Current Environmental Problem Research Paper Example | Topics and Well Written Essays - 1500 words

Current Environmental Problem - Research Paper Example Global warming is a naturally occurring phenomenon and has, thus many advantages to offer. Had there been no such phenomenon, the Earth would have lost all heat, thus getting frozen. However, the global warming also exposes life on the Earth to innumerable threats. The constantly accumulating heat is sufficient to make the Earth unusually warm so that life on Earth would extinguish. First the immense heat would directly cause death of animals and plants. Secondly, deaths would occur because of lack of food. Ultimately, global warming when increased to dangerous extent, would cause death of all living beings. Humans are considered as the cardinal source of global warming, because their activities result into increase in the extent of greenhouse gases in the atmosphere. Scientific evidence of global warming: There is sufficient amount of scientific evidence to show that humans have played a big role in aggravating the global warming. According to the report about the change in climate generated by the Intergovernmental Panel (Liloia), human activities are the biggest contributors towards global warming. Many people tend to reject this truth thinking it is nothing more than a fake scientific theory. This, however, is a very wrong interpretation and usage of the term â€Å"theory† because science does provide objective evidence to render it much more than just a theory. One of the most important discoveries of science that speak of humans as the main contributors towards global warming is that there has been a rise in global temperatures along with the increase in CO2 rate in the atmosphere. There has been a tremendous increase in the level of water in rivers, seas and oceans since the past few decades. Glaciers have started to melt away as a result of increased global temperatures. This has resulted into frequent floods, cyclones and tsunamis. According to (Eilperin), 72 per cent Americans believe that global warming is truly happening. Applicability of eco logical knowledge to the problem of global warming: Various types of ecological factors are applicable to this problem. Why the ecological factors are applicable in the discussion of global warming can be explained with the help of a case study. There has been a significant change of climate in the Nilgiri hills of Southern India. Nilgiris and the areas near it make part of the peninsular India’s continental block. This block consists mainly of metamorphic rocks like charnockites, gneisses and schists (Chhabra). â€Å"The characteristic ecological features of the upper Nilgiri plateau at above 1200m are the shola-grassland ecosystem† (Chhabra). It is referred to as the climax ecotype. It has essentially resulted from the balance caused by three main reasons: 1. Firing done by inhabitants of the region. 2. Tough climatic controls in the region. 3. Climatic alterations happened in the Pleistocene era (Chhabra). Each of these three factors played its part in the developme nt of shoal-grassland climax ecosystem in Nilgiri. These factors are explained below: Firing done by inhabitants of the region: Todas, who are the indigenous people of Nilgiri set the area on fire immediately after the frost season starts, and migrate to the western side of plateau. When it is monsoon, they get back to the burnt area because it has by then, sprouted fresh grass. Tough

Evaluate Is Acceptance Model Essay Example for Free

Evaluate Is Acceptance Model Essay There are many models have been developed to understand the factors affecting the acceptance of computer technology such as Theory of Reasoned Action (TRA) (Fishbein Ajzen, 1975, Ajzen Fishbein, 1980), Theory of Planned Behavior (TPB) (Ajzen, 1985, 1991), Technology Acceptance Model (TAM) (Davis, 1989), Decomposed Theory of Planned Behavior (DTPB) (Taylor Todd, 1995), and Unified Theory of Acceptance and Use of Technology (UTAUT) (Venkatesh et al., 2003). TRA proposes that individual beliefs influence attitudes which will create intentions that will generate behavior. There are two major factors that determine behavioral intentions which are the person’s attitude toward the behavior and subjective norms. Attitude toward the behavior refers to the person’s judgment that performing the behavior is good or bad according to his or her belief. While the subjective norms are a function of normative beliefs that reflect the person’s perception of social pressures put on him or her to perform or not to perform the behavior in question. TRA model TPB is an expansion of the TRA. TPB includes the construct, perceived behavioral control to measure and account for the extent to which users have complete controls over their behavior. Perceived behavioral control relates to the extent to which the person believes that she or he has control over personal or external factors that may facilitate or constrain the behavioral performance. TPB model TAM pioneered by Davis advances the TRA by postulating that perceived usefulness (PU) and perceived ease of use (PEU) are key determinants that lead to the actual usage of a particular technology or system. Perceived usefulness is the degree to which an individual believes that using a particular system would enhance his or her productivity while perceived ease of use is the degree an individual believes that using a particular system would be free of effort. TAM model DTPB was formulated through combination of both TAM and TPB, which was intended for providing better understanding of behavioral intention by concentrating on the factors that are likely to impact systems use. This model explores dimensions of subjective norms and perceived behavior control through decomposing them into particular belief perception whilst constructs from the innovation characteristics has also been regarded as the basis of DTPM formulation. DTPB also offer a clearer understanding of behavior and behavioral intention by giving detailed information about impacts of normative and control beliefs over system usage. DTPM model UTAUT had synthesized the eight prominent user acceptance models including the TRA, TAM, the motivational model (MM), TPB, a model combining the technology acceptance model and the theory of planned behavior (C-TAM-TPB), the model of PC utilization (MPCU) (Ronald et al., 1994; Thompson Higgins, 1991), the innovation diffusion theory, and the social cognitive theory (SCT) (Compeau et al., 1999 and Compeau Higgins, 1995). This model was formulated with four core determinants of intention and usage including performance expectancy, effort expectancy, and social influence and facilitating conditions and also with up to four moderators of key counting gender, experience, age and voluntariness of use. However, the authors argue that in order to strengthen this model, the culture also need to take consideration since different culture can affect the acceptance behavior among user towards the computer technology. UTAUT model There are more theories that had been developed and many variables had used to evaluate the IS/IT acceptance rate. For example, the interactive model of technology acceptance and satisfaction (IMTAS) which integrate the user satisfaction with and user acceptance of IT. This model expands user satisfaction and user acceptance into SME sector simultaneously as two basic constructs of system usage behavior (as the key measure of IT success) while addresses specific characteristics of SMEs such as resource constraints, management method and direct interaction of SME users with external environments. Base on this model, user satisfaction can be influenced by user involvement, system quality, and information quality. High quality of information and system enable the user to produce good decision making, hence, increase the user satisfaction. However, user involvement is the key determinant of user satisfaction since high user involvement allow the user  involve in major area of the system which this give the user opportunity to enjoy most of the benefits of the system. User satisfaction will increase the usage of the system and the usage will be even higher if the system has high user friendliness. Another key determinant that influence the system usage in SMEs is user computer competence. User computer competence can be enhance through providing training by assuming that assistance of SMEs’ external environment have a crucial impact on the success of newly implemented IS by increasing SME user acceptance and satisfaction since SMEs are typically suffering from lack of resources such as internal expertise, knowledge and user skills. The training can influence the perceived ease of use and perceived of usefulness among user, hence, influence the user attitude and intention which than influence the actual usage of a system in SMEs.

Developing Transport Service Provisions in Rural Areas

Developing Transport Service Provisions in Rural Areas UNDERGRADUATE ESSAY RURAL TRANSPORT PROVISION: CORNWALL Critically examine the range of approaches that have been used by rural  agencies to overcome problems of service provision. Discuss in relation to a  specific policy area. The following paper discusses the range of approaches used by Cornwall Country Council (CCC) to improve its provision of transport services to its rural population, focusing in-depth on the CCC’s support of ‘community transport’ schemes. In the past two decades transport services to rural areas across Britain, as well as in Cornwall in particular, have been in a state of ceaseless decline. Bus and train timetables have been dramatically reduced and made more inefficient and unreliable, and this decline has in turn led to many rural constituents becoming ever more dependent upon private and environmentally harmful transport; at the same time, hundreds of thousands of Cornish elderly people in rural areas have been either totally excluded from public transport services or have found these services to be severely limited. This problem of public transport provision to rural areas has affected Cornwall particularly badly; Cornwall’s geography is diverse and its rural communities are widely dispersed; to meet these communities’ needs the county requires a comprehensive and highly-organized system of public transport that has simply not been present in recent decades. In these years, under both Conservative and Labour governments, a profound lack investment in the infrastructure of rural transport facilities in Cornwall has led to a degeneration of service provision. Moreover, the price of public transport in rural areas, particularly after the privatization of many services, has proved prohibitively expensive for many people. Recent efforts to alleviate this problem have centred upon a reinvestment of resources, and it is the work of this essay to consider the ways in which this money has been invested in Cornwall. On April 1st 2006 the CCC launched its Countryside Concessionary Fares Scheme (CCC, 2006), replacing the Cornish Key Card scheme, and providing free bus travel in Cornwall to persons above the age of sixty and to disabled persons who are resident in Cornwall. The scheme extends across the whole of Cornwall and is co-run in partnership between Caradon, Carrick, Kerrier, North Cornwall, Penwith and Restormel councils. To tackle the problem of the cost of transport facilities the Cornwall County Council has introduced a number of budget schemes to help poorer residents in rural areas. For instance, PLUSBUS is a scheme that allows rural residents to save money by purchasing a combined rail and bus ticket and so make an overall saving. PLUSBUS provides holders with unlimited free travel on any routes within the county of Cornwall. In addition, Cornwall County Council has pledged to provide free school transport to every child of compulsory school age in rural Cornwall who would not otherwise be able to attend school. But perhaps the most important innovation supported by the CCC is that of community transport schemes. The term ‘community transport’ is used to describe passenger transport schemes that are owned and registered by local community groups. The idea behind such groups is that each works to solve some of the transport difficulties of a particular village or town or group of associated towns. Numerous such projects have been founded across Cornwall and have thus relieved to a significant degree the service provision pressure from the CCC. The existence of such schemes mean that the council is freer to better use its resources in areas where no such community schemes exist. Community transport schemes are operated as volunteer and non-profit organizations and therefore they have a second key advantage that they do not subject the people depending upon them to financial exploitation or manipulation. Services are not operated because they are profitable, or suspended because they are unprofitable à ¢Ã¢â‚¬ Ã¢â€š ¬ as with transport services run by commercial companies à ¢Ã¢â‚¬ Ã¢â€š ¬ but rather services are operated because they meet a definite need of a particular community or group communities. The attraction of such schemes is that they can be moulded to the needs of a particular community; if only three pensioners in the village of Grisham or Chatham require daily transport to the nearest town, then, instead of being denied service by commercial companies who fear losing money by operating a service for these pensioners, a community transport service such as a single minibus or minivan can be organised at minimal cost to provide service for these three pensioners. If twenty such pensioners need transport then two or three services and minivans can be organized; such schemes therefore have a great degree of flexibility. The additional advantage of such schemes is that they are specifically founded and run to help those persons in rural areas who would not otherwise have access to help. Of the various community transport schemes run in Cornwall the following are particularly worthy of discussion. Voluntary Car Schemes are, according to the CCC ‘an organized form of lift giving’ (CCC, 2006) where volunteer drivers offer to use their own cars to make door to door pick-ups and returns for people, usually the elderly or disabled, who would not otherwise be able to travel as frequently or freely. Community Bus Services are minibus services run by local volunteer groups operating along regular routes and according to a regular timetable; such services are moreover made available to all members of the general public. Details of such services have recently been published in the All Cornwall Public Transport Guide. Minibus Hire is another community transport service whereby minibuses owned and run by one local volunteer group are lent to other groups either for free or for a very small charge. Many of these vehicles have disabled persons access and can be used f or the purposes of leisure, of sport, of education and so on. Dial a Ride is a further community service which provides transport on a door-to-door basis to incapacitated members of the community who register for the service. Shopmobility lends wheelchairs and electric scooters as well as other services to allow the elderly and others to shop for themselves rather than remaining dependent upon others for their transport. Though not directly in control of community transport schemes, the CCC has recently sought to play an active part in the running and support of these transport initiatives. On its website, the CCC tells that three principal events or ideas have led to this decision. (1) The Council has become ever more conscious of the special transport needs of disabled persons and of the elderly, and has expressed a determination to do more than the basic requirements of the Disability Discrimination Act (HMG, 1995) mandatory requirements. The CCC has set as its ultimate transport goal for disabled and elderly people the idea of transport independence à ¢Ã¢â‚¬ Ã¢â€š ¬ an aim that goes well beyond the minimum requirements of the Disability Discrimination Act. To this end, the council has given considerable financial support to Age Concern, an organization which operates a volunteer car scheme across the county of Cornwall. Thus the CCC states ‘This (policy) has led to the development of fina ncial support for age concern in its provision of a county-wide car scheme; greater consideration of a suitable transport provision for all sectors of the community by the County Council and other statutory agencies, which has identified more clearly the opportunities for community transport activity’ (CCC, 2006). (2) Thee national Labour government has provided greater levels of central funding for county councils to develop and improve their service provision to rural areas; the arrival of this money has enabled the CCC to focus greater attention upon rural disability access and upon totality of service provision. (3) The CCC has begun to enter into several partnerships with voluntary agencies, thus providing an extension to their existing transport services. To this end, the CCC has stated that ‘The (Cornwall) County Council recognises that whilst it has a critical role to play in sector development, it is inappropriate and simply not viable for it to be the exclusiv e agency involved. Consequently, it is looking to develop new partnerships wit both the statutory and voluntary sector, operating at both a strategic and a local level’ (CCC, 2000). This quotation best sums up this significant change of attitude and strategy by the County Council towards the question of rural transport provision. The County Council is admitting that its own resources are insufficient to provide the full range of transport services required by its rural population and so has enlisted the aid of both other agencies and the rural population itself in the form of voluntary transport schemes. A few points of caution might be given here however to intersperse the many positive notes about community transport schemes given above. Firstly, such schemes, though welcomed and applauded by local councils and official agency organizations are not directly under their control; therefore the regulation of such schemes is far weaker and less organized than official transport services run by the CCC. Concomitant with this worry is another about safety; since community transport schemes are not managed directly by local government they are not subject to the same safety inspections and regulations as official services. Nonetheless, it may generally be said that those running community schemes are responsible members of their local communities and naturally therefore adhere to general laws of transport safety. The other point is that it is a widely held sentiment of those running such schemes that they are having to do so because of the inadequacy of government provided public transpor t to rural areas. If these services were more proficient and reliable, as they used to be, and as they presently are in many European countries such as Switzerland, Denmark, Holland and elsewhere, then community transport schemes would be superfluous because public transport would be a total provision. Indeed, it is the case that in the aforementioned countries community transport schemes do not exist nor do others like them. In the final analysis, this review of the success of Cornwall County Council’s various agencies in improving rural transport provision must end with a note of equivocation and suspended judgement. On the one hand, local agencies in Cornwall have clearly recognised the problem and extent of recent decades of underinvestment in rural transport, and rather than denying this problem or blaming it on previous administrations, they have actually sought to improve those services offered to Cornwall’s rural populations. Also on the positive side the County Council has recognised the needs of the county’s long-forgotten disabled and elderly rural populations and has welcomed the opportunity to implement, and indeed go beyond, the Disability Discrimination Act, in its transport provision. Schemes like the Countywide Concessionary Fares Scheme and PLUSBUS are direct efforts to improve the transport facilities and opportunities for underprivileged people in rural Cornwall; s o too the CCC’s pledge to guarantee free school transport for all school-children of compulsory age in rural Cornwall is a crucial and admirable initiative. But perhaps the County Council’s boldest initiative, and the one that signifies a profound change of attitude towards its obligations over rural transport, is that of supporting community transport schemes such as Dial a Ride and Shopmobility. In supporting these schemes, which are not officially under County Council financing or regulation, the Cornwall Country Council has recognised that it has insufficient resources to provide a full range of transport services to its rural population. Such an admission has its positive aspects in as much as it allows the council to contribute to the excellent schemes founded and operated by voluntary groups in Cornwall; groups who have made a very real difference to the quality of transport experience enjoyed by many of Cornwall’s elderly and disabled rural populations. On the other hand, in making such an admission the County Council has also shown its own failure, as well as the failure of successive governments, to properly deal with the national question of rural transport provision, and its particular condition in Cornwall. It is a simple fact that in those countries of Europe which have the highest standard of living, Sweden, Switzerland, Austria would be examples, that community transport schemes are just not necessary because government and local councils are sufficiently funded to provide all such services themselves. Proper and more efficient government allocation and spending of resources in Britain could undoubtedly have led to the same result in Cornwall, and so made the admirable and noble efforts of community transport scheme organizers unnecessary. BIBLIOGRAPHY Academic Books, Journals Internet Sources Cornish Key: Transport in Cornwall. (2006). www.cornishkey.com Cornwall County Council (CCC). (2006). www.cornwall.gov.uk Her Majesty’s Government. (1995). The Disability Discrimination Act 1995. Restormel Borough Council. (2006). www.restormel.gov.uk The Department for Environment Food and Rural Affairs (DEFRA). www.defra.gov.uk

Office of Homeland Security Essay -- Homeland Security Governmental Es

Office of Homeland Security Just as our parents and grandparents remember where they were and what they were doing when President John F. Kennedy was shot, so will it be with this generation when asked the same questions pertaining to September 11, 2001. This horrific event will be a scar on the body of our wonderful nation until the end of time. Parents lost children, children lost parents, spouses lost their heartmates – so much anguish and emotional devastation demands that something be done to prevent tragedy like this from occurring in the future. This is why President George W. Bush created the Office of Homeland Security. This cabinet-level position was created in lieu of the 9-11 attack on the World Trade Center and the Pentagon and will report directly to the President himself. In an executive order given on October 8, 2001, President Bush stated as follows: By the authority vested in me as President by the Constitution and the laws of the United States of America, it is hereby ordered as follows: Section 1. Establishment. I hereby establish within the Executive Office of the President an Office of Homeland Security (the ``Office'') to be headed by the Assistant to the President for Homeland Security. (Boston, sec. 1). The first director of the Office of Homeland Security is a Pennsylvanian Republican, Governor Tom Ridge. â€Å"The post †¦ will be comparable to a domestic variation of the National Security Advisor, said a senior administration official† (Stenger, 2001: screen). Governor Ridge is more than qualified for this illustrious, though sadly needed, position. In the Presidents address to a joint session of Congress and the American people he states that Governor Ridge is â€Å"a military veteran, an effective governor, a true patriot and a trusted friend† (Address, 2001: screen). His military experience includes serving as infantry staff sergeant in Vietnam where he earned the Bronze Star for valor. As the first enlisted Vietnam combat veteran elected to the U.S. House he was re-elected six times (Biography, 2001: screen). As Governor of Pennsylvania he began his term in 1995. Since then he has cut taxes every year in office. His Education Empowerment Act helped more than 250,000 children in the states lowest-performing schools. The Office of Homeland Security has many functions that it will perform to ensure the safety of the... ...21 by the National League of Cities reveals that two-thirds of cities over 100,000 are reassessing their emergency plans, although 83% have a terrorism response plan in place† (Kenworthy, 2001: screen). The largest impact that the Office has on American citizens is, in fact, a greater feeling of togetherness. Works Cited Boston_Liberty. â€Å"Establishing the Office of Homeland Security and the Homeland Security Council – Text of EO.† 10 Oct. 2001. Online Posting. FreeRepublic. 1 Apr. 2002. Kenworthy, Tom. Struggling to Create A Homeland Defense. 8 Oct. 2001. 1 Apr. 2002. Stenger, Richard. Domestic Security Czar to Tame ‘Bowl of Spaghetti.’ 21 Sept. 2001. 1 Apr. 2002. The White House. 1 Apr. 2002. The White House. Sept. 2001. 1 Apr. 2002. The White House. Oct. 2001. 1 Apr. 2002. Office of Homeland Security Essay -- Homeland Security Governmental Es Office of Homeland Security Just as our parents and grandparents remember where they were and what they were doing when President John F. Kennedy was shot, so will it be with this generation when asked the same questions pertaining to September 11, 2001. This horrific event will be a scar on the body of our wonderful nation until the end of time. Parents lost children, children lost parents, spouses lost their heartmates – so much anguish and emotional devastation demands that something be done to prevent tragedy like this from occurring in the future. This is why President George W. Bush created the Office of Homeland Security. This cabinet-level position was created in lieu of the 9-11 attack on the World Trade Center and the Pentagon and will report directly to the President himself. In an executive order given on October 8, 2001, President Bush stated as follows: By the authority vested in me as President by the Constitution and the laws of the United States of America, it is hereby ordered as follows: Section 1. Establishment. I hereby establish within the Executive Office of the President an Office of Homeland Security (the ``Office'') to be headed by the Assistant to the President for Homeland Security. (Boston, sec. 1). The first director of the Office of Homeland Security is a Pennsylvanian Republican, Governor Tom Ridge. â€Å"The post †¦ will be comparable to a domestic variation of the National Security Advisor, said a senior administration official† (Stenger, 2001: screen). Governor Ridge is more than qualified for this illustrious, though sadly needed, position. In the Presidents address to a joint session of Congress and the American people he states that Governor Ridge is â€Å"a military veteran, an effective governor, a true patriot and a trusted friend† (Address, 2001: screen). His military experience includes serving as infantry staff sergeant in Vietnam where he earned the Bronze Star for valor. As the first enlisted Vietnam combat veteran elected to the U.S. House he was re-elected six times (Biography, 2001: screen). As Governor of Pennsylvania he began his term in 1995. Since then he has cut taxes every year in office. His Education Empowerment Act helped more than 250,000 children in the states lowest-performing schools. The Office of Homeland Security has many functions that it will perform to ensure the safety of the... ...21 by the National League of Cities reveals that two-thirds of cities over 100,000 are reassessing their emergency plans, although 83% have a terrorism response plan in place† (Kenworthy, 2001: screen). The largest impact that the Office has on American citizens is, in fact, a greater feeling of togetherness. Works Cited Boston_Liberty. â€Å"Establishing the Office of Homeland Security and the Homeland Security Council – Text of EO.† 10 Oct. 2001. Online Posting. FreeRepublic. 1 Apr. 2002. Kenworthy, Tom. Struggling to Create A Homeland Defense. 8 Oct. 2001. 1 Apr. 2002. Stenger, Richard. Domestic Security Czar to Tame ‘Bowl of Spaghetti.’ 21 Sept. 2001. 1 Apr. 2002. The White House. 1 Apr. 2002. The White House. Sept. 2001. 1 Apr. 2002. The White House. Oct. 2001. 1 Apr. 2002.

Village Life vs City Life

It is a firm belief on the part of people that there is a big difference between village life and city life. It is absolutely true that the life in a village and that in a city varies so much that the difference is glaring at times. In fact it can very well be said that people living in cities are different from people living in villages. It is normal feeling amongst us that city life is more enjoyable than village life. It is only an assumption. City life is endowed with a lot of advantages. This is because of the fact that there are a number of opportunities open to you in a city. City life is provided with a lot of facilities too. You would not find many facilities and opportunities in a village. Parents would be happy to send their children to cities for higher studies rather than to villages. Cities are endowed with quality higher education institutions whereas villages are not endowed with high quality colleges and universities. In addition to schools and colleges, city life is preferred for improved medical facilities. If someone falls ill in the family, you tend to take him or her to a popular hospital in a city since villages are not equipped with the best of medical attention. The number of hospitals in a city and the facilities are far more when compared to that in a village. A city has banks, cinema theaters, parks, golf courses, sports stadiums, clubs, hostels and shopping malls. The behavior of people in a city is different from that of the people in a village. People in a city are generally unfriendly and they maintain distant from others. The people in villages on the other hand are warm-hearted and friendly. Villagers receive you well where as city-dwellers tend to be within doors. People in villages are very helpful in nature whereas people living in cities tend to be more selfish in their attitude. A city is characterized by various kinds of pollution such as noise pollution, visual pollution and air pollution. This is due to that fact that there a number of factories, industries and mills in a city than in villages. Hence villages are endowed with pure air devoid of pollution. Visual and noise pollution are also less in villages. Since village life is calm and quiet and bereft of pollution of any kind, older people tend to settle down in villages after their retirement from service

Construction of a runway Essay

A runway is a defined as a paved or clear land or strip prepared for landing and take-off of a plane. Majority of the runways are built but some are natural surfaces. Reckless construction can lead to a number of losses, putting human lives at stake and even damage of property. The construction of a runway is important and steps and procedures should be followed to ensure successful construction. Some of the important steps include; the length of a runway and the marking and lightings. The length of a runway is manly affected by the types of plane that use the runway and the altitude. Larger aircrafts such as passenger planes require longer runways and smaller ones such as private jets can be accommodated by shorter runways. At a higher altitude these runways are designed to be longer due to the reduced density of air which decreases the engine power. If it’s a fully operational and international airport it would require a longer runway that would accommodate the number of planes that would be constantly streaming in and out. CITATION Jef l 1033 (Jeffrey Price) The markings and lightings of a runway are important since they enable operations at night or when there’s low visibility. The lighting systems such as strobe bars or light bars are installed at the far end of the runway or synchronized flashing lights installed at each side of the runway path. These would aid the pilot in landing and help him not to sway from the main landing path. CITATION Je f l 1033 (Jeffrey Price) After full consideration and implementation of some of these procedures, one can be able to successfully construct a functional, efficient and manageable runway Reference 1033 Jeffrey Price, Jeffrey Forrest. Practical Aviation Security: Predicting and Preventing Future Threats. n.d. www.bomag.com/†¦/construction-equipment-dictionary-airport-construct†¦ Source document