Jarena Lee Essays - Christianity, Jarena Lee, Anglican Saints

Jarena Lee Jarena Lee felt imbued with a religious mission in life, and because of this, she bravely defied the conservative sex biases of the church to become, as she contended, the "first female preacher of the First African Methodist Episcopal Church". As an evangelist, Mrs. Lee sometimes traveled on foot to spread her religious message and would walk as far as 16 miles to preach. When over forty years old, the unordained minister logged 2,325 miles on the Gospel circuit. She preached up and down the Eastern Shore and traveled into sections of Illinois and Ohio, converting blacks as well as whites to the Christian faith. Believed to have been born free in Cape May, New Jersey, February 11, 1783, to parents who were "wholly ignorant of the knowledge of God," she left home at the age of seven to work as a maid sixty miles away. Her first religious experience occurred relatively late in life--in 1804 when she was twenty-one. Listening to a local Protestant missionary who was holding services in a schoolroom, she became overwhelmed by the "weight of my sins". Afterward, she contemplated committing suicide and credited the "unseen arm of God" with preventing her. After moving to Philadelphia, she was inspired by the preaching of the Reverend Richard Allen, founder of the African Methodist Episcopal Church, and became"gloriously" converted to God. Five years later, she experienced a religious sanctification of mind and spirit and was moved by a vision to preach. She went to see the Reverend Allen, who informed her that she could hold prayer meetings, but that his discipline did not call for women preachers. Later writing in her journal, she reflected on the decision, noting, "O how careful ought we to be, lest through our by-laws of church government and discipline, we bring into disrepute even the word of life. For as unseemly as it may appear now-a-days for a woman to preach, it should be remembered that nothing is impossible with God. And why should it be thought impossible, heterodox, or improper for a woman to preach? seeing the Savior died for the woman as well as for the man. If the man may preach, because the Savior died for him, why not the woman? seeing he died for her also. Did not Mary first preach the risen Savior, and is not the doctrine of the resurrection the very climax of Christianity--hangs not all our hope on this? Then did not Mary, a woman, preach the gospel? for she preached the resurrection of the crucified Son of God." In 1811, she married Joseph Lee, a pastor of a congregation in Snow Hill, a town six miles from Philadelphia. Feeling that she did not fit into the community, she became discontented the first year and told her husband she wanted them to move. But because he felt that his obligation as a minister came first, he refused. Jarena Lee's passionate but stifled desire to preach caused her morbid suffering and ill health. Tragedy beleaguered the family, and five members died within six years, on of whom was her husband. Two children survived, a two-year-old and a six-month-old baby. her suppressed calling to preach was miraculously released in the church of Reverend Allen, where she went to hear the Reverend Richard Williams give a sermon. In the same course of his preaching, she suddenly discerned that he had "lost the spirit". At that moment, she spang to her feet and gave a stirring exhortation, writing in her journal later, "God made manifest his power in a manner sufficient to show the world I was called to labor according to my ability. Immediately following her sermon, the Reverend Allen, now bishop of the African Episcopal Methodist Church, rose to sanction her right to preach. From that time on, Jarena Lee's life was dedicated to evangelizing, and as she did so, she challenged the prejudices against women as ministers of God. To tell others of her work, she had printed in Philadelphia a pamphlet of twenty-four pages entitled The Life and Religious Experience of Jarena Lee, a Colored Lady, Giving an Account of Her Call to Preach the Gospel. She kept a journal while traveling which she combined with her autobiography, and this expanded version appeared in 1894 as Religious Experience and Journal of Mrs. Jarena Lee, Giving an Account of Her Call to Preach the Gospel. She sold her book at church meetings to meet expenses. One source has categorized it as a"narrative of her pilgrimage with exhortations to the

The Use of Bibliography Compared to the Use of Literature Review

The Use of Bibliography Compared to the Use of Literature Review 82% of students who take a gap year, first of all, want to rest and take a step back from the academic field. So, if you are reading this article right now, you either have already enjoyed your time free from papers and research, or dismissed this opportunity not to waste months on understanding who you are and what you want to do with your life. Anyway, all your decisions have led you to this point when you need to grasp the difference between the use of bibliography and literature review (yeah, students often get them confused while writing academic assignments). You have to get your bearings around these two notions in order not to mix them up and submit polished, flawless papers with all its parts completed correctly. Now let’s see what the fuss is all about. Purpose The annotated bibliography is compiled to give a reader a review of all the sources used in an academic piece and their relevance to the topic together with their credibility. In the meanwhile, the literature review has to provide a brief summary of the subject researched in the paper by mentioning and exploring the main written works in the field. Content Organization There are several differences that you have to take into account while comparing and creating a research thesis with these 2 elements: In the bibliography, all the articles and books are arranged as a list according to the alphabetical order whereas the literature review has a structure of a regular text with an introduction, paragraphs and conclusion. Annotated bibliography mentions the source only once giving a small description (100-200 words) of its importance. The literature review can repeat the same works several times if it’s required. In the list, each scientific article or journal has to be analyzed separately while the review presents a number of resources and sorts out whether they disagree or agree. As you can see, these 2 elements are completely different and when you know the distinctive features of each one, it’s actually difficult to mix them up. But identifying details don’t end at this point. Formatting While creating an annotated bibliography, it is significant to take into consideration that its single source contains a description together with a citation preceding it. A citation always has to be formatted following the regulations of a certain referencing style (APA, MLA, etc.). A literature review, in its turn, abides by the rules of the text and in-text citation formatting. All in all, the annotated bibliography is a list of works mentioned in the academic paper organized in alphabetical order that gives a brief account of why they are relevant to the research. The literature review, on the other hand, touches upon the topic under research and specifies the major contributions published throughout some period. Bookmark our article with these definitions and characteristic features to keep it handy whenever you need to find your way around this difference again.

Innovation and Change Essay Example | Topics and Well Written Essays - 3250 words

Innovation and Change - Essay Example Innovation and commercialisation differ considerably from each other. Different types, sizes and markets of innovation have been clearly depicted in the paper. Several factors such as culture, organisational structure, its core competence and environmental scanning that play a vital part in innovation strategy have been mentioned in detail. Various issues and factors that make an organisation innovative have been discussed by citing examples. 2.0 What Is Innovation and Why Is It Important? Definition Innovation refers to an application of improved or new ideas to products, process, marketing or various other activities of a firm in order to increase its ‘value’. Value represents a wider approach to incorporate higher value added to the firm, benefits to consumers or other firms (Princeton University Press, n.d.). Innovation implies the process by which different degrees of quantifiable value improvement is planned as well as achieved in commercial activity. The processes by which innovation can be achieved are introducing new or improved products and services, executing improved operational process and implementing new managerial process (Business.Gov.in, n.d.). Importance In the present scenario, innovation is a key factor to maintain long run of business and organisation. Innovation facilitates to achieve competitive advantage over others. An organisation is involved in various innovative activities in manufacturing procedures, brand building, product improvement and others. Innovation facilitates to structure corporate life and also helps a company to develop various strategies. Various other significances of innovation in the industry encompass decrease in total cost of production, increase in income opportunity and maintenance of well-organised operating system. It also enables to observe probable acquisitions on the basis of cost as well as accelerating profitable top-line revenue growth along with increasing capabilities. The research and de velopment of the country can be expanded by innovation by means of most up-to-date technology in the country (Business.Gov.in, n.d.). Difference between Commercialisation and Innovation Innovation implies improvement with innovative technologies in various sectors in an organisation. Innovation process varies considerably depending on different industries and their product lines. In certain industries, such as pharmaceuticals, innovation depends greatly on scientific breakthroughs, while in electronics industry innovation develops from product and process design. Innovation takes on several characteristics during product as well as industry life cycles (Princeton University, 1995). Commercialisation refers to increase in profit from innovation in an organisation by integrating new technologies into processes, products and services and then selling them in marketplace. Commercialisation is contingent in industries of pharmaceuticals along with aircraft while receiving sanction of pro ducts from suitable organisations. Commercial success depends on the ability and skill of firms to develop and protect a proprietary benefit in the marketplace as it does on their capability to produce new scientific and technical advances (Princeton University, 1995). Several innovations are developed to the prototype stage and are produced in lesser amount, but it is not totally commercialised because the financial

Australia's Bushrangers Essay Example | Topics and Well Written Essays - 1000 words

Australia's Bushrangers - Essay Example A little over a century ago, Mark Twain remarked that "Australian history does not read like history, but like the most beautiful lies" (cited in Gerster, 2001). The elevation of bushrangers, such as Ned Kelly, to the status of mythical heroes and national legends, incited that remark. Australian history, as opposed to legend, sentimental national memory and selective or revisionist recollections of the past, incontrovertibly establish the criminality of the nineteenth century bushrangers. They were murderers, thieves and outlaws and even their staunchest supporters have been unable to defend them against these claims (Seal, 1980). Within the parameters of the stated, the more fundamental question pertains to the evolution of criminals into figures of heroic legend and, more precisely, the secret of the appeal of bushrangers like Ned Kelly to the Australian national memory. In response to the questions raised, the argument shall illustrate that the bushrangers became figures of heroi c legend and assumed mythical proportions within national memory as an immediate outcome of the nation's historical circumstances, its status vis--vis Britain and, most importantly, consequent to the fact that the bushrangers' defiance of the law, withstood retelling as rebellion against British domination, and their capacity to survive in the country's harsh and expansive outback lend to the myth of the formation of nation, through the taming of the wild. The very formation of Australia, insofar as many of its "founding fathers" were the outcasts and victims of British society and justice, significantly contributed to the later evolution of the bushman as hero (Jupp, 2001, p. 16). In his overview of the demographical characteristics of the nineteenth century Irish and British convicts who were transported to Australia, James Jupp (2001) , observes that the majority were poor and marginalised. Not withstanding or denying the fact that they had a criminal background and were convicted felons, the fact was that a significant percentage were first-time felons and that he majority were guilty of non-violent crimes such as larceny and theft. In other words, studies and historical records indicate that the British and Irish convicts, transported to Australia for their crimes, were not the dangerous criminals they have often been depicted as but, more often than not, poor and marginalised members of the lower classes, whose crimes did not war rant transportation to a penal colony (Jupp, 2001). Within the context of the mentioned, one begins to realise that the country was gradually being peopled with settlers whose very circumstances, whether the experience of social marginalisation or harsh/blind justice predetermined, not only the evolution of an outlaw culture but, support for outlaw-ism insofar as it withstood interpretation as rebellion against the British and against injustice. The status of Australia vis--vis Britain further contributed to the readiness to elevate the bushmen into national icons and heroes, rather than simply dismiss them as outlaws and criminals. As may be inferred from David Neal's (1987) account of the emergence of Australian nationhood, Australia was perceived of as a convict society and penal colony. Irrespective of the validity of this perception, the fact remains that the stated coloured societal relationships and the distribution of power therein. Quite simply stated, society was consequently comprised of a free class, which wielded both wealth and power, and the convict and slave classes (Neal, 1987). As may be inferred from Neal's (1987) analysis, it was a society characterised by inequality and insofar as a significant proportion of its members were not free, not to mention the status of the country itself as a penal colony, as opposed to a sovereign and independent nation, Australia and Australians were not free. Instead, the c ountry was subject to British domination, on the one hand and, the majority of society was under the domination of the minority, on the other (Evans and

Corporate & Global Strategy Case Study Example | Topics and Well Written Essays - 2000 words

Corporate & Global Strategy - Case Study Example The study made three important findings. Firstly, Tesco unlike the competitors is focused on cost leadership, generic focus and product differentiation. This has become part of the company's culture. To the company lower cost does not mean lower quality. Secondly, the company's management emphasizes on its core values, lay emphasis on product differentiation and lower cost; that is using the cash cows and stars to reduce the company's question marks. Also, it has been argued in this paper that, the company should enter into exclusive long term relationship with suppliers, co-branding with celebrity, artist and designers to create a unique product. It should be so, because taking a lead of innovation might mean innovation in branding, innovation in product variation and innovation in other formats. Andrews (1997: p. 52) defines corporate strategy as "the pattern of decisions in a company that determines and reveals its objectives, purposes, or goals, produces the principal policies and plans for achieving those goals, and defines the range of business the company is to pursue, the kind of economic and human organisation it is or intends to be and the nature of the economic and non-economic contribution it intends to make to its shareholders, employees, customers, and communities". Corporate strategy in effect maps out the businesses in which an organisation intends to compete in a way that focuses resources to convert distinctive capabilities into competitive advantage. (Andrews, 1997). In the present challenging context of today's global competition, businesses and firms no-longer compete as individual companies but try to corporate with other businesses in their activities (Wu & Chien 2007:2). Kanter (1995:71) on his work on "Mastering Change" argues that success in the present day business is not for those companies that re-engineer the way they do things, or for those fixing the past. According to Kanter (1995) such an action will not constitute an adequate response. 1.1TESCO Corporate Strategy This paper focuses on the corporate strategy of TESCO. Founded by Jack Cohen in 1919, Tesco Plc today, has established itself as the largest super store in Europe. According to the company 2007 corporate report and the website, Tesco PLC is an international retailer. Tesco principal activities include food retailing having over 2,000 stores in the United Kingdom. The company also has stores and retail outlet in other countries like the Republic of Ireland, Hungary, Poland, the Czech Republic, Slovakia, Turkey, Thailand, South Korea, Taiwan, Malaysia, Japan and China (Tesco 2006 Review). Tesco operates 165 International Express stores. In addition it operates 39 stores in China, 111 in Japan, 13 in Malaysia, 62 in South Korea, 6 in Taiwan, 219 in Thailand, 35 in Czech Republic, 87 in Hungary, 105 in Poland, 91 in Republic of Ireland, 37 in Slovakia and 8 in Turkey. (Tesco Annual Review, 2006). It therefore operates

Environmental Impact Assessment for Airport Construction

Environmental Impact Assessment for Airport Construction This report is about the environmental impact assessment (EIA) for the evaluation and consideration of building a new airport for Kuala Lumpur, Malaysia to replace the existing Sultan Abdul Aziz Shah Airport Kuala Lumpur. The proposed new Kuala Lumpur International Airport is in Sepang, Selangor. This report is prepared by consultant group from Syaszee Co. appointed by the government for carrying out studies on the EIA for new airport projects in Malaysia. The report is following the Malaysian Government EIA guidelines and methodologies as described in the Environmental Assessment Requirements and Environmental Review Procedures of the Asian Development Bank (1993) and Environmental Guidelines for Selected Infrastructure Projects (1990). The preparation of this report consist of various discussion with the stakeholders, academicians, local government, policy maker and private consultants to give opinion and overview regarding the impact and viability of this new airport project. In order to proceed with the studies, various methods are being used to gather the information as follows: (i) review of available literature, (ii) meetings with National and local government officials, (iii) site visits to the new airport and surrounding areas, (iv) discussions with inhabitants near the site, (v) ambient noise and air quality and surface water quality sampling and testing in the field and in the laboratory, and (vi) application of professional knowledge and experience. The requirement of conducting the Environmental Impact Assessments in any project by the countries has been reflected in the: (i) Principle 17 of the Rio Declaration on Environment and Development (ii) Article 5 of the Legal Principle for Environmental Protection and Sustainable Development (iii) Principle of Environmental Impact Assessment developed under the UNEP. Besides that, an EIA generally includes the following aspects which are: Project definition Screening of the project and scoping of the assessment Stakeholder identification Identification and gathering of social and environmental baseline data Impact identification and analysis Development of mitigation and / or management measures and actions Public Disclosure (a) Project Definition Project definition is detailed description about the proposed project. It describes the existing airport facilities and its operation along with the proposed construction of new facilities and the plans for operation following the construction of the new facilities that are needed for the convenient of the users. The proposed facilities must meet the standard of the international airport requirement and can accommodate more aircraft at the airport. (b) Screening The project was reviewed against applicable legal requirements and government policy imposed to the development of new airport in Kuala Lumpur. The results are finally used to identify the impacts and any further assessments that need to take into consideration before proceed with the project. (c) Stakeholder Identification The appropriate organizations and individuals should been interviewed to identify environmental impacts. They were requested to identify any issues or concerns with the project, identify appropriate standards and identify further parties for consultation. For example, representatives from various department and agencies such as Ministry of Natural Resources and Environment, Ministry of Transport, Ministry of Information, Communication and Culture, Ministry of Works and Ministry of Energy, Green Technology and Water and Town Planning Department and Airport Authority. (d) Identification and Gathering of Social and Environmental Baseline Data Baseline data was gathered to describe the existing physical, biological and socio-economic conditions. The following technical studies were conducted to collect additional baseline data: Baseline Assessment establish baseline conditions and compliance with requirements Site Assessment establish nature and extent of contamination within the Project area Flora and Fauna Assessment identify any risks within the Project area and collect information to support the development of a wildlife and habitat management plan to reduce the risk of wildlife and aircraft interaction Hazardous Building Materials Assessment identify risks of hazardous building materials in the existing buildings Stormwater Considerations / Alternatives identify opportunities to improve existing drainage and accommodate additional drainage loads from the Expansion Project (e) Impact Identification and Analysis All potential risks and impacts will be documented and analysed. All phases of the project including design, construction, operations, and decommissioning will be considered. The following table is extracted from Canadian Environmental Assessment Agency as a guidance material on the Canadian Environmental Assessment Act to determine if an impact or risk is adverse or significant. Table 1. Factors in Determining Adverse Environmental Effects Changes in the Environment Effects on People Resulting from Environmental Changes Negative effects on the health including plants, animals, and fish. Negative effects on human health, well-being or quality of life Threat to rare or endangered species Increase in unemployment or shrinkage in the economy. Reductions in species diversity or disruption of food webs Reduction of the quality or quantity of recreational opportunities or amenities Loss of or damage to habitats, including habitat fragmentation. Detrimental change in the current use of lands and resources for traditional purposes by aboriginal persons. Discharges or release of persistent and/or toxic chemicals, microbiological agents, nutrients (e.g., nitrogen, phosphorus), radiation, or thermal energy (e.g., cooling wastewater) Negative effects on historical, archaeological,  paleontological, or architectural resources Population declines, particularly in top visual  amenities (e.g., views) Decreased aesthetic appeal or changes in  predator, large, or long-lived species Loss of or damage to commercial species Loss of biodiversity The removal of resource materials (e.g., or  resources; peat, coal) from the environment Foreclosure of future resource use or production Transformation of natural landscapes Obstruction of migration or passage of wildlife Negative effects on the quality and/or quantity of the biophysical environment (e.g., surface water, groundwater, soil, land, and air) (f) Development of Mitigation and / or Management Measures and Actions The development of new airport basically already outline in the long term National Plan. The plans outlines things need to be consider including the environmental effects and impacts to the society. Besides that, the airport project is already assigned to the respective Ministry to appoint contractors responsible for building this mega project. All the plan outlines and progress report should be handled to the respective Ministry which is Ministry of Works and Ministry of Transport. Besides that, the contractor will be required to develop and implement an environmental management plan (EMP) in accordance with contract documents to ensure the mitigation outlined in this EIA is performed. An independent environmental consultant will be retained to perform regular site monitoring to ensure compliance with the contractors EMP and this EIA. Reports should be submitted to the monitoring committee set by the Government every month throughout the construction period. (g) Public Disclosure Once the project is completed, a public meeting will be held and advertised in local newspapers. Questions raised and the responses are welcome while the project os being evaluated by the authority or government. 2.0 ENVIRONMENTAL IMPACT ASSESSMENT IN MALAYSIA The Malaysian EIA procedures are comparable to the National Environmental Policy Act 1969 (NEPA) model in the United States. The Environmental Quality (Prescribed Activities) (Environmental Impact Assessment) Order 1987 was gazetted as a project planning tool for new projects or the expansion of existing ones. Section 34A of the Environmental Quality (Amendment) Act 1985 requires anyone who intends to undertake a prescribed activity to first conduct a study to assess the likely environmental impacts that will occur from that activity and the mitigating measures that need to be undertaken. The Environmental Quality (Prescribed Activities) (EIA) Order 1987 specifies some 19 categories of activities requiring EIA reports prior to implementation. The EIA procedure is shown in Figure 1. The project initiator will prescribed the activities that will be carried out during the construction of new Kuala Lumpur International Airport. Once it is completed, the report will be assessing by the re spective department before send to the Department of Environment (DOE) for further reviewing. If the DOE still need further information regarding the project, they will called for further assessment before proceed to the panels. After reviewing the report, if the panel satisfied with the report, they will request for detailed report which consists all the details about the airport project before the report is send to the approving authority. Once the Authority is satisfied and the government also satisfied, therefore the project will be initiated by the respective contractors. 2.1 EIA Procedures In July 1987, Malaysias Department of Environment (DOE) published the first edition of the Handbook of Environmental Impact Assessment Guidelines (hereafter EIA Guidelines). The EIA Guidelines state that: The aim of environmental impact assessment in Malaysia is to assess the overall impact on the environment of development projects proposed by the public and private sectors. To achieve this overall aim, the EIA Guidelines list the following five objectives of environmental impact assessment: To examine and select the best from the project options available; To identify and incorporate into the project plan appropriate abatement and mitigating measures; To predict residual environmental impacts; To determine the significance of the residual environmental impacts predicted; and To identify the environmental costs and benefits of the project to the community. 3.0 DESCRIPTION OF THE PROJECT : NEW KUALA LUMPUR INTERNATIONAL AIRPORT (KLIA) Malaysia is one of the famous destinations to visits around the world. With the rapid economic growth and expansion of good facilities and also infrastructure has attracted many visitors and investors came to Malaysia. According to the Immigration Department of Malaysia, from January to November 2009 it is recorded that 25,575,774 foreigners had came to Malaysia. From January to June 2010 it is recorded that 11,868,103 visitors compared to the same period in 2009 which recorded only 11,346,444 people. As the number of visitors shows an increasing trend every year, therefore it is the right time for Malaysia to build new airport which can accommodate more air craft all over the world in order to equip with the demand and number of visitors came to Malaysia. As the project initiator, this paper will give appropriate guidelines that need to take into account before airport project can be taken off. All aspects and opinions from the government and publics are needed before the new airpor t can be built. Therefore, this report will discuss about the background, security measures and environmental impacts for the development of the new Kuala Lumpur International Airport. The purpose of this Environmental Impact Assessment Report as an evaluation and consideration of Malaysian government for the development of New Kuala Lumpur International Airport to replace the existing Sultan Abdul Aziz Shah Airport Kuala Lumpur. Sultan Abdul Aziz Shah Airport Kuala Lumpur is located in Subang Jaya which is 17.2 km from the Kuala Lumpur City. The airport started the operation on August 30, 1965. It had the longest runway with 3.7  km long, 45m wide and runway 15 33 in the Southeast Asia. The airport basically had three terminals which are Terminal 1 for international flights, Terminal 2 for Singapore KL shuttle flights by Singapore Airlines and Malaysia Airlines, and Terminal 3 for domestic flights. By the end of 1997, Subang Airport handled 15.8 million passengers. KLIA is proposed to develop in the area which is situated in Sepang, in the south area of state of Selangor. The proposed site spanning almost 100  km2 and it is built on a piece of agricultural land owned by the Government. The building of the new airport is already highlighted in 10th Malaysia Plan. The cost of building of the new airport is about RM8.5 billion or US$3.5 billion. It is expected that the new Kuala Lumpur International Airport (KLIA) can handle 35 million passengers and 1.2 tonnes of cargo a year and this figure is expected to increase in the future. Besides that, the wide area can accommodate and handle more international aircraft. The new airport or Kuala Lumpur International Airport, Sepang is strategically located to serves the need of people from the Klang Valley, Shah Alam, Malacca, Negeri Sembilan, Selangor and Perak. Besides that, the development of Multimedia Super Corridor with the new township area such as Cyberjaya and Putrajaya as the Governments Office Centre will encourage more passengers using the facilities in the KLIA in Sepang. In order to improve the quality of services to attract more people using the KLIA, high speed train will be used for transporting passengers fr om KL Sentral to KLIA in more easier and convenient way. It is hopes with the proper plan and implementation of the development of new airport will encourage more people used the facilities in the new airport. Local and foreign expertise will be responsible for the development of new airport for Kuala Lumpur. The master plan of Kuala Lumpur International Airport involves constructing five runways and two terminals accompanied by two satellite terminals. Phase One of the development includes construction of one main terminal accompanied by one satellite terminal to accommodate 25 million passengers and dual full service runways. Under the implementation of Phase One, sixty contact piers, twenty remote parking bays with eighty aircraft parking positions, four maintenance hangars and fire stations will be built. Implementation of phase two and three will be expansions of the airport to include increasing number of passengers. As all three phases is completed, it is expected that the airport can handle 100 million passengers per annum. 4.0 ENVIRONEMNTAL ISSUES According to the Environmental, Health and Safety (EHS) Guidelines produce by International Finance Corporation from World Bank group, all projects that need to develop are required to follow these guidelines according to the policies and standards set by the organization. For the purpose of develop an airport project, the following environmental measures should taken into consideration. (i) Noise and vibrations (ii) Storm water and waste water (iii) Hazardous materials management (iv) Solid waste (v) Air emissions (vi) Energy and water consumption 4.1 Noise and vibrations Noise can be significant during the construction and development of the airport project. A widely used standard for measuring the noise is for LA10, the A-weighted level in decibels that is exceeded for 10% of the time. The noise measures standard usually relate to the impact on human being. Therefore, the most significant sources of noise and vibrations from airport operations are aircraft during the landing and takeoff (LTO) cycles. The noise also can come from ground operations equipment including aircraft taxiing, operation of ground support vehicles for example passenger buses, mobile lounges, fuel trucks, aircraft tugs, aircraft and baggage tractors, aircraft auxiliary power units (APUs) and aircraft engine testing activities in airports with aircraft maintenance activities. Other indirect sources of noise include ground vehicle traffic from access roads leading to the airport. In order to control the noise, preventive measure should be taken into consideration which is hardly depends on land-use planning and flight management activities. Recommended noise management practices that can be carried out are as follows: (i) Strategic location for airport development which is far away from the communities and residential and also business premises. Therefore, it will minimize the disturbance of the surrounding area. (ii) For aircraft landing and take off (LTO), the implementation of preferred procedures and routes is essential to minimize noise especially in noise-sensitive area. These procedures may include instructions on the use of descent profiles or noise preferential routes (NPRs), such as the continuous descent approach to avoid noise-sensitive areas, the use of Low Power / Low Drag (LPLD) procedure to fly the aircraft in a clean condition such as no flap or wheels deployed as long as possible to minimize airframe noise, and instructions on minimizing reverse thrust on landing. An alternative approach may include the dispersion of noise through equal use of multiple flight tracks as opposed to a preferential flight track. (iii) Restrictions of the nighttime and operation of aircraft activities should be controlled. (iv) Reducing noise in flight operations and activities or use the sound barriers and deflectors to eliminate and reduce noise. 4.2 Air Emissions Another source of pollution that is expected from the development of new airport is from the air. This pollution include combustion exhaust from aircraft during landing and takeoff and ground operation, from ground service vehicles, vapors from fuel storage and handling and emissions from local ground transportation activities servicing the airport. Other sources of emissions may include fuel combustion during fire training activities, combustion emissions from on-site electricity and heat generation systems and emissions from solid waste incineration activities. Therefore, in order to reduce the air emission pollution from the aircraft, various steps can be taken as follows: (i) Optimizing and improving the ground service infrastructure to reduce aircraft and ground vehicle movements (ii) Try to minimizing fugitive air emissions from jet kerosene and other fuel storage and handling activities. (iii) In fire-fighting drills, select the cleaner fuels such as liquefied petroleum gas to be used and choose firefighting drill locations and atmospheric conditions that best avoid short-term impacts to the air quality of nearby populated areas. (iv) The use of the incinerators can help reduce pollution. In controlling air emission pollution, incineration of wastes activities can be continued. 4.3 Stormwater and Wastewater Other preventive measures in reducing the pollution, effluents from rhe airport also need to be control. The effluents from airport operations basically consist of stormwater runoff from paved surfaces and sanitary wastewater from public and employee services and from airplanes. This situation happened can be associated with leaks and spills of oil, diesel, and jet fuels during operation and maintenance of ground service vehicles, and fuel storage and handling aircraft activities. Therefore, the proposed strategies to control the impacts associated with stormwater and wastewater are as follows: (i) Improve the drainage in strategic location that are potentially facing with the leaks and spills of chemicals and fuels problem such as fuel and chemical storage, transport and dispensing facilities, fire training areas, airplane maintenance hangars, and ground service vehicle maintenance facilities by using an oil / water separator to discharge from the surface. (ii) The managing of collection of sanitary sewage for aircraft and airport should be carried out efficiently in order to control the wastewater effluents. (iii) Monitoring of effluents is essential in order to avoid aircraft accidents. 4.4 Hazardous Materials Management The operations of any airport in the world will be facing with dangerous items or easily contaminated. These includes the storage and handling of fuels such as jet fuel, diesel, and gasoline primarily associated with aircraft fueling activities as well as with ground support vehicles. Fuels may be stored in aboveground or underground storage tanks and conveyed to dispensing locations via aboveground or underground piping systems that may be subject to accidental releases during transfer or leaks due to tank and piping containment failure. Hazardous materials which are dangerous to human health and environment should be managed efficiently in order to prevent accidental releases, fire, or explosions. Training in handling with the hazardous waste should be carried out more frequent as the preparation if something happened. The knowledge about the chemicals handling is a must for the operators. 4.5 Waste Management Basically, an International Airport will receive different types of aircraft landed in the airport. All these aircraft will produce waste that need to be handled by the airport operators. For instance, passengers in the commercial airports may produce solid, nonhazardous, waste food from food establishments, packaging materials from retail facilities, and paper, newspaper, and a variety of disposable food containers from offices and common passenger areas. Food waste from international flights is considered a potentially infectious material by some national jurisdictions. Some airlines may also dispose of pillows following the completion of every flight. Airport operations may also generate liquid or solid hazardous wastes such as used lubricating oils and solvents from aircraft and ground service vehicle maintenance. Recommended waste management strategies include: Encourage a recycling program or use biodegradable materials that will be dispose easily especially food container, plastic bags and so forth. Besides that the food waste can be use as agricultural fertilizer and animal feed. Airline crew members and cleaning operators can segregate all the waste by separating the collection through recycle program according to the characteristics such as papers, plastic and metallic container. Used pillows also can be recycled. The cleanliness and hygiene of food preparation is a must to avoid diseases. Food catering waste should be managed according to the rules and regulation set by the health organization in order to protect human being. 4.6 Energy and Water Consumption The operation of the airport may need significant levels of energy for running the machines, ventilation, space cooling and heating in terminals, lighting and the operation of luggage conveyance systems. Water consumption may depend on the types of passenger and airplane maintenance services offered and may include the operation of sanitary facilities for large numbers of transiting passengers or cleaning activities in general. Recommended strategies and methods for energy and water conservation are presented in the General EHS Guidelines. 5.0 COST BENEFIT ANALYSES Finally, before the construction of new Kuala Lumpur International Airport started, we also have to look at the cost benefit analysis. First, is to identify and take into consideration of all geographical impacts of the project without limitation of the surrounding areas. We have to consider the impact to the local community, other local community within the same state and finally other states in the country as describe in the figure below. (i) Internal Rates of Return It is expected by the development of new airport will give economic return to the country. By encouraging more investors and tourists throughout the world come to Malaysia, it is belief it will increase the demand for local industries especially in hotel and resorts, restaurants and so forth as the new interesting place to visit. A large postion of investment is required to develop this airport. Therefore, the margin rate of return also should be high. (ii) Economic Benefits The new airport also will give economic benefit to the country. According to economic analyst, the major benefits will be (i) incremental net visitor expenditures, (ii) time savings of passengers, and (iii) the value of foregone passenger and cargo traffic. Besides that, the cost savings in domestic aircraft operation and time landed in the airport will also included in the analysis. (iii) Project Costs The allocation of the project cost will be approved by the government. This cost should include (i) civil works, (ii) construction, (iii) equipment and its installation, and (iv) consulting engineering design and supervision. Besides that, the abatement cost also should take into consideration in order to reduce the pollution which will harm the community and human beings. (iv) Monitoring and Reporting Costs During the construction period, the monitoring process should be required in order to make sure that the construction of the airport is according to the schedule and the quality of the building is according to the world standard. Therefore, it will incur some cost that should be borne by the contractor. The minor cost of the equipment required for monitoring environmental impacts is also included in the project cost. (v) Nonquantified Environmental Impacts The construction of the new airport also will produce the non quantified environmental impacts from airport development and increased other development off-site, including noise pollution, air pollution, and surface water pollution, were considered marginal, and additional economic assessment. Therefore, as mentioned earlier, the abatement cost also should be included in the project cost. 5.0 CONCLUSION As a conclusion, the development of new Kuala Lumpur International Airport is one of the mega projects that government should initiated. Supports from all are needed in order to make sure that the project implementation is successful. However, various aspects especially in the environmental impacts need to be considered before the projects can be proceed. With the development of new airport in Kuala Lumpur it is expected that it will give more benefits to the country in respect of diplomatic relationship, economic improvement and rapid growth in all aspects of economy.

Assurance of learning exercises

Implemented plans to Inhalant and accelerate the turnaround of the Mix business in Europe. Their plans focused on enhancing the brand by improving product appeal. In order to do this the company made key appointments to the Mix Europe Holdings management team. Along with appointing a new interim CEO, they appointed John Moore as consulting Vice President. Mr.. Moore came with an extensive background. Mr.. Moore was an Important factor with Firebombed & Bitch's Hollister Co. Line and ModernAmusement for Moslem Inc. LIZ Collarbone Inc. Believed that the turnaround process was at a critical juncture and the enhancements, structural changes and new leadership were necessary to reinvigorate the brand and improve performance (Bloomberg. Com). Liz Collarbone Inc. Hired Thomas Grate in 2009 as their permanent CEO for the Mix chain. Grate headed up a plan to improve the chain by changing the business modes so that one manager would oversee all aspects of a product segment, Including design, p roduction, product management, and merchandise management. He called this â€Å"one-hand responsibility.Then there was an urgent need to have a new corporate brand identity focused on the core markets in Germany and the Benelux countries. He implemented sales productivity improvement by accenting a â€Å"consumer need-based merchandise planning approach† and placing an emphasis on e-commerce (Reuters. Com). Grate continued to focus on the right products for the targeted group, not making the Mix line too much Like casual American sportswear or too city oriented. Grate resigned as CEO In 2012. Shortly after this LIZ Collarbone Inc. Sold Mix to The Gores Group which has also implemented many changing in leadership.I think that you need to do whatever is necessary to keep the business thriving. In this case the leaders are very informed and knowledgeable in their industry. The execution has at least stopped the Mix line from its downward spiral. The losses today are less than t hose predicted by Wall Street. The management brought the Mix line out of the gutter and made it possible for LIZ Collarbone Inc. To sell a majority stake to relieve some of the worries of the struggling chain.