructions After the closing arguments are complete the jury is charged by the judge with instructions. The judge explains that the jurors’ decision should not be made because of bias feelings or personal beliefs but that decisions based on the law and evidence during the case. The judge specifies specific details that the jury needs to find the defendant guilty. Deliberation During the deliberation the jury is held together as a group until a verdict is made. Deliberation can take hours, days even weeks to come up with a verdict. If the jury can’t come to a verdict it is called mistrial in most states. On October 3, 1995 at 10 am a verdict of not guilty for the murders of Nicole Brown and Ron Goldman was rendered by jurors. A man was set free with most of the world thinking he committed the murdered.

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

‘Big’ Data Science and Scientists

‘Big’ Data Science and Scientists If you could possibly take a trip back in time with a time machine and say to people that today a child can interact with one another from anywhere and query trillions of data all over the globe with a simple click on his/her computer they would have said that it is science fiction ! Today more than 2.9 million emails are sent across the internet every second. 375 megabytes of data is consumed by households each day. Google processes 24 petabyte of data per day. Now that’s a lot of data !! With each click, like and share, the worlds data pool is expanding faster than we comprehend. Data is being created every minute of every day without us even noticing it. Businesses today are paying attention to scores of data sources to make crucial decisions about the future. The rise of digital and mobile communication has made the world become more connected, networked and traceable which has typically resulted in the availability of such large scale data sets. So what is this buzz word â€Å"Big Data† all about ? Big data may be defined as data sets whose size is beyond the ability of typical database software tools to capture, create, manage and process data. The definition can differ by sector, depending on what kinds of software tools are commonly available and what sizes of data sets are common in a particular industry. The explosion in digital data, bandwidth and processing power – combined with new tools for analyzing the data has sparked massive interest in the emerging field of data science. Big data has now reached every sector in the global economy. Big data has become an integral part of solving the worlds problems. It allows companies to know more about their customers, products and on their own infrastructure. More recently, people have become extensively focused on the monetization of that data. According to a McKinsey Global Institute Report[1] in 2011, simply making big data more easily accessible to relevant stakeholders in a timely manner can create enormous value. For example, in the public sector, making relevant data more easily accessible across otherwise separated departments can sharply cut search and processing time. Big data also allows organizations to create highly specific segmentations and to tailor products and services precisely to meet those needs. This approach is widely known in marketing and risk management but can be revolutionary elsewhere. Big Data is improving transportation and power consumption in cities, making our favorite websites social networks more efficient, and even preventing suicides. Businesses are collecting more data than they know what to do with. Big data is everywhere; the volume of data produced, saved and mined is startling. Today, companies use data collection and analysis to formulate more cogent business strategies. Manufactures use data obtained from the use of real products to improve and develop new products and to create innovative after-sale service offerings. This will continue to be an emerging area for all industries. Data has become a competitive advantage and necessary part of product development. Companies succeed in the big data era not simply because they have more or better data, but because they have good teams that set clear objectives and define what success looks like by asking the right questions. Big data are also creating new growth opportunities and entirely new categories of companies, such as those that collect and analyze industrial data. One of the most impressive areas, where the concept of Big data is taking place is the area of machine learning. Machine Learning can be defined as the study of computer algorithms that improve automatically through experience. Machine learning is a branch of artificial intelligence which itself is a branch of computer science. Applications range from data mining programs that discover general rules in large data sets, to information filtering systems that learns automatically the user’s interests. Rising alongside the relatively new technology of big data is the new job title data scientist. An article by Thomas H. Davenport and D.J. Patil in Harvard Business Review[2] describes ‘Data Scientist’ as the ‘Sexiest Job of the 21st Century’. You have to buy the logic that what makes a career â€Å"sexy† is when demand for your skills exceeds supply, allowing you to command a sizable paycheck and options. The Harvard Business Review actually compares these â€Å"data scientists† to the quants of 1980s and 1990s on Wall Street, who pioneered â€Å"financial engineering† and algorithmic trading. The need for data experts is growing and demand is on track to hit unprecedented levels in the next five years Who are Data Scientists ? Data scientists are people who know how to ask the right questions to get the most value out of massive volumes of data. In other words, data scientist is someone who is better at statistics than any software engineer and better at software engineering than any statistician. Good data scientists will not just address business problems; they will choose the right problems that have the most value to the organization. They combine the analytical capabilities of a scientist or an engineer with the business acumen of the enterprise executive. Data scientists have changed and keep changing the way things work. They integrate big data technology into both IT departments and business functions. Data scientist’s must also understand the business applications of big data and how it will affect the business organization and be able to communicate with IT and business management. The best data scientists are comfortable speaking the language of business and helping companies reformulate their challenges. Data science due to its interdisciplinary nature requires an intersection of abilities of hacking skills, math and statistics knowledge and substantive expertise in the field of science. Hacking skills are necessary for working with massive amount of electronic data that must be acquired, cleaned and manipulated. Math and statistics knowledge allows a data scientist to choose appropriate methods and tools in order to extract insight from data. Substantive expertise in a scientific field is crucial for generating motivating questions and hypotheses to interpret results. Traditional research lies at the intersection of knowledge of math and statistics with substantive expertise in a scientific field. Machine learning stems from combining hacking skills with math and statistics knowledge, but does not require scientific motivation. Science is about discovery and raising knowledge, which requires some motivating questions about the world and hypotheses that can be brought to data and tes ted with statistical methods. Hacking skills combined with substantive scientific expertise without rigorous methods can beget incorrect analysis. A good scientist can understand the current state of a field, pick challenging questions were a success will actually lead to useful new knowledge and push that field further through their work. How to become a Data Scientist ? No university programs in India have yet been designed to develop data scientists, so recruiting them requires creativity. You cannot become a big data scientist overnight. Data Scientist need to know how to code and should be comfortable with mathematics and statistics. Data Scientist need know machine learning software engineering. Learning data science can be really hard. They also need to know how to organize large data sets and use visualization tools and techniques. Data scientists need to know how to code either in SAS, SPSS, Python or R. Statistical Package for the Social Sciences (SPSS) is a software package currently developed by IBM is widely used program for statistical analysis in social science. Statistical Analysis System (SAS) software suite developed by SAS Institute is mainly used in advanced analytics. SAS is the largest market-share holder for advanced analytics. Python is a high-level programming language, which is the most commonly used by data scientist’s community. Finally, R is a free software programming language for statistical computing and graphics. R language has become a de facto standard among statisticians for developing statistical software and is widely used for statistical software development and data analysis. R is a part of the GNU Project which is a collaboration that supports open source projects. A few online courses would help you learn some of the main coding languages. One such course that is available currently is through the popular MOOCs website coursera.org. A specialization course offered by Johns Hopkins University through coursera helps you learn R programming, visualize data, machine learning and to develop data products. There are few more courses available through coursera that helps you to learn data science. Udacity is another popular MOOCs website that offers courses on Data Science, Machine Learning Statistics. CodeAcademy also offers similar courses to learn data science and coding in Python. When you start operating with data at the scale of the web, the fundamental approach and process of analysis must and will change. Most data scientists are working on problems that cant be run on a single machine. They have large data sets that require distributed processing. Hadoop is an open-source software framework for storing and large-scale processing of data-sets on clusters of commodity hardware. MapReduce is this programming paradigm that allows for massive scalability across the servers in a Hadoop cluster. Apache Spark is Hadoops speedy Swiss Army knife. It is a fast -running data analysis system that provides real-time data processing functions to Hadoop. It is important that a data scientist must be able to work with unstructured data, whether it is from social media, videos or even audio. KDnuggets is a popular website among data scientist that mainly focuses on latest updates and news in the field of Business Analytics, Data Mining, and Data Science. KDnuggets also offers a free Data Mining Course the teaching modules for a one-semester introductory course on Data Mining, suitable for advanced undergraduates or first-year graduate students. Kaggle is a platform for data prediction competitions. It is a platform for predictive modeling and analytics competitions on which companies and researchers post their data and statisticians and data miners from all over the world compete to produce the best models. Kaggle hosts many data science competitions where you can practice, test your skills with complex, real world data and tackle actual business problems. Many employers do take Kaggle rankings seriously, as they can be seen as pertinent, hands-on project work. Kaggle aims at making data science a sport. Finally to be a data scientist you’ll need a good understanding of the industry you’re working in and know what business problems your company is trying to solve. In terms of data science, being able to find out which problems are crucial to solve for the business is critical, in addition to identifying new ways should the business should be leveraging its data. A study by Burtch Works[3] in April 2014, finds that data scientists earn a median salary that can be up to 40% higher than other Big Data professionals at the same job level. Data scientists have a median of nine years of experience, compared to other Big Data professionals who have a median of 11 years. More than one-third of data scientists are currently in the first five years of their careers. The gaming and technology industries pay higher salaries to data scientists than all other industries. LinkedIn, a popular business oriented social networking website voted statistical analysis and data mining the top skill that got people hired in the year 2014. Data science has a bright future ahead there will only be more data and more of a need for people who can find meaning and value in that data. Despite the growing opportunity, demand for data scientist has outpaced supply of talent and will for the next five years. [1] McKinsey Global Institute, â€Å"Big data: The next frontier for innovation, competition, and productivity†, June 2011 [2] Thomas H. Davenport, D.J. Patil, â€Å"Data Scientist: The Sexiest Job of the 21st Century†, Harvard Business Review, October 2012 [3] Burtch Works â€Å"Big Data Career Tips† http://www.burtchworks.com/big-data-analyst-salary/big-data-career-tips/, accessed December 2014