Wednesday, October 30, 2019

Medicalization as social control Essay Example | Topics and Well Written Essays - 1250 words

Medicalization as social control - Essay Example The main question being pondered is to what extent this influence goes? Three variations of the process of social control being affected by the medical field have been offered; the changing face of medicalization, the relatively new phenomenon of biomedicalization and the contradictory view of demedicalization. It appears that these processes vary across cultures (Conrad, 1992) and some examples have been documented though most research to date has focused on the Western world. This essay will discuss medicalization, biomedicalization and demedicalization and their relationship to social control in Western societies along with a brief overview of that changes that have occurred over the years. Finally, an attempt will be made to justify which of the processes is most relevant today. Medicalization is seen to be a sociocultural process that consists of finding a way to use medical language to describe an issue (Conrad, 2005). A very clear-cut way to define medicalization has been that it is a ‘process whereby more and more of everyday life has come under medical dominion, influence and supervision’ (Zola, 1983). A common-day example of this is while in the past a patient was only required to disclose to their doctor the symptoms of the ailment, nowadays people also tend to articulate information about their lifestyle and habits and even worries (reference). For the doctor to improve the patient’s condition, it is often lifestyle changes that are recommended (reference). For conditions such as heart problems, numerous doctors recommend dietary changes even before there is any sign of heart trouble. The doctor is essentially trying to prevent a disease or ailment before it starts and in the process is inadvertently extending the web of medicali zation and hence social control. Another fine example of this is in the case of testing for human immunodeficiency virus

Sunday, October 27, 2019

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

Friday, October 25, 2019

Redemption in The Story of B Essay -- Story

Redemption in The Story of B The Story of B portrays the spirit of revolutionary thinking through several people who originate at opposite ends of culture and discover a common cause which unites them in a single purpose. Concern for the destiny of mankind impels one man to "brace an entire culture". This man, dubbed "B" for blasphemer by the society he seeks to save, devotes his life to the instructing of selected intellectuals to fulfill the redemption of man. B, a man "bound to be killed"(114), faces rioters to deliver his message of salvation and destiny to a Catholic priest whose superiors sent him to spy on B. Daniel Quinn's reveals his philosophical insight into the future of the world through the explanation of society's history and the revelation of a choice which threatens to bring chaos upon everyone. When Jared Osborne, a Roman Catholic priest encounters B, the revolutionary genius his superiors sent him to intercept, he loses his sense of purpose and becomes entangled in the intellectual drama which surround this rebellious prophet. While continuing his reports to the Church from B's headquarters in Radenau, Germany, Jared discovers an awful truth which forever alters his outlook on the world. In consorting with the man charged by the Church with blasphemy, Osborne risks losing his entire lifestyle by excommunication. Even this punishment cannot dissuade him, for though his loyalty remains with the Church, B's message overrides this standing allegiance with its urgency. Jared claims this makes him "not a very good priest"(3), but he eventually ceases to care whether or not he can return to his former station in life. This occurs gradually as he uncovers secrets of man's history which disillusion his belief... ...an equally rapid geographical expansion that obliterated all other lifestyles in its path"(248). B foretells the future of mankind as a grim prospect should we not alter our lifestyle. He predicts that since our planet can only support a limited amount of people, we will soon run out of space and food. This occurs, according to B, because totalitarian agriculture produces a surplus of food, which in turn increases population. The elegance of truth flows through his lessons to show how our culture began on its route to destruction. This journey continued even when we discovered the possibility that our society could survive as a Leaver culture. Fortunately, B's message also provides hope for society. Daniel Quinn suggests that though it may prove difficult, "We don't have to change HUMANKIND in order to survive. We only have to change a single culture."(255) Redemption in The Story of B Essay -- Story Redemption in The Story of B The Story of B portrays the spirit of revolutionary thinking through several people who originate at opposite ends of culture and discover a common cause which unites them in a single purpose. Concern for the destiny of mankind impels one man to "brace an entire culture". This man, dubbed "B" for blasphemer by the society he seeks to save, devotes his life to the instructing of selected intellectuals to fulfill the redemption of man. B, a man "bound to be killed"(114), faces rioters to deliver his message of salvation and destiny to a Catholic priest whose superiors sent him to spy on B. Daniel Quinn's reveals his philosophical insight into the future of the world through the explanation of society's history and the revelation of a choice which threatens to bring chaos upon everyone. When Jared Osborne, a Roman Catholic priest encounters B, the revolutionary genius his superiors sent him to intercept, he loses his sense of purpose and becomes entangled in the intellectual drama which surround this rebellious prophet. While continuing his reports to the Church from B's headquarters in Radenau, Germany, Jared discovers an awful truth which forever alters his outlook on the world. In consorting with the man charged by the Church with blasphemy, Osborne risks losing his entire lifestyle by excommunication. Even this punishment cannot dissuade him, for though his loyalty remains with the Church, B's message overrides this standing allegiance with its urgency. Jared claims this makes him "not a very good priest"(3), but he eventually ceases to care whether or not he can return to his former station in life. This occurs gradually as he uncovers secrets of man's history which disillusion his belief... ...an equally rapid geographical expansion that obliterated all other lifestyles in its path"(248). B foretells the future of mankind as a grim prospect should we not alter our lifestyle. He predicts that since our planet can only support a limited amount of people, we will soon run out of space and food. This occurs, according to B, because totalitarian agriculture produces a surplus of food, which in turn increases population. The elegance of truth flows through his lessons to show how our culture began on its route to destruction. This journey continued even when we discovered the possibility that our society could survive as a Leaver culture. Fortunately, B's message also provides hope for society. Daniel Quinn suggests that though it may prove difficult, "We don't have to change HUMANKIND in order to survive. We only have to change a single culture."(255)

Thursday, October 24, 2019

A World Class Education Ch 3

The bigger the change, it seems, the more difficult the task. Education is one of the most important things in a child’s life, so what happens when someone decides to present new challenges to our way of thinking? Vivian Stewart attempts to bring some very good points to light in chapter three of her book A World Class Education. Most successful systems tend to have the same basic elements when it comes to education.Strong leadership with ambitious vision is necessary for a profitable future in American instruction. High quality teachers and administrators who focus on global and future orientated goals help guide their students toward a more equitable state. Teacher accountability is also extremely significant; the nation board standard number four states that teachers should strive to strengthen their skills as an educator and critically examine their practice in order to improve their performance.Lastly, teachers should always keep an open mind for the future and continuous ly learn new ways to develop curriculum. This relates to national standard number five. In physical science, students are required to manipulate mathematical equations in order to solve for a range of variables. Here in the United States, we use the English system as our standard for measurement: However, nearly everywhere else in the world, the metric system is used.I apply global orientation to my classroom by teaching my students the metric system and explaining why it is important for scientists to have the same system of measurement. We should be mindful of learning the way others do things and less consumed with the our own systems when we can all benefit from a unified structure. Stewart, V. (2012). A world-class education: learning from international models of excellence and innovation. Alexandria, Virginia: ASCD.

Wednesday, October 23, 2019

Jamba Juice †Porters 5 Forces: Suppliers Essay

The bargaining power of providers. one of Porter?s Five Forces. can hold a important consequence on an organisation. Suppliers hold power over a house when they increase monetary values and cut down the quality of their merchandise and the house can non utilize their ain pricing to retrieve these alterations in costs. Switch overing costs is the â€Å"negative costs that a consumer incurs as a consequence of altering providers. trade names. or products† . Switch overing costs can stand for a assortment of things: clip and attempt. cost in dollars. and any other negative consequence associated with exchanging providers. Companies that remain successful for many old ages implement a scheme that makes it difficult for purchasers to exchange from their merchandise to rivals. Jamba Juice requires fresh fruits. juices. dairy merchandises. vitamins. and protein ingredients in order to bring forth their smoothies. Their shift costs are low. because it is easy for them to exchange from one company of providers to another. The shift costs for their clients are besides low. because it is really easy for a client of Jamba Juice to take to travel to Starbucks or Orange Julius alternatively. There is non much of a pecuniary difference or excess attempt required for the client ( Hitt. 52 ) . Jamba Juice has providers of all of the ingredients of their smoothies including the dairy. fruits. juices. vitamins. and proteins. Their basic natural stuffs are fresh fruits and veggies. dairy merchandises. and protein ( Jamba Juice ) . Natural stuffs are defined in Investopedia as â€Å"A stuff or substance used in the primary merchandise or fabrication of a good† ( Investopedia ) . Suppliers provide the natural stuffs to do the finished good. Jamba Juice offers existent fruit juices and smoothies. staff of lifes. pretzels. and packaged bites. Jamba Juice says they merely offer high quality smoothies. hence merely the finest fruit and supplies are used. They do rely to a great extent on their providers. particularly those of fruit. They have a end to supply high quality fruit that is consistent throughout the twelvemonth. When telling fruit. they order a jutting sum for the whole twelvemonth at the extremum of the season for each specific fruit. The monetary value of fruit is determined by supply and demand and can change greatly. Jamba Juice has a contract with independent distributers who dispense merchandises from the providers to the shops. Therefore the provider power is low. Jamba Juice prides itself in functioning healthy nutrients and merely healthy nutrients. They besides pride themselves on utilizing fresh fruit. If the fruit they are presently purchasing rises in monetary values all of a sudden so the franchise can merely take to purchase its fruit from another provider. For this ground there isn’t truly that much power. Plus the shop is franchised so every Jamba Juice buys it’s merchandises from a different provider. it’s non like they all depend on one. Buyers The concentration of purchasers for Jamba Juice can be focused into two classs. The first class is the consumers. which travel to the specific locations to buy goods such as a smoothy or burgoo. The 2nd grouping of purchasers is the 1s who choose to buy a Jamba Juice franchise ( U. S. ) . The dickering power of the two separate types of purchasers depends on Jamba Juice?s merchandise distinction. The purchasers looking to have a franchise have the chance to buy any type of company that has the option to franchise their locations. With the premise that Jamba Juice?s purchasers are looking for a specific franchise of â€Å"processed & A ; packaged goods. † so the focal point turns to companies like Dairy Queen. Maui Wowi and Smoothie King Franchises ( Jamba ) . Each of these nutrient locations within the United States proposes the pick to franchise. This handiness of franchised companies gives purchasers the determination to take and make a determination based on their list of values needed within a shop. The ultimate consumers have noticed their pick among the huge sum of smoothy options throughout their communities. The three major rivals force the purchasers to distinguish which company they believe offers the â€Å"best† smoothy. Starbucks is presently viing with Jamba Juice?s purchasers within the breakfast nutrient market. Therefore the purchaser power is Medium. The populace is reasonably used to it’s life style of fast nutrient. Ironss like this are based largely on convenience. Besides the fact that this shop goes off of a healthy life style. they are traveling to acquire a niche market who will back up them no affair what. Substitutes Substitutes are defined as a merchandise or service that is non in the same industry as your merchandise. but can execute the same map as your merchandise. Substitutes possess a menace to Jamba Juice because clients do non hold high shift costs ; therefore it is easy for a client to take a replacement over Jamba Juice?s smoothies. Many of the replacements related to Jamba Juice are similar in monetary value and quality ; therefore they do non hold much distinction from their replacements. Differentiation of a merchandise can assist cut down the menace of replacements. This adds value to a merchandise that is of import to clients. Jamba Juice has differentiated itself by offering its clients healthy refreshments. This will appeal to the wellness witting market that is merely interested in seting healthy nutrient and drinks into their organic structures. This is a niche that is going more popular to people in the US. Consumers value alimentary options to hike their energy every bit goo d as give them much-needed vitamins. The smoothy industry has besides grown because many Americans skip repasts and do non hold healthy eating wonts and they rely on smoothies to give them a choice me up bite and good needed vitamins. There are many menaces that exist to the smoothy industry. Some replacements that pose the highest menace are java. soft drinks. healthy juices. energy drinks and milk shakes. Each of these replacements is similar in monetary value and quality of Jamba Juice. Even with market rates diminishing in soft drinks and java. they still pose a menace as a replacement for Jamba Juice. Coffee is still a menace to Jamba Juice?s smoothies. particularly with successful companies such as Starbucks and Tully?s Coffee. These are well-known companies and trade name names that people know and trust. There is a Starbucks on every corner and the company is really accessible throughout the United States. Milkshakes and ice pick may be another replacement for Jamba Juice. Ice pick can carry through the same demand of a cold creamy drink or refreshment. Topographic points such as TCBY. Cold Stone. and Baskin Robins offer clients the option of a creamy milk shake on a hot summer twenty-four hours or scoops of ice pick. In add-on. many of these ice pick stores besid es serve fruit smoothies. Jamba Juice has differentiated its merchandise line by doing natural smoothies with less sugar. This gives them an border over the replacement of milk shakes or sugary smoothies. Many are get downing to seek healthy drinks such as smoothies and healthy fruit juices such as Bare Juices. This can be another replacement to smoothies. Bare Juices are 100 percent juice with no added sugar or preservatives. They offer a assortment of tasty spirits every bit good as adding antioxidants. protein. and many other foods. Bare Juice is besides get downing to add smoothies to their merchandises. which make them really competitory to Jamba Juice. Therefore the menace of replacements is high. There are a batch of replacements to replace Jamba Juice due to low shift cost for clients and many other merchandises to replace it with. Rivals In the nutrient and drink industry. Jamba Juice has a batch of rivals. Since the company is now get downing to function breakfast nutrients in add-on to drinks. they are in direct competition with 1000s of new concerns. Some of the chief rivals are Starbucks. McDonald?s. and shortly to be bottled drinks at your local food market shops. However. Jamba Juice is seeking to be more aggressive by making clients in locations where other concerns haven?t tried excessively difficult to pull. For illustration. Jamba Juice has late announced that they want to get down opening booths at airdromes and at universities and colleges throughout the state. There are legion rivals in the same industry as Jamba Juice. many of which hold a larger portion of the industry. However. Jamba Juice is spread outing their bill of fare by making more nutrient type options. such as burgoo. The job with this is the fact that this opens up their company for more rivals to take them down. Jamba Juice is come ining a whole new market with a big figure of rivals by functioning nutrient. By functioning nutrient to those clients who already purchase smoothies they are taking that much concern off from their competition. They are carry throughing a demand that has been overlooked. As mentioned earlier. McDonald?s is positioning themselves to take over all of the nutrient and drink market by making merchandises that are similar and cheaper than their rivals. For illustration. McDonald’s late expanded their market by making the McCafe eating house concatenation. Therefore grade of competition is really high. There are a batch of eating houses that sell smoothies and besides some that sell healthy nutrient. Because of this Jamba Juice has to work hard to remain in front of the competition. Normally one time a client chooses a topographic point they like they stick with it. It’s merely acquiring the client to lodge with them. New Entrants The barriers to entry in an industry are a step of how easy it is for a new market entrant to come in into a given industry. In order to judge if the industry that Jamba Juice is in has a high or a low barrier to entry it is necessary to analyze several cardinal indexs of a high or low barrier to entry. These cardinal factors include economic systems of graduated table. merchandise distinction. capital demands. exchanging costs. entree to distribution channels. cost disadvantages independent of graduated table. authorities policy. and expected revenge. The first cardinal factor to finding whether or non an industry has a high barrier to entry is to analyze the companies that can run off of economic systems of graduated table. Economies of graduated table are derived from incremental efficiency betterments through experience as a house grows larger. So as the quality of a merchandise produced during a given period additions. the cost of fabricating each unit declines. Economies of gra duated table are non considered to be a barrier to entry for Jamba Juice or its rivals. Jamba Juice is a retail merchant specialising in selling healthy merchandises such as burgoo and smoothies. These merchandises are customizable and customizable merchandises are non produced in adequate measures to accomplish economic systems of graduated table. Therefore new possible rivals to Jamba Juice seeking to sell comparable customizable fruit merchandise would non happen economic systems of graduated table to be a barrier to entry in this instance. The 2nd barrier to entry is merchandise distinction. This happens when a company can convert consumers that its merchandises are alone and construct trueness to the merchandises. A company can besides offer a set of different but related merchandises to increase the barrier to entry. Jamba Juice has established this barrier to entry in the fact that their trade name works on extremely customizable blended fruit drinks which their advertisement emphasiss as healthy and alone bites. Once clients are loyal to Jamba Juice and its merchandise line. it would be difficult for a new market entrant to change over Jamba Juice clients over to thei r merchandise line. In order to antagonize this. a new market entrant would hold to competitively monetary value their merchandises at lower monetary values. This could ensue in reduced net incomes or even a loss and therefore is unsafe to make. The capital demands for entryway into Jamba Juice’s market are non extended and don’t represent a serious barrier to entry. Since Jamba Juice is a comparatively little operation. the overall costs in opening a location would non be extended. A new market entrant could easy open up a smoothie base or little shop and compete with Jamba Juice. The lone resource that would revenue enhancement the new market entrant would be the excess selling needed to derive market portion early on. As discussed earlier. exchanging costs are erstwhile costs clients incur when they buy from a different provider. These costs pose small barriers to entry for Jamba Juices market. A client merely has to drive to a different location if they wanted to exchange trade names. In order to increase shift costs. companies could offer loyalty wages plans designed to increase the customer?s inclination to return for repetition concern. Another effectual barrier to entry is entree to distribution channel s. If Jamba Juice wants to sell its merchandises in food market shops it would hold to vie for new shelf infinite with all the bing trade names. In order to make so they would hold to offer monetary value price reductions and concerted advertisement. which would cut into their net incomes. That facet of Jamba Juice?s market has a high barrier but the other facet of base entirely fruit juice bases do non. Cost disadvantages independent of scale involve cost advantages that a new market entrant can non copy. The most relevant barrier to entry for the fruit drink market would be the physical locations of the Jamba Juice shops. If Jamba Juice has a premier location that a new market entrant can non entree. so the barrier to entry in that country would be big. For illustration. Jamba Juice has little booths in airdromes. The barrier to entry of authorities policy is comparatively simple in footings of nutrient and imbibe ordinance. A new market entrant would merely necessitate to follow the jurisprudence and obtain the proper permits to sell nutrient and drinks. This would present no barrier for a company serious about acquiring into the market. The last barrier to entry that a new market entrant would necessitate to analyze would be the expected revenge from the establishe d market rivals. If a new market entrant attempts to travel into a market that is in direct competition with Jamba Juice. so they can anticipate a revenge of increased publicities. price-cutting. or new trueness plans from Jamba Juice to protect its market portion. A manner to short-circuit this barrier is to happen a niche that is non yet focused on by the bing market. Overall the barrier to entry for a company that wants to vie with Jamba Juice is reasonably low to mid scope of trouble. It is easy to acquire into the market because one can construct shops rapidly and it does non necessitate extended capital to come in the industry. The lone oppositions that Jamba Juice and other established rivals have erected are a strong merchandise distinction and client trueness. In order for a new market entrant to win. they would necessitate to concentrate on advertisement and happening something to distinguish themselves from the current industry leaders. Therefore the Threat of new entry is Low. Most of these eating houses are reasonably established and have a nucleus client base who are loyal to their merchandises. The lone menace of new entry they have is if an set up eating house who doesn’t sell smoothies decides to add smoothies to their bill of fare.

Tuesday, October 22, 2019

An insight into baroque and rococo art essays

An insight into baroque and rococo art essays During the baroque period of great theatrical energy, and a dramatic use of light, scale, and balance, French artists adopted Italian Renaissance ideas but made them their own; by the end of the seventeenth century, France had began to take the lead in European art. Early eighteenth-century France, the heavy theatrical qualities of Italian Baroque art gradually gave way to the decorative Rococo style, a light, playful version of the Baroque. The curved shapes of shells were copied for elegantly paneled interiors and furniture, and they influenced the billowing shapes found in paintings. The enthusiastic sensuality of the Rococo style was particularly suited to the extravagant and often frivolous life led by the French court and aristocracy. Some of the movement, light, and gesture of the Baroque remained, but now the effect was one of lighthearted abandon rather than dramatic action or quiet repose. Rococo paintings provided romantic versions of life free from hardships, in which cou rtships, music, and festive picnics filled the days. The conversion of Saint Paul is a fantastic example of the Baroque period in all its glory, encompassing many of its characteristics. In the oil on canvas piece, painted in 1601, The Conversion of Saint Paul, Caravaggio used light to imply a blinding flash, symbolizing the evangelists conversion: And suddenly there shined around him a light from heaven: and he fell to the earth (Acts 9:3). The figure of Paul, in Roman dress, is foreshortened and pushed into the fore-ground, presenting such a close view that we feel we are right there. In keeping with the supernatural character of the spiritual events he portrayed, Caravaggio evoked a feeling for the mystical dimension within the ordinary world. He wanted his paintings to be accessible and self-explanatory, and for this purpose he brought the emotional intensity of his own rowdy life to the stories of the bible....

Monday, October 21, 2019

A language achieves a genuinely global status when it develops a special role that is recognized in every country The WritePass Journal

A language achieves a genuinely global status when it develops a special role that is recognized in every country Introduction A language achieves a genuinely global status when it develops a special role that is recognized in every country IntroductionReference List:Related Introduction Although English is not the mother tongue of everyone, many people around the world can speak English more or less. The process of practicing English likes the cell division takes the widest group of people as a common used language. A global language known as world language means one language which can be under used to communicate in every country. In spite of English can not be the only global language, it takes an active part in economic, science and many other areas in the recent years. With a large amount of native speakers and wide usage in the world, there is not any other languages can take the place of it as a global language in the recent years. However, several years later, Spanish might become another global language for the widely usage on business and the large group of speakers. In the next parts of this article, there would be the reasons which cause English to be a global language, the current for Spanish to be a global language and the comparison of these to languag es. Firstly, English is a common used language in the world and more people want to learn English. The United States is the worlds largest English-speaking country as the number of users of English for 20% of world total. In Europe, English is one of the big languages. According to the research by Sysfret in 1997, there were over 70% of viewers show that they can follow the news in English among the surveys of European satellite TV audiences confirm the widespread understanding of English. What is more, on the report of the Chicago Council on Global Affairs pointed out that in China, Indonesia, Japan, Korea and Vietnam, 96% to 100% of people believe that children should learn English. 90% of Japanese elementary school English courses have been opened, the Chinese began to open schools in third grade English class, in addition to up to 50,000 English training centre is completed. People in these countries act English as a tool to become successful. Asia is not only the area which show res pect to English. In South America, government trained the students with English, and in many countries in the Africa, English is one of the languages which can be chosen. Second is the widening application area of English. Besides the common communication, English are widely used in economic area, publishing area and academic area and so on. In the economic area, people from different countries using different mother tongue would put English as the first language to deal with the cooperation in business programs. Crystal (1997) found that one of the working language as English in international organization took 85% which is much larger than other languages. In the European countries, this predominance showed more to 99%, as opposed to 63% French and 40% German. In the publishing area, English is the most widely used language for book publishing as a foreign language. When English is spoken as a second language, the books publishing take 28% of all languages, twice than the following one-Chinese, and much more than other languages. In the academic area, English shows much more powerful. There is an example of disciplines in which German academics claim English as their working language. It displayed that English takes 98%on physics, 83% in chemistry, and 81% in biology. There are some reasons that English can grow as a global language around the world. Firstly, native speakers of English as a mother tongue are most from the USA, Canada, Britain, Ireland, Australia, New Zealand, and South Africa and so on. These countries are most developed countries and take important part in the world economy. These countries, for example the USA, take control of the lifeblood of the global economy and have trade relationships with most countries. English as one of the official language of the United Nations, the decision is also because of this reason. In David Crystal’s words in the year of 2003, if a country chooses a particular language as a favoured foreign language, there should be great variation including historical tradition, political expediency, and the desire for commercial, cultural or technological contact. More over, the government should support this kind of language and help people to learn it. The United Kingdom used to be the most powerful country in the world. It had got many colonies and people in those countries can speak English. Nowadays the USA instead of the United Kingdom to be the mistress of the world, the power also influences other countries to learn English. Just like the United Kingdom, Spain has got many colonies in the early ages. Central and South America, Chile, Colombia, Argentina, Paraguay, Peru, Mexico, Cuba and Jamaica, the Caribbean and so on, in Asia, they also began to establish a presence in the Philippines, the gradual occupation of islands to the south of the 16th century except Palawan Island, Mindanao and outside of Sulu Islands and other places, the colonists have been conquered. North-west of the Canary Islands, Ceuta, Melilla are all the colonies of Spain. The language of Spanish gets in these areas and influences the language of local. In the seven continents, there is about 352,000,000 people use Spanish, especially in Latin America. It takes 5.6% of the world’s population who speak Spanish as the first language. Among the top ten languages used on the internet, Spanish took 8.9% as the third place. In the last ten years, the historical dimension of the use of Spanish rose. In the gross national product early 1990s, countries using the language per 1000US$, Spanish took the second place. (George Weber. 2008) Spanish is one of the official languages of African Union, the European Union and the United Nations. In 1948, Spanish became one of working language in the United Nations. Among the research of David Crystal, in 1995, Spanish take the fifth place in â€Å"global influence† of major languages according to the engco model. Moreover, in the hierarchy of the world language in 2050, Spanish stay in the highest group with English, Chinese, Arabic and regional languages. It can be seen that Spanish has many similarities as English. First is that both language are widen by colony in the first period of time. Second is that both languages have large popularity of native speakers and second-language speakers. Third is they both are official languages in the United Nation. Fourth is the shown that the influence of both languages growing in the current days. English nowadays acts as a global language, and Spanish tread on the heels of English and might become another global language in the few years later under the trend for widely use in economic, science and Reference List: Crystal D (2003). English as a Global Language. Cambridge, UN: Cambridge University Press. Graddol D. (1997). The Future of English. The British Council. Sysfret, T. (1997). Trend setters. Cable and Satellite Europe, January, pp.34-7 Weber G (2008). TOP LANGUAGES: The Worlds 10 most influential Languages. Retrieved from: andaman.org/BOOK/reprints/weber/rep-weber.html Whitney. C. B (2008). Soft Power in Asia: Results of a 2008 Multinational Survey of Public Opinion. Retrieved from: thechicagocouncil.org/UserFiles/File/POS_Topline%20Reports/Asia%20Soft%20Power%202008/Chicago%20Council%20Soft%20Power%20Report-%20Final%206-11-08.pdf

Sunday, October 20, 2019

United States Presidential Pay and Compensation

United States Presidential Pay and Compensation Effective Jan. 1, 2001, the annual salary of the President of the United States was increased to $400,000 per year, including a $50,000 expense allowance, a  $100,000 nontaxable travel account, and a  $19,000 entertainment account.  The presidents salary is set by Congress, and under Article II, Section 1 of the United States Constitution, may not be increased or reduced during his or her current term of office. Chief Executive Salary The increase was approved as part of the Treasury and General Government Appropriations Act (Public Law 106-58), passed in the closing days of the 106th Congress. Sec. 644. (a) Increase in Annual Compensation.Section 102 of title 3, United States Code, is amended by striking $200,000 and inserting $400,000. (b) Effective Date.The amendment made by this section shall take effect at noon on January 20, 2001. Since initially being set at $25,000 in 1789, the president’s base salary has been increased on five occasions as follows: $50,000 on March 3, 1873$75,000 on March 4, 1909$100,000 on January 19, 1949$200,000 on January 20, 1969$400,000 on January 20, 2001 In his First Inaugural Address on April 30, 1789, President George Washington stated that he would not to accept any salary or other remuneration for serving as president.  To accepting his $25,000 salary, Washington stated, â€Å"I must decline as inapplicable to myself any share in the personal emoluments which may be indispensably included in a permanent provision for the executive department, and must accordingly pray that the pecuniary estimates for the station in which I am placed may during my continuance in it be limited to such actual expenditures as the public good may be thought to require.† In addition to a basic salary and expense accounts, the president also gets some other benefits. A Full-Time Dedicated Medical Team Since the American Revolution, the official physician to the president, as director of the White House Medical Unit created in 1945, has provided what the White House calls worldwide emergency action response and comprehensive medical care to the president, the vice president, and their families. Operating from an on-site clinic, the White House Medical Unit also attends to the medical needs of the White House staff and visitors. The official physician to the president  oversees a staff of three to five military physicians, nurses, medical assistants, and medics. The official physician and some members of his or her staff remain available to the president at all times, in the White House or during presidential trips. Presidential Retirement and Maintenance Under the Former Presidents Act, each former president is paid a lifetime, taxable pension that is equal to the annual rate of basic pay for the head of an executive federal department- $201,700  in 2015- the same annual salary paid to secretaries of the Cabinet agencies. In May 2015, Rep. Jason Chaffetz (R-Utah), introduced the Presidential Allowance Modernization Act, a bill that would have limited the lifetime pension paid to former presidents at $200,000 and removed the current link between presidential pensions and the salary paid to Cabinet secretaries. In addition, Sen. Chaffetz’s bill would have reduced the presidential pension by $1 for every dollar over $400,000 per year earned by former presidents from all sources. For example, under Chaffetz’s bill, former President Bill Clinton, who made almost $10 million from speaking fees and book royalties in 2014, would get no government pension or allowance at all. The bill was passed by the House on Jan. 11, 2016, and passed in the Senate on June 21, 2016. However, On July 22, 2016, President Obama vetoed the Presidential Allowance Modernization Act, telling Congress the bill â€Å"would impose onerous and unreasonable burdens on the offices of former presidents.† Help With Transition to Private Life Each former president and vice president may also take advantage of funds allocated by Congress to help facilitate their transition to private life. These funds are used to provide suitable office space, staff compensation, communications services, and printing and postage associated with the transition. As an example, Congress authorized a total of $1.5 million for the transition expenses of outgoing President George H.W. Bush and Vice President Dan Quayle. The Secret Service provides lifetime protection for former presidents who entered office before Jan. 1, 1997, and for their spouses. Surviving spouses of former presidents receive protection until remarriage. Legislation enacted in 1984 allows former Presidents or their dependents to decline Secret Service protection. Former Presidents and their spouses, widows, and minor children are entitled to treatment in military hospitals. Health care costs are billed to the individual at a rate established by the Office of Management and Budget (OMB). Former Presidents and their dependents may also enroll in private health plans at their own expense.