Standard Working Hours

Introduction After the implementation of statutory minimum wage in Hong Kong, many people urge the government to have law about standard working hours as employers may use non-paid overtime as a means to minimize the labor cost in order to offset the increase of labor costs caused by the minimum wage. First of all, we would like to talk about the definition of setting a standard working hour. The idea is to set a standard working hour per week. If employees’ working hours are longer than the standard one, employers have to pay additional bonus for the extra working hours.Reason for having standard working hours Regardless of a follow-up action for minimum wage policy, it can ensure better health for employees. The Occupational Safety and Health Ordinance stipulate that employers must ensure the occupational safety and health of their employees. Yet, the problem of long working hour is severe. Taking accounting field as an example, it is common for us to hear the employees in à ¢â‚¬Å"Big Four† have sudden health because of long working hours.Setting up standard working hours can discourage employers to ask employees to have overtime so that employees can have more resting time and more job opportunities may be created as employers may need more workforce to avoid employees having overtime (can’t think of any rebuttal, strong point). Worries from Business sector (EMPLOYERS PERSPECTIVE) Currently, seven of the city’s biggest business chambers have sent a rare joint letter to the government expressing their concerns about this issue.They claimed that this policy may hurt the economic environment in Hong Kong since their labor costs will further increase (increase in labour cost due to the need to employ more workers to compensate for the reduction in working hours per worker. This might involve an increase in wages, administration cost, cost of training etc. Additional cost and resources needed *â€Å"Lau Chin-ho, a deputy chairman of the Federation of Hong Kong Industries, on RTHK's City Forum, said standard working hours could increase business costs and that other alternatives should be explored before drafting a law.He was responding to a government report, released last week, which says employers would need to pay up to HK$55. 2 billion more a year in wages if standard working hours were introduced in Hong Kong. †Ã¢â‚¬  The Labour Department of Hong Kong generated 27 scenarios of the likely impact by altering three elements: a 40 to 48-hour week, overtime pay of one to 1. 5 times regular pay and exemption criteria for staff such as managers and executives. Depending on the scenario, it estimates the employers' additional labour costs at HK$8 billion to HK$55. 2 billion a year, or 1. per cent to 11. 4 per cent of total expenditure on wages. This compares with HK$3. 3 billion a year resulting from a minimum wage of HK$28 an hour. †). The increase in labour cost might adversely affect the consumers si nce employers might choose to shift the price burden to consumers by increasing the price of goods and services. for consumers. Also, as a service-oriented economy, they think that this policy is not applicable in Hong Kong as service industries require more labor force and time. (can mention about the practicality of the implementation of standard working hours.How it might not be enforceable in certain industries with certain nature of work) Besides, the free and open economy in Hong Kong has long been attracting foreign investment. Multi-national corporations are attracted to set up their business in Hong Kong due to the free market and the non-regulated economy. With the implementation of standard working hours in addition to the statutory minimum wage, the higher labour cost and regulated economic environment might deter the inward investment of MNCs, potentially causing an increase in unemployment in Hong Kong.MNCs might choose to set up their business in other countries with relatively lower labour cost, less regulations and more incentives (tax-free). Suggestion to the implementation of this policy legislate standard working hours This policy should strike a balanced benefit between employers and employees. In order to strike non-paid overtime malpractice, it is inevitable to have standard working hours. Yet, the main concern is to set a moderate level of working hours to protect employers’ interest.Pro-democrats call for the level of 40-44 hours per week. Yet, from the survey by SCMP, the average working hours in Hong Kong is 47. 7 per week. So, setting 47-48 hours per week is fair to both sides. The government may consider having evaluation and judgment of optimal level each year for making it acceptable for both sides. Reference: http://hklawblog. com/2012/11/29/should-hong-kong-implement-standard-working-hours/

Oil Spill Research Essay

I. OIL SPILL Oil spill is the release of a liquid petroleum hydrocarbon into the environment, especially marine areas, due to human activity, and is a form of pollution. The term is usually applied to marine oil spills, where oil is released into the ocean or coastal waters, but spills may also occur on land. Oil spills may be due to releases of crude oil from tankers, offshore platforms, drilling rigs and wells, as well as spills of refined petroleum products (such as gasoline, diesel) and their by-products, heavier fuels used by large ships such as bunker fuel, or the spill of any oily refuse or waste oil. II. IDENTIFICATION OF THE PROBLEM Oil spills create many problems throughout the world, including the United States. The impact on the ecosystem in an area can be severe. Many plants and animals suffer or are killed within a short time after the spill occurs. Many people spend their time and money cleaning up the oil. Scientists also spend their time and the government’s money trying to find different types of technology or methods that clean up oil spills. In the Philippines, the famous Guimaras Oil Spill has affected hundreds of kilometers of coastline and threatens rich fishing grounds. The spill has polluted fishing grounds, dive spots, national marine reserve and adversely affected marine sanctuaries and mangrove reserves in three out of five municipalities in Guimaras Island and reached the shores of Iloilo and Negros Occidental, causing what is considered as the worst oil spill in the Philippines. Oily sludge and dead wildlife have been washing up on beaches, with reefs, marine reserves and the tourist industry all affected. III. CAUSES AND SOURCES OF OIL SPILLS Oil spill is a type of pollution that occurs mostly on water as well as on land and can have devastating effects on plants, animal life and environment. It occurs mainly as a result of human activity like exploration and transport of oil and is the release of oil or liquid petroleum  hydrocarbon into the aquatic environment such as oceans and coastal waters and on land. Spills may occur of crude oil from tankers, oil rigs, platforms and oil wells as well as during the transport of the refined petroleum products in vessels and tankers. Illegal waste oil dumping into oceans by organizations who do not want to invest in the cost of degrading their waste oil also contributes to increasing oil spill. Natural disasters such as hurricanes and earthquakes can also contribute to oil spills from oil rigs as well as during transport of vessels and tankers. Oil spills take place largely because there is a need and demand for oil as a source of energy. Oil is used in one way or another in our day to day activities. We use oil to fuel our cars, trucks, buses and so on as well as to heat or light up our homes. Oil is used extensively in industries to power large machinery and equipment. Oil Spills may happen for several reasons. 1. When oil tankers have equipment faults. When oil tankers break down, it may get stuck on shallow land. When the tanker is attempted to move out of shallow land, abrasion may cause a hole in the tanker that will lead to large amounts of oil being released into the oceanic bodies. However, although this form of oil spill is the most commonly known and has the highest media attention, only 2% of oil in water bodies is a result of this action. 2. From nature and human activities on land. The large majority of oil spilled is from natural seeps geological seeps from the ocean floor as well as leaks that occur when products using petroleum or various forms of oil are used on land, and the oil is washed off into water bodies. 3. Water Sports. Other causes of oil spills are spills by petroleum users of released oil. This happens when various water sports or water vehicles such as motorboats and jet skis leak fuel. 4. Drilling works carried out in sea. When drilling works carried out in the sea, the oil and petroleum used  for such activities are released into the sea, thus causing an oil spill. The most common cause of oil pollution by ships comes from what are called operational oil spills. These are caused mostly by human error or sometimes intentionally when the ship’s crew does not follow the strict regulations and break the law. At the bottom of the ship under the engines is a space called the bilge. It collects water, oil and grease. When the ship’s crew pumps out the engine room bilges, the oil is separated from the water. The waste oil is put into a special holding tank to be offloaded in the next port. The remaining water, which may have traces of oil, is pumped overboard through an oily water separator. This makes sure only the tiniest amount of permitted oil goes into the sea. The amount is so small it cannot be seen by the naked eye. If an oil slick can be seen behind a ship, it means that the ship has broken the law and has discharged more oil than is allowed. Other operational spills may happen when a ship is loading bunker oil or lubricating oil for its engines. A hose can break spilling oil. If someone is not watching the level of oil going into the ship’s tanks, the tanks could overflow. An operational oil spill can also happen after the crew of an oil tanker has cleaned the cargo tanks before loading a new cargo of crude oil. After a cargo oil tank has been cleaned with water and chemicals the oil residue will float on the wash water in the bottom of the cargo tank. This water can be siphoned off and put through an oily water separator leaving only cargo oil residue in the bottom of the cargo tank. The new crude oil cargo can be loaded on top of the remaining old cargo oil. However, sometimes the crew does the wrong thing and illegally pumps the oily waste overboard. IV. EFFECTS OF OIL SPILLS Oil spills are considered form of pollution. The effects of oil spills can have wide ranging impacts that are often portrayed by the media as long lasting environmental disaster. The effects will depend on a variety of factors including the quantity and type of oil spilled and how it interacts with the marine environment. A. Effects of Oil Spill to the Environment Oil spills may impact the environment in various ways. First, the physical smothering of organisms which is caused by oils with a high viscosity, in other words heavy oils. Smothering will affect an organism’s physical ability to continue critical functions such as respiration, feeding and thermoregulation. Second, the chemical toxicity which is a characteristic of lighter chemical components which are more bio-available is absorbed into organs, tissues and cells, and can have sub-lethal or lethal toxic effects. Third, the ecological changes which is caused by the loss of key organisms with a specific function in an ecological community. They can be replaced by different species undertaking similar functions in which case the implications for the ecosystem as a whole may not be severe. However, more detrimental is the niche in the community being replaced with organisms performing completely different functions thereby altering the ecosystem dynamics. Oil spill can somehow results to loss of shelter or habitat through oiling or clean up operations. Oil spill can prove fatal for plant, animal and human life. The substance is so toxic that it can cause massive loss of species that live in the sea. Oil spill penetrates into the plumage and fur of birds, breaks down the insulating capabilities of feather which makes them heavier, disallow them to fly and kill them via poisoning or hypothermia. B. Effects of Oil Spill on Marine and Coastal Wildlife Marine and coastal wildlife exposed to oil suffer both immediate health problems and long-term changes to their physiology and behavior. Oil can cause temporary physical harm to animals like skin irritation, altering of  the immune system, reproductive or developmental damage, liver disease and other chronic effects such as cancer and direct mortality of wildlife. Oil Spills also affect marine plants. The oil forms a thick layer on the water surface, and this layer blocks out light and prevents gaseous exchange. When this happens, not only will the plants not be able to photosynthesize, animals underneath the affected area will find that the supply of oxygen slowly diminishes, and is unable to be continuously replenished by the environment. When plants cannot photosynthesize, they eventually die, leading to a vicious effect on the food chain, ultimately affecting all animals. Oil spills can impact wildlife directly through three primary pathways, namely: ingestion, absorption and inhalation. Ingestion happens when animals swallow oil particles directly or consume prey items that have been exposed to oil. Ingestion of oil or dispersants can cause gastrointestinal irritation, ulcers, bleeding, diarrhea, and digestive complications. These complications may impair the ability of animals to digest and absorb foods, which ultimately leads to reduced health and fitness. Absorption is when animals come into direct contact with oil. Absorption of oil or dispersants through the skin can damage the liver and kidneys, cause anemia, suppress the immune system, induce reproductive failure, and in extreme cases kill an animal. Fish and sea turtle embryos may grow more slowly than normal, leading to lower hatching rates and developmental impairments Inhalation takes place when animals breathe volatile organics released from oil or from â€Å"dispersants† applied by response teams in an effort to increase the rate of degradation of the oil in seawater. This commonly occurs among those species of wildlife that need to breathe air like manatees, dolphins, whales and sea turtles. Inhalation of these harmful materials can cause respiratory inflammation, irritation, emphysema, or pneumonia. Oil spills can also have indirect effects on wildlife by causing changes in behavior, namely: changes in foraging locations, increases in foraging time and disruptions to life cycles. Changes in foraging locations or the relocation of home ranges as animals search for new sources of food. If a spill causes direct mortality to the food resources of particular species, many individuals of this species will need to relocate their foraging activities to regions unaffected by the spill. This leads to increased competition for remaining food sources in more localized areas. Increase in foraging time happens when there are increases in the amount of time animals must spend foraging. Animals may need to make longer trips to find food in unfamiliar areas and they may need to forage on less preferred food that takes more time to acquire or that is digested less efficiently. Decreases in diet diversity due to lower food availability may lead to reduced overall health. Disruptions to natural life cycles may become apparent if particular life forms are more susceptible to the effects of oil than others. Eggs, larvae and juveniles of many species are more vulnerable to harmful effects from pollutants than adults. Changes in the relative numbers of individuals from different life stages within a species may lead to shifts in habitat use patterns which cause ripple effects up and down the food chain. C. Effects of Oil Spill on Economy One of the major effects of oil spill is seen on the economy. When precious crude oil or refined petroleum is lost, it affects the amount of petroleum and gas available for use. This means that more barrels have to be imported from other countries. Then the process of cleaning the oil spill which requires a lot of financing. The workers that are brought on board to clean up the spill face tremendous  health problems later in life as well. Their medical treatment has to be paid for and becomes the responsibility of the government. Putting all the methods of recovery into place and monitoring them takes away resources from other more important works and hits the economy in subtle but powerful ways. D. Effects of Oil Spill on Tourism Industry The local tourism industry suffers a huge setback as most of the tourists stay away from such places. Dead birds, sticky oil and huge tar balls become a common sight. Due to this, various activities such as sailing, swimming, rafting, fishing, parachute gliding cannot be performed. Industries that rely on sea water to carry on their day to day activities halt their operations till It gets cleared. V. RECOMMENDATION The petroleum industry undertakes many measures to reduce the likelihood of oil spills. Proactive technology includes blowout preventers, which cut off the pump pressure in case of an accident, and increased hull strength on oil tankers. These measures help to protect both the environment and the oil companies themselves, which often lose a great deal of profit and public image in the event of a spill. A. Recommendations to Prevent Spills Caused by Human Error at Oil Handling Facilities These recommendations focus on management support for spill prevention programs, commitment of sufficient resources to such programs, and commitments to meeting or exceeding regulatory standards, using redundant safety systems, discouraging risk taking, and establishing annual performance benchmarks. Implementation of formal risk assessment and correction programs, and employee involvement, accountability, and performance incentives are also recommended. Recommendations on work hour limitations are included, as well as  recommendations for corporate programs to ensure physical competency of employees responsible for an activity which could result in an oil spill. Security system inspections are recommended, as are written emergency procedures and drilling of those procedures. B. Recommendations to Prevent Oil Spills by Boat Owners, Marinas, and Boatyards These recommendations stress regular and careful boat maintenance, knowledge of best management practices for fueling, oil changes, or overhauls, and responsible management and disposal practices for used oil and oily wastes. This section also includes recommendations that marina operators implement effective runoff controls, provide technical assistance and education for their boat owners, and develop written agreements with those boat owners committing them to implement best management practices. C. Recommendations to Prevent Spills from Tankers and Tank Barges It is recommended that employee involvement and communications are addressed, and redundant safety systems and annual performance benchmarks are recommended. Several international standards are recommended for certification of management policies and programs. Regarding watch practices, recommendations about covering standards for navigation watch, anchor watch, engineering watch and security rounds are included. D. Recommendations to Prevent Oil Spills Caused by Human Error It is recommended that a tanker or tank barge owner/operator ensure that no crew member is under the influence of alcohol or illicit drugs a coast jurisdiction’s waters, and that regular physical exams and a policy requiring notification of use of prescription medications be required. Also, tank barge tow vessel masters should maintain a record of all crew members, and should have three licensed officers or tow operators on board during  transit of coastal waters. E. Recommendations to Prevent Human Error Spills During Bunkering Operations Persons In Charge (PICs) of bunkering operations on both the receiving and delivering vessels or facilities should emphasize proper procedures and adequate communications during all phases of a bunkering operation, especially with regard to a pre-loading plan, a pre-transfer conference, voice and visual communications, emergency procedures, and safe access between vessels, or between a vessel and a facility. PICs must ensure that the duties of all personnel involved in a bunkering operation are clearly defined and that training is provided. Furthermore, it is recommend that owners and operators of vessels and facilities involved in bunkering operations within a jurisdiction’s waters be required to demonstrate compliance with these standards by making relevant documents (logs, written policies and procedures, standing orders, pre-loading plans, declaration of inspection forms, and training materials) available upon request. The creation of emergency response plans that entails oil transporters to have detailed written plans on what actions they will take if a spill occurs should always be encouraged. The Government should pay more attention to the activities of militants engaged in oil bunkering as some of the spills in the oil rich region occur due to this. In addition, Government should ensure that regulatory bodies have the authority to sanction oil companies who spill oil in the region. More and stricter laws with stiffer penalties should be passed so that oil companies are more mindful of their activities and the spills that they cause. Moreover, a shift from the dependence on oil to other sources of revenue such as agriculture will make it more likely for stricter laws and stiffer penalties for organizations guilty of oil spills to be implemented. Deterrence in oil pollution is the implementation of Republic Act 9483 or the  Oil Pollution Compensation Act which penalizes oil pollution damage and seeks to immediately compensate those who suffer from it. This is to secure the enjoyment and protection of our marine wealth. VI. BIBLIOGRAPHY The Chemistry of Oil Spills http://oilsplat.wordpress.com/about/ WiseGeek: What Causes Oil Spills, Mary McMahon http://www.wisegeek.org/what-causes-oil-spills.htm The Ships and the Marine Environment-Main Causes of Oil Pollution by Ships http://www.ausmepa.org.au/ships-and-the-marine-environment/5/causes-of-oil-pollution.htm Recommendations to Prevent Oil Spills http://www.oilspilltaskforce.org/docs/project_reports/HumanFactorRec.pdf Stopping Oil Spills: Environmental Quality/Recovery of Spilled Oil, Shivani B., Christine C., Kristen D. http://istf.ucf.edu/ISTFSites/98/98325/web1.htm Sarah Toms (15 August 2006). â€Å"Oil spill threatens Philippines†. BBC News. Retrieved 15 July 2013. http://news.bbc.co.uk/2/hi/asia-pacific/4795649.stm Holly K. Ober (May 2010). :Effects of Oil Spills on Marine and Coastal Wildlife† http://edis.ifas.ufl.edu/uw330 Understanding Oil Spills and Oil Spill Response http://www.epa.gov/osweroe1/docs/oil/edu/oilspill_book/chap5.pdf Conserve Energy Future: Oil Spill,Rinkesh Kukreja http://www.conserve-energy-future.com/effects-of-oil-spills.php Environmental Effects of Oil Spills http://www.itopf.com/knowledge-resources/documents-guides/environmental-effects/ How Oil Harms Animals and Plants in Marine Environments http://response.restoration.noaa.gov/oil-and-chemical-spills/oil-spills/how-oil-harms animals-and-plants.html

Social Science Analysis

Social Science AnalysisEducational Technology represents an interesting extension of Education as a societal scientific discipline. Though instruction is anchored in decennaries of scientific survey and analysis, educational engineering is in its babyhood as a societal scientific discipline. As Sayer ( 1992 ) reminds us, societal scientific disciplines are hard to analyze due to the big figure of variables and the troubles in insulating variables when experimentation is attempted on a societal group or in a societal scene ( p.3 ) . To this terminal, one must see whether educational engineering qualifies to be recognized a ‘science ‘ at all. In general footings, ‘science ‘ is defined as ‘the systematic survey of the universe around us ‘ . The American Physical Society ( 1999 ) further delineates scientific discipline as an entity that â€Å"extends and enriches our lives, expands our imaginativeness and liberates us from the bonds of ignorance and superstition† through experimentation/testing of Torahs and theories. In scientific discipline, cognition is gathered, organized, and condensed so that it may be farther tested to turn out or confute the work of others. Science involves the attachment to structured rules of survey ( scientific method ) , communicating between scientists, reproduction of experiments, and the credence of information that disproves before recognized theories or decisions based on new observations or decisions. Scientists must be willing to openly and candidly supply methods, processs, and informations to maintain scientific survey ethical, dependable, and believable. Based upon the definition and rules of scientific discipline, the field of educational engineering meets some but non all standards of scientific discipline. While educational research ( in general ) seeks to quantify the consequences of new attacks, course of studies, or even bing methods, there is trouble in retroflexing research due to the societal nature of the acquisition environment. Often, consequences vary from schoolroom to classroom or twenty-four hours to twenty-four hours as can be observed on pupil appraisals. Educational Technology is, hence, excessively ‘new ‘ to be evaluated as a scientific discipline since research workers are still in the ‘information assemblage and analysis ‘ phase. Though the scientific discipline of acquisition and the art of learning have been studied extensively, the job with educational engineering is that it is viewed more as a tool to learn other topics than as its ain separate field of survey. For this ground, much of the research conducted has focused on the effectivity of a bringing medium for larning instead than instructional schemes that use engineering in instruction ( Reeves, Herrington, and Oliver, 2005 ) . Clark & A ; Mayer ( 2007 ) postulate that it is the instructional scheme instead than the bringing medium that determines larning results ( p.21 ) . Hence, until educational engineering embraces the ‘method ‘ instead than the ‘medium ‘ of engineering integrating, it will stay on the peripheries of scientific discipline and scientific survey. In order create a deeper credence of educational engineering among data-driven decision makers, educational engineering will necessitate to supply a greater sense of dependability through proving that can be replicated in any schoolroom. It is imperative that educational engineering be studied from the instructor ‘s position if it is to be efficaciously relied upon in schools and schoolrooms. Researching educational engineering for its offering of new media, appliances, and devices is the equivalent of purchasing a auto without trial drive it. Some educational engineerings may work better than others in certain scenes or with certain particular conditions but be wholly uneffective if non decently applied or instituted by the teacher. Web 2.0 tools and their societal deductions in instruction will non be trusted by pedagogues and decision makers until research is able to supply assurance that educational benefits exist through following these tools in the instructional procedure in a systematic mode that will bring forth an expected result as a consequence of applied instructional schemes and methodological analysiss. As a research worker, I will seek to make full the nothingness by utilizing the available research and informations to bring forth methodological analysiss for work outing jobs instead than merely supplying more informations that is merely focused on educational engineering tools.MentionsAmerican Physical Society ( 1992 ) . Ethics & A ; Values / Education: 99.6 â€Å" What is scientific discipline? â€Å" Retrieved from hypertext transfer protocol: //www.aps.org/policy/statements/99_6.cfm on 12-20-09. Clark, R. C. and Mayer, R. ( 2007 ) . E-learning and the scientific discipline of direction: proved guidelines for consumers. Malden, MA: John Wiley and Sons. Reeves, T.C. , Herrington, J. , and Oliver, R. ( 2005 ) . Design Research: A Socially Responsible Approach to Instructional Technology Research in Higher Education. Journal of Computing in Higher Education, 16 ( 2 ) , 96-115. Sayer, A. ( 1992 ) . Method in societal scientific discipline. New York: Routledge.

Final Essay Example | Topics and Well Written Essays - 1500 words - 8

Final - Essay Example classical and human relation approaches towards management. The production of goods or varying products was undertaken solely by workers before the industrial revolution. It means that it was the task of the worker to bring different pieces and parts of a product himself without the aid of machinery. However, with the passage of time, machines took over some of the tasks of the workers. Herein, it should be noted that the workers were still responsible for most of the tasks but the approach towards production changed to a great extent. Industrial revolution broke down the production process of a good in various steps. The advancement of technological infrastructure resulted in large groups working together to produce increased amounts of goods in a very short span of time (Lumley & Wilkinson, 2013). Throughout the process of development of production of goods, the nature of work and the approaches to get the work done also changed drastically. Researchers and management theorists also undertook a number of experiments to find out the impact that the change in working conditions had on the working conditions of the employees as well as their motivation towards getting the work done. It was this era when a boom within the exploration of management theories and paradigms was observed. The major purpose of the management theory was to suggest or recommend business giants to strategically make their employees work for the interests of stakeholders. It involved the manner in which they organized the employees and their tasks. At this point, two distinctive approaches of management were found out that were later termed as classical management theories and human relation theories. Before critically evaluating the purpose of the two different approaches of management, a light will be sh ed on the term management theory (Gallagher, 2012). As discussed above, organizations need a road map or a guiding model when it comes to managing the

Managed Care and Children with Chronic Illness Case Study - 1

Managed Care and Children with Chronic Illness - Case Study Example However, distinct criteria are utilized by managed care providers to distinct degrees of medical care requirements. The recent decades are marked by the attachment of great value to such groups by the states that are faced with high levels of medical needs with an intention of including the poor and the needy in the healthcare programs. Nevertheless, the provision of these services has been limited by certain factors, thus leading to the denial of these services to some children with chronic ailments despite their being needy. Nevertheless, managed care has a rationale of providing care services at reduced costs to the patients as well as treatment efficiency measures are of high levels (Perkin, Swift, and Newton 2007). The discussion in this paper is a case study to investigate and establish Managed care and children with chronic illness. The comprehension of this will be enhanced by the study of the scope of the managed care as well as the chronic illnesses that need the managed care. In addition, it is deemed crucial to establish the managed care providers as well as the rationale for such services when provided to patients. More crucial, an explanation will be provided for the criteria which children with chronic disease are covered or denied by managed care (HMO, MEDICAID). Managed care is a term utilized in the US in the description of a diversity of techniques that are put to use with the intention of decreasing the healthcare costs. They are also deemed as a rationale for the provision of benefits of health as well as the improvements of care quality provided by the practitioners. The systems in use are those that imply financing and delivering health care benefits and service to those that enrol. Hence, they are often referred to as healthcare concepts and techniques that are managed by a responsible body. The intentions for the steer towards the utilization of such programs are inclusive of the reduction of the healthcare care costs, some of which are deemed unnecessary via the use of, particularly viable mechanisms.     

Ford Motor Company and Mitsubishi Motor Corporation Essay

Ford Motor Company and Mitsubishi Motor Corporation - Essay Example More and more consumers are buying automobiles and development of better infrastructure in terms of road networks has yielded more usage of automobiles by the consumers. Ford has a market share of 18% in the global market whereas Mitsubishi Motors has a market share of around 1 to 2%. There is a lot of competition in the automobile market with big giants of US car manufacturers, Japan car manufacturers and European car manufacturers across the world. The other competitors include Chrysler, General Motors Corporation, Toyota Motors, Nissan, Honda, Mercedes, and BMW. To answer my question I've used variety or research methods: Primary research methods and Secondary research methods. Primary research involves obtaining original data directly about the product and market. Primary research data is data that does not exist before, this data is accumulated to answer specific question. I used this research method because it provides the actual date directly from the market and analysis or this data can give accurate results. Secondary research methods include gathering data that has already been produced from relevant sources. Less effort is required in gathering this information and hence more concentration can be done on analyzing this information. The results from research are attached as Appendix-A Ford Motor Company holds a competitive edge over Mitsubishi Motors as it has captured a market share of 18% world wide as appose to Mitsubishi Motors 1.5% only. Other than North America, Ford Motor Company sales are higher and are steadily growing. Mitsubishi Motors apart from Russian markets has failed to capture any significant sales. Ford Motor Company has shown profit for the third consecutive year amounting to $2 billion or 1.04 per share giving rich dividend to the investors and gaining trust of investors thereby hoping to get more investments in the next year. Mitsubishi motors trying to survive have suffered an operating loss of 13.8 Billion yen for the first quarter of 2005 alone. Significant root cause being the loss of revenue due to fewer sales in North American markets. Ford Motors Company had a Sales Revenue of $178.1 Billion in 2005 as appose to $171.7 billion in 2004 significantly indicating the increase in the sales world wide. Mitsubishi motors had generated Sales revenue of 485.8 billion yen, down 71.8 billion yen from the same period last year (557.6 billion yen), indicating a downward trend in the sales of Mitsubishi vehicles world wide. Questionnaires and interviews with the different people have yielded a sure case of popularity of Ford brand names as oppose to the Mitsubishi brand names. Mitsubishi has one

Why it is starting to Seem like the Bad Guys are the Only Good Guys Essay

Why it is starting to Seem like the Bad Guys are the Only Good Guys - Essay Example In an episode that has recently been going round, â€Å"The office† the role of a bad guy who attracts the favour of the audience arises. A clueless boss referred to as Michael Scott dispatches his workplace rival by planting marijuana inside the desk of his nemesis so that police can find it. Although the action seems to be awfully mean, Michael admits that â€Å"the action is unpleasant but sometimes the end is justified by the means† (Newsweek Staff 1). Unfortunate for him, Michael does not realise that the marijuana he bought was a baggie that had been filled with basil caprese salad which leads to failure in his mission. The story seems funny to many audience and even a larger number would sympathise with Michael on his failed mission. This reveals that the role of characters in a program has been changing with time. A time when programs were only characterised with good guys or heroes who could not harm anyone in a movie have changed. The modern set of audience is diverse and people have developed a huge interest in areas where the bad guys thrives by believing in what they are doing as right even when it’s a malicious plan against an opponent. Michael would be celebrated by many guys if he succeeded in his malicious plan against his rival (Newsweek Staff 1). It could be argued that the political climate in the last ten years has influenced the audience to turn to antihero interest in various matters especially in viewing the bad guys in the movies as heroes. This could be as a result of rise in intelligence investigations, terrorism and other horrific events in lives of people.

Clement Greenbergs Past Theories of Post-Modernism Essay

Clement Greenbergs Past Theories of Post-Modernism - Essay Example The essay "Clement Greenberg’s Past Theories of Post-Modernism" gives a review of Clement Greenberg’s past theories of post-modernism. Within the context of the stated, the research aims to respond to the question of the applicability of Greenberg’s post-modernism theory to contemporary photographic art. In an attempt to satisfy the stated purposes, the research will first overview Greenberg’s writings, following from which it will define and discuss the concepts of modernism and postmodernism. It will also look towards the works of female photographers and critically analyse the works of three photographers. Prior to proceeding, it is necessary to clarify that the essay focuses on female photographers and the feminist artistic movement. The said approach/focus was determined by the importance of establishing a clear and precise focus for this research and, secondly, by the fact that the feminist movement, especially in the arts, is often argued to have be en enabled by both modernism and postmodernism, on the one hand, and to have promoted and popularised modernism and postmodernism, on the other. In Greenberg's Early Criticism, there is an emphasis on the dominance of literature over other arts. As far as he was concerned, Klee's work is representative of the continual struggle which visual art has with literature. Within the context of the stated, in Greenberg's Early Criticism, the canvas is the product of a struggle and conflict. Harmony is important to Greenberg, but not at the expense of intensity.

Why men's basketball is better than women's basketball Essay

Why men's basketball is better than women's basketball - Essay Example This paper analyses the above preposition from three different writers, and considers their perception and the rhetorical tools they have used to drive their points and how effective the tools are in accomplishing the writer’s objective. The first article written by Josh Kramer posits that by comparison, men’s basketball is better than that of the women in more than one way. In this sense, the writer employed the use of strategies in order to communicate and deliver his arguments and views. Where as he acknowledges that every ones opinion matters in this assessment, he also asserts that there are some inherent things with men’s basketball that makes it much cherished compared to that of the women (Kramer). He considers the airtime that the two are given and explains that men are given more than women and the situation makes it possible for men to dominate the game than women. On the other hand, the author also posits that in women basketball, there is no overall excitement as compared to that of men. These among other thing like the predictability of the women game makes it too boring to attend to and watch. In order to drive his point home, the author has used rhetorical tools to channel the same, for example.

Best friends Essay Example for Free

Best friends Essay Sometimes I wonder how my life would be without my best friend Tonya, after thirteen years of putting up with each other we are still as inseparable as ever. We know everything about one another, share everything, and spend hours talking to each other developing a relationship that cannot compare any other friendship. Many times when we are together we are mistaken for sisters and its easy to understand why; we both stand little over five foot tall, have blonde hair, blue eyes, and wear the same size clothing. It always seems that my closet has more of her clothes in it than mine and vice-versa. Our mothers can never stop comparing notes as to how many clothes they have bought us that theyve never seen on their actual child wear. When we are together people swears that we speak a different language and between finishing each others sentences, the jumps in topics, and the giggles its amazing that we even understand each other. After spending all day together we always end up talking on the phone for hours and many times repeating the same conversations without ever realizing it. For some people its hard to imagine being friends with someone for so long, but if I were to choose one person outside of my family that I could not do without. I would pick my best friend Tonya. Weve helped each other through the good times and bad and held each other when some guy has broken our hearts and even yelled at each others parents. She is as much a part of my family as anyone else, no matter what anyone says. We are best friends and so much more, everyday I am thankful that we found each other so many years ago because neither of our lives have ever been the same.

Impact of Transport Costs on Housing Decisions

Impact of Transport Costs on Housing Decisions This study will emphasise on the effect of transportation cost towards the decision of housing location. The case study will be held in Bandar Saujana Putra, Selangor. This study will be using the quantitative methods to further study the effect of transportation cost towards the decision of housing location. Background In the search for lower cost housing, working families often locate far from their place of work and this will resulting in the increasing of their transportation costs and commute times. However, for many such families, the transportation costs exceed their housing costs. According to Bernstein (2001), affordability has never been just about housing cost, it is actually the interaction between housing and transportation cost that provide more meaningful measure of affordability. Hence, choosing a location-efficient neighbourhood near transit, services and jobs, families can reduce monthly household expenses. This study will emphasise on the model of land use and prices formulated by Von Thunen in 1826, a German economist. The theory concentrates on difference in relative transport costs in different types of agricultural production. According to J. Harvey (1997), he made assumptions that a boundless flat and featureless plain over which natural resources and climate are distributed uniformly and there is a central market for the area. Furthermore, he also assumed that the farmer used uniform horse and cart transport facilities to this central market, and different foods can be grown, but since these differ in bulk, the cost of transporting them to the market also differs. For each type of product, transport cost varies directly and proportionately with distance from the central market. However, the receipts from cultivation of one hectare of land are the same for all types of product. Given by these assumptions, it pictures the rent-paying capacity as a function of transport cost and the distance from the market. As distance from the market increases the total costs are raised by the increased cost of transport of the cultivation product. However, this study will relates this theory with the decision of housing location of the case study in Bandar Saujana. It will examine whether the theory match the pattern of the housing location in regards with the transport cost. Bandar Saujana Putra is a new self-contained township located in Sepang Selangor. The township launched the first phase of the development in 2004, has an easy access to the town centre using ELITE Highway. Its easy access to the town made Bandar Saujana Putra an ideal for the case study as the resident able to travel to the respective location of their needs. Statement of Problems: The township of Bandar Saujana Putra is located approximately 20km from the centre of Kuala Lumpur and the residents enjoy an easy access via ELITE Highway. However, how the transportation cost is plays a role in determining the decision to reside in Bandar Saujana Putra? Furthermore, does the Von Thunen theory explain the pattern of location theory in the case of Bandar Saujana Putra? Objectives of Study: The main objective of the study is to examine the effects of transportation cost towards the decision of housing location. The second objective of the study is to examine whether Von Thunen theory match the pattern of location theory in Bandar Saujana Putra. Scope of Study: The study is confined to the areas of Bandar Saujana Putra, Selangor since it is located approximately 20 km away from city centre and easily accessible. The respondent of the questionnaire are limited to the residents of Bandar Saujana Putra and analysis as well as findings from the rental and property price will be used to accomplish the objectives mentioned above. The difficulty and limitation for the study arise when distributing the sample questionnaire and to get the feedback from the respondents. There will be situation where the respondents that have been approached will not or hesitate to give cooperation to the sample questionnaire. Research Methodology: The study would be done in an analytic manner. The information that is needed to examine the issue will be obtained from primary and secondary data. Primary Data: Primary data refers to the first-hand data, which required data collection. For this study, it will mainly involve in the distribution of questionnaire to the residents of Bandar Saujana Putra. The analysis will also be done according to the study areas in order to examine the transport cost of the residents. The question will be in objective manner administered to arrive to the objectives of the study. Secondary Data: The second method is secondary data which will mostly comprise of data collection through references of such as relevant books, journal, conference paper, newspaper and magazine articles and also online references. The data will also obtain from the economic text book which further explained the theory related to the study. Significant of Study: It is hoped that the anticipated outcome of this study can benefit the government especially the Town Planners in determining the structure of local city plan. While planning for housing development and also commercial hub, the developer and town planners have to consider the factors of distance and transportation as these two related closely to the affordability factor of a household. Secondly, this study will also benefit the house buyer in determining the location of the house as the distance and transportation cost is concern. The study will enlighten as how the location factors of property affects the daily budget of a household. The study also points to the importance of infill development that expands the supply of affordable housing in inner city and older suburban neighbourhoods that have good access to traditional job centres; the development of more affordable housing near transportation hubs and suburban employment centres. Lastly, the study intends to benefit the students as it will open up more discussion regarding the issue. Further research can be done to improve the findings of this study and hopefully it will beneficial towards the knowledge of the students. Organisation of Study: This study will consist of five chapters where the first chapter provides a brief concept and overview of Von Thunen theory that will be discussed further in the Literature Review. The first chapter consist of the introduction of the study and also statement problem that initiates the study. The first chapter also explained on the limitation faced on doing the study and the significance of this study. Meanwhile, the second chapter will discuss on literature review related to the study. It will mainly focus on the concept of the dynamic of Von Thunen theory in relation of the property market. The next part of the chapter will look further on the theory of urban economic and the formulation of the theory towards the locational decision. It will further strengthen the understanding of the theory based on the literature reviewed. Chapter three will discuss further on the methodology used in obtaining the information for the study. The quantitative methods of distributing questionnaire will be discussed further as well as the qualitative research methods used in the study. The qualitative research of collecting, analyzing, and interpreting data is by observing the current market trend. This chapter will further emphasise on the case study chosen which is Bandar Saujana Putra, Selangor. The fourth chapter of the study will shows the analysis of the data collected previously. Information and data that is obtained from the survey of the market rental will be further detailed in this chapter using the appropriate graphs and diagrams. The analysis of the findings is further discussed in relation to the patterns of economic rent in the market. The last chapter will conclude the analysis of the findings and draws the recommendation of the further study to compliment this research. It will also determine the confirmation of the objectives of this study as well as the holistic achievement of the study. Chapter 2: Literature Review Introduction: This chapter will explain further on the previous literature and writing in regards of the urban land use in general and Von Thunen theory of locational decision. Other than that, this chapter will also discuss on the limitation of the theory as well as the formulation of the theory. Background: Urban land use comprises two elements; the nature of land use which relates to which activities are taking place, and the level of spatial accumulation which indicates their intensity and concentration. Central areas compared to peripheral area have a high level of spatial accumulation and corresponding land uses such as retail while peripheral areas, on the other hand have lower levels of accumulation. In addition most economic as suggested by Gordon (2005), social or cultural activities imply a multitude of functions, such as production, consumption and distribution. These functions take place only at specific locations and are part of an activity system. Therefore activities have a spatial imprint whereby some are routine activities as they occur regularly and are thus predictable, such as commuting and shopping. Others are institutional activities that tend to be irregular, and are shaped by lifestyle for example sports and leisure, by special needs for example healthcare. Still others are production activities that are related to manufacturing and distribution, whose linkages may be local, regional or global. In short, the behavioural patterns of individuals, institutions and firms have an imprint on land use and the representation of this imprint requires a typology of land use, which can be formal or functional: Formal land use: The representations are concerned with qualitative attributes of space such as its form, pattern and aspect and are descriptive in nature. Functional land use: The representations are concerned with the economic nature of activities such as production, consumption, residence, and transport, and are mainly a socioeconomic description of space. Residential accommodation: The stock of residential accommodation varies from multi-storey flat near the city centre, through back-to-back terrace houses and then semi-detached, to detached houses often standing in spacious ground. This stock of residential accommodation reflects decisions taken at some time in the past because of the building costs rule out the choice of new construction for a substantial part of the population. If the residence is to compete land away from other uses then sites would have to be developed to higher densities in or near the position of greatest accessibility than elsewhere, because sites in that area provide optimum location for higher order uses such as offices and retailing. According to Smith (1997), there is a relationship between a persons income, his place of residence and his place of work, although the correlation is not fixed, for individuals differ in the proportion of their incomes they choose to spend on accommodation. An individual, according to Cunningham (1999), seeking to maximise utility, must weigh his desire for access to his place of work against various possible combinations of commuting costs and accommodation prices and his other desires for urban contacts and amenities. Incomes will determine how far a households residence preference can be indulged. With differing preference consumers in the same group of income may demand different type of accommodation. On the other hand, those desiring contacts furnished by near central locations have the advantage of lower transport cost but frequently have to sacrifice certain site amenities. Where persons of unlike incomes lives at distances where they incur the same commuting costs then the person with the highest income will occupy the best accommodation, and so on. Urban Land Use: Commercial land use according to Faraday (1997) and supported by Lean (2001) involves relationships with its supplier and customers as it support the claim that land use in both formal and functional representations implies a set of relationships with other land uses. A level of accessibility to both systems of circulation must be present because relationships with suppliers will dominantly be related with movements of freight; relationships with customers would include movements of people. Since each type of land use has its own specific mobility requirements, transportation is one of the factors of activity location and is therefore associated intimately with land use. Within the urban system each activity occupies a suitable, but not necessarily optimal location, from which it derives rent. Transportation and land use interactions mostly consider the retroactive relationships between activities, which are land use related, and accessibility, which is transportation related. These relationships often have been described as a chicken-and-egg problem since it is difficult to identify the triggering cause of change; do transportation changes precede land use changes or vice-versa? Urban transportation aims at supporting transport demands generated by the diversity of urban activities in a diversity of urban contexts. A key for understanding urban entities thus lies in the analysis of patterns and processes of the transport / land use system. This system is highly complex and involves several relationships between the transport system, spatial interactions and land use: Transport system: It will consider the set of transport infrastructures and modes that are supporting urban movements of passengers and freight. It generally expresses the level of accessibility. Spatial interactions: It will consider the nature, extent, origins and destinations of the urban movements of passengers and freight. They take into consideration the attributes of the transport system as well as the land use factors that are generating and attracting movements. Land use: It will consider the level of spatial accumulation of activities and their associated levels of mobility requirements. Land use is commonly linked with demographic and economic attributes. Accessibility: Accessibility evaluates the net economic costs of moving persons and goods between one place and another place. It is, therefore, not only concerned with the distance to be travelled between two places but, more important, with the time taken to travel that distance, i.e., with all the factor costs in any journey (Lean , 2001). However, accessibility does not affect solely the real costs incurred by movement but also the real benefits derived. The residential demand for urban land also depends upon accessibility but the capital sum a residential user pays to obtain a site represents a money evaluation of the satisfaction to be derived from that site. According to Goddall (2001) residential demand depends upon utility or satisfaction and the residential user seeks that the site which allows him to maximise his utility. Thus, for the residential user travelling, whether to work, to shops, or for pleasure, represent a disutility and each person wishes to minimise these disutilities such as the time and money costs of travelling. Disutilities would be minimised if a residential user located himself on a site with a high degree of accessibility, so residential use would compete with business uses for accessible site. However, for a residential there are certain amenities considerations involved in the choice of site which confer satisfaction/utility upon the user. The amenity value of a site depends upon factors not readily assessable in financial terms such as space, quiet, fresh air, etc. According to Wardour (1997) the choice of a residential site is, in many cases, a compromise because the desire to minimise travelling disutilities demands a relatively accessible, therefore central site, whereas the quest for amenity leads towards less accessible sites some way from the city centre. Greater amenity can usually be achieved by accepting additional travelling disutility. Urban Land Use Model: Von Thunen Ring Model: The relationships between transportation and land use are rich in theoretical representations that have contributed much too geographical sciences. Several descriptive and analytical models of urban land use have been developed over time, with increased levels of complexity where all of them involve some consideration of transport in the explanations of urban land use structures according to Carter (1995). However, this study will emphasise on the oldest land use theory by Johann Heinrich Von Thunen. According to Rodrigue (2000) modern location economics began with Von Thunen (1826). Being the first to develop a basic analytical model of the relationships between markets, production, and distance he too looked upon the agricultural landscape as the purpose in this study. The relative costs of transporting different agricultural commodities to the central market determined the agricultural land use around a city. The most productive activities will thus compete for the closest land to the market and less productive activities will be located further away. The model has a set of basic assumptions which reflects agricultural conditions around a city in the early 19th century: Isolation: There is one isolated market in an isolated state having no interactions (trade) with the outside. Ubiquitous land characteristics: The land surrounding the market is entirely flat and its fertility uniform. Transportation: It is assumed there are no transport infrastructures such as roads or rivers and that farmers are transporting their production to the market using horses and carts. Transportation costs are dependent of the type of commodity being transported to the market as well as the distance involved. Comparison of the relationships between production cost, the market price and the transport cost of an agricultural commodity is explained thoroughly as follows: R = Y(p-c) Yfm R = Rent per unit of land. Y = Yield per unit of land. p = market price per unit of yield. c = Average production costs per unit of yield. m = Distance from market (in kilometers or miles). f = Freight rate per unit of yield and unit of distance.   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Carter (1995) further explained that all agricultural land uses are maximizing their productivity (rent) whereby in this case it is dependent upon their location from the market (Central City). Discourse community of farmer play significant role as they are to maximize his profit which is simply the market price minus the transport and production costs. The most productive activities such as gardening or milk production or activities which cost higher in transportation (firewood) are located near to the market. The above figure provides an overview of Von Thunens agricultural land use model with the basic assumptions being applied such as isolation, ubiquity, and transportation. It can be divided into two parts: The pure isolated state over an isotropic plain (left). In this case, the model takes a shape of perfect concentric circles. The potential impacts of modified transport costs (a navigable river) and the presence of a competing center (right). The relationships between agricultural land use and market distance are very difficult to establish in the contemporary context. Von Thunen primary objective was to determine the relationship between the intensities and type of agricultural production and the available markets. The physical and cultural complexities however, led him to disregard the variations in a large number of environmental and social conditions. Instead, he made seven basic assumptions, which formed the core of the theory. The ideal site consisted of completely rational (optimising) economic behaviour, an isolated state, a single central city, settlement in village far away from the city centre, and a racially homogeneous population, uniform topography, uniform climate and soil fertility, and a relatively uniform and primitive transportation cost according to Griffin (1968) and later supported by Rodrigue (2001). Sinclair (1966) however noted that Von Thunen primary concern was to discover and examine the laws which governed the pattern of agricultural land use existing in his time and within his experience. His dominant recognition was the land use pattern depended upon competition between various types of agriculture for the use of particular piece of land. The controlling factor in this competition was Economic Rent as defined here the return of investment in the land. Later it is sopported briefly by Rodrigue (2001) that form of land providing the greatest Economic Rent would make the highest bid for the land and displaced all others. The facts that transport cost increased with distance and they imparted a spatial variation to Economic Rent become an eye opener to Von Thunen whom later comes to realise that transportation costs were a primary factors determining Economic Rent. Hence, Economic Rent from any one land use can be expressed as a function of a distance from the market. Limitation of the Theory: In constructing the model complicating factors were assumed away, providing a laboratory in which the interplay between a small number of essential causal influences and their relations with certain effect could be studied. In particular this model provided a mechanism in which changing technical and economic inputs could be linked with evolving geographical patterns of production according to Samuelson (1983) and Linehan (2003). The attraction was thus, that the theory simplified the world by concentrating on the effects of one primary variable, transportation costs, on the location of agricultural production. Von Thunen himself accomplished this by creating the idea of the economic margin. In his view, land use areas were bounded by margins where one use became more cost-effective than another. Given von Thunens thesis, Peet, (1987) could attempt to explain how these factors may have changed historically and explain changes in the location of production. The uses of Von Thunen model, or derivatives of it, continue to this day among quantitative geographers for example, Wang and Guldmann (1997); Hill and Smith (1994); Linehan (2003). Even in 1966, however, the limitations of the model were accepted. Gaston (1997) followed by Linehan (2003) for instance admits Von Thunens analysis is basically descriptive rather than normative and does not explain changes over time or the possible effects of economies of scale. Despite this, Smith (2000) promotes the model because it made marginal economics geographical. In the years since these limitations in particular the fact that Von Thunen ignored changes over time have often been mentioned, but the model survives in importance in the minds of geographers and is a main subject of beginning economic geography courses. The most likely reason for this is that Von Thunen rings actually appear to exist in many cases. For instance, cities are often surrounded by a dairy ring. Von Thunen rings are one of the few very easily understandable models in geography that truly appear to explain a pattern in the world, even if the model is primarily descriptive and does not give much idea a bout how exactly this pattern came to be or what might happen to it in the future. Harvey made this argument in Social Justice and the City (1997), arguing that social scientists are attracted to models such as the Isolated State because they appear to be empirically relevant. Barnes (1998), following Haraway (1997). Latour (1987) and Linehan (2003), comments on the manner in which von Thunens model, in particular the concentric zone diagram showing agricultural land use rings of decreasing intensity with distance from the city, has been fetishized within economic geography. Barnes (1998) argues, based on the work of Barnbrock (1997) and Harvey (1997) that Von Thunens concept of the frontier wage, the just reward for work done that, if paid, would ensure worker harmony, leads to a more complete understanding of Von Thunens work. This sense of harmony was also Von Thunens vision of the isolated state in general, constructed not just an isolated state, but an ideal one. The rings were less a description of how the world is, but how it should be once social harmony was realized. The idea that the isolated state was not just descriptive but also prescriptive is emphasized by Barnbrock (1997), who writes that for von Thunen the Isolated State is the true representation of the final end mankind should strive for. He further quotes von Thunen, who states in the Isolated State we have in mind only the final goal. Harvey points out, however, that this was an essentially conservative goal. Through the imposition of the frontier wage and a more harmonious land use pattern, class conflict and social polarization would be minimized within German society. The lesson learned by neo-classical economists, Harvey argues, was that economic science could seek and spell out principles of social harmony without appeal to the political economy of the spatial fix. The use of Von Thunens ideas within geography highlights the conflicts within a discipline that strives both to find regularity in the world and to explain the patterns seen in specific places. The Isolated State theory is attractive because it one of the few easily understood location theories for which empirical examples can be easily drawn. Of course, these examples are never absolutely correct and often seem overly simplistic. Barnes (1998) analysis of Von Thunen and the social construction of Von Thunens theory within economic geography particularly help understand the use of Von Thunen within agricultural economics supported by Watson (2005). The idea that Von Thunens theories were not just descriptive but also prescriptive more closely parallels the attitudes of the agricultural economists, who were searching not just to describe land use but often also to restrict it in order to build a more harmonious dairy economy. Formulation of the Theory towards Locational Decision: In an attempt to test the hypothesis that market forces largely allocate the supply of sites among the alternatives uses within the urban area, Von Thunens agriculture land use model is adapted. The rising transportation costs explain the differentials rent among homogenous site as stated in the theory explained by Moss (2001). Understood the accessibility within an urban market will be at maximum at the city centre; the assumptions of a competitive market and a homogenous site will be given. As far as transport and commuting cost is concern the accessibility tend to decrease when distance from the market centre increases. Moss (2001) concluded that firms and households have no intentions to change location and ceteris paribus because profits and other objectives are maximised. Next output is optimal and the maximum efficiency of the city as a productive unit is realised. In fact, the resulting structure of land uses reflect institutional arrangement such as zoning ordinance, transportation system and policies of financial institutional as well as the competitive ranking of the city, i.e. its economic base. The location of firms and households within this structure depends heavily upon competitive bidding for specific sites since rent differentials result market forces require from each site that rent resulting from maximum utilisation or highest and best use. Maximum economic rent occurs at the market centre because the supply of sites and average transportation and commuting costs for the local market are least according to Seyfried (1963).   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Seyfried (1963), followed by Linehan (2003) also suggested that the wages and interest are among production costs and they are assumed to be independent of location, but transportation costs rise as distance increases which later cause the rent, the surplus of gross revenue over production costs, decline proportionately. The supply of sites, i.e., more and larger land unit, increases with the distance from centre. Therefore competing user of sites will locate relative to their economic rent potential so that a structure of site values relative to location results from market forces. This structure of urban land market can be visualised as a rent or value surface; the market centre is the apex which is the point or area of highest site value. In the other word, rent decline with distance so do the value and land uses too change. If sites of equal value are related, the iso-value lines or contours are a function of site rent o r value. Thus the spatial structure of land uses or the urban land market at a moment of time can be shown by the rent or value function or gradient. Conclusion:   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  The chapter on literature has discussed the concept of urban land use, the linkage between urban land use and the Von Thune theory, limitation on the theory as well as formulation of Von Thunen theory. The following chapter will discuss on the methodology of the study used in gathering all the information needed. CHAPTER 3: RESEARCH METHODOLOGY: Introduction: This chapter discusses in details the research methodology, which ensured that the objectives of the study can be achieved in a proper way. An appropriate research methodology application may avoid deviation against the objectives and gives clearer understanding on how the study is to be carried out. Validity of the research data and reliability of measurement will affect the practical research and accuracy of the result. Thus, the research methodology is directly connected to objective and problem statement of research. The second part of this chapter will go into details of the case study of Bandar Saujana Putra, Selangor. According to Yin (2003) a case study design should be considered when: the focus of the study is to answer how and why questions; you cannot manipulate the behaviour of those involved in the study; you want to cover contextual conditions because you believe they are relevant to the phenomenon under study; or the boundaries are not clear between the phenomenon and context. Research Design: Research design can be classified into exploratory research and conclusive research. Exploratory research design is mostly in qualitative nature while conclusive research design is in quantitative nature. It is more focus on the collecting data from primary or secondary data. It also involves in many qualitative data collection techniques such as focus groups and depth interview (Shukla, 2008). Qualitative data collection will provide a lot of information, however it also hard to interpret from the data collection. Meanwhile, qualitative case study is an approach to research that facilitates exploration of a phenomenon within its context using a variety of Impact of Transport Costs on Housing Decisions Impact of Transport Costs on Housing Decisions This study will emphasise on the effect of transportation cost towards the decision of housing location. The case study will be held in Bandar Saujana Putra, Selangor. This study will be using the quantitative methods to further study the effect of transportation cost towards the decision of housing location. Background In the search for lower cost housing, working families often locate far from their place of work and this will resulting in the increasing of their transportation costs and commute times. However, for many such families, the transportation costs exceed their housing costs. According to Bernstein (2001), affordability has never been just about housing cost, it is actually the interaction between housing and transportation cost that provide more meaningful measure of affordability. Hence, choosing a location-efficient neighbourhood near transit, services and jobs, families can reduce monthly household expenses. This study will emphasise on the model of land use and prices formulated by Von Thunen in 1826, a German economist. The theory concentrates on difference in relative transport costs in different types of agricultural production. According to J. Harvey (1997), he made assumptions that a boundless flat and featureless plain over which natural resources and climate are distributed uniformly and there is a central market for the area. Furthermore, he also assumed that the farmer used uniform horse and cart transport facilities to this central market, and different foods can be grown, but since these differ in bulk, the cost of transporting them to the market also differs. For each type of product, transport cost varies directly and proportionately with distance from the central market. However, the receipts from cultivation of one hectare of land are the same for all types of product. Given by these assumptions, it pictures the rent-paying capacity as a function of transport cost and the distance from the market. As distance from the market increases the total costs are raised by the increased cost of transport of the cultivation product. However, this study will relates this theory with the decision of housing location of the case study in Bandar Saujana. It will examine whether the theory match the pattern of the housing location in regards with the transport cost. Bandar Saujana Putra is a new self-contained township located in Sepang Selangor. The township launched the first phase of the development in 2004, has an easy access to the town centre using ELITE Highway. Its easy access to the town made Bandar Saujana Putra an ideal for the case study as the resident able to travel to the respective location of their needs. Statement of Problems: The township of Bandar Saujana Putra is located approximately 20km from the centre of Kuala Lumpur and the residents enjoy an easy access via ELITE Highway. However, how the transportation cost is plays a role in determining the decision to reside in Bandar Saujana Putra? Furthermore, does the Von Thunen theory explain the pattern of location theory in the case of Bandar Saujana Putra? Objectives of Study: The main objective of the study is to examine the effects of transportation cost towards the decision of housing location. The second objective of the study is to examine whether Von Thunen theory match the pattern of location theory in Bandar Saujana Putra. Scope of Study: The study is confined to the areas of Bandar Saujana Putra, Selangor since it is located approximately 20 km away from city centre and easily accessible. The respondent of the questionnaire are limited to the residents of Bandar Saujana Putra and analysis as well as findings from the rental and property price will be used to accomplish the objectives mentioned above. The difficulty and limitation for the study arise when distributing the sample questionnaire and to get the feedback from the respondents. There will be situation where the respondents that have been approached will not or hesitate to give cooperation to the sample questionnaire. Research Methodology: The study would be done in an analytic manner. The information that is needed to examine the issue will be obtained from primary and secondary data. Primary Data: Primary data refers to the first-hand data, which required data collection. For this study, it will mainly involve in the distribution of questionnaire to the residents of Bandar Saujana Putra. The analysis will also be done according to the study areas in order to examine the transport cost of the residents. The question will be in objective manner administered to arrive to the objectives of the study. Secondary Data: The second method is secondary data which will mostly comprise of data collection through references of such as relevant books, journal, conference paper, newspaper and magazine articles and also online references. The data will also obtain from the economic text book which further explained the theory related to the study. Significant of Study: It is hoped that the anticipated outcome of this study can benefit the government especially the Town Planners in determining the structure of local city plan. While planning for housing development and also commercial hub, the developer and town planners have to consider the factors of distance and transportation as these two related closely to the affordability factor of a household. Secondly, this study will also benefit the house buyer in determining the location of the house as the distance and transportation cost is concern. The study will enlighten as how the location factors of property affects the daily budget of a household. The study also points to the importance of infill development that expands the supply of affordable housing in inner city and older suburban neighbourhoods that have good access to traditional job centres; the development of more affordable housing near transportation hubs and suburban employment centres. Lastly, the study intends to benefit the students as it will open up more discussion regarding the issue. Further research can be done to improve the findings of this study and hopefully it will beneficial towards the knowledge of the students. Organisation of Study: This study will consist of five chapters where the first chapter provides a brief concept and overview of Von Thunen theory that will be discussed further in the Literature Review. The first chapter consist of the introduction of the study and also statement problem that initiates the study. The first chapter also explained on the limitation faced on doing the study and the significance of this study. Meanwhile, the second chapter will discuss on literature review related to the study. It will mainly focus on the concept of the dynamic of Von Thunen theory in relation of the property market. The next part of the chapter will look further on the theory of urban economic and the formulation of the theory towards the locational decision. It will further strengthen the understanding of the theory based on the literature reviewed. Chapter three will discuss further on the methodology used in obtaining the information for the study. The quantitative methods of distributing questionnaire will be discussed further as well as the qualitative research methods used in the study. The qualitative research of collecting, analyzing, and interpreting data is by observing the current market trend. This chapter will further emphasise on the case study chosen which is Bandar Saujana Putra, Selangor. The fourth chapter of the study will shows the analysis of the data collected previously. Information and data that is obtained from the survey of the market rental will be further detailed in this chapter using the appropriate graphs and diagrams. The analysis of the findings is further discussed in relation to the patterns of economic rent in the market. The last chapter will conclude the analysis of the findings and draws the recommendation of the further study to compliment this research. It will also determine the confirmation of the objectives of this study as well as the holistic achievement of the study. Chapter 2: Literature Review Introduction: This chapter will explain further on the previous literature and writing in regards of the urban land use in general and Von Thunen theory of locational decision. Other than that, this chapter will also discuss on the limitation of the theory as well as the formulation of the theory. Background: Urban land use comprises two elements; the nature of land use which relates to which activities are taking place, and the level of spatial accumulation which indicates their intensity and concentration. Central areas compared to peripheral area have a high level of spatial accumulation and corresponding land uses such as retail while peripheral areas, on the other hand have lower levels of accumulation. In addition most economic as suggested by Gordon (2005), social or cultural activities imply a multitude of functions, such as production, consumption and distribution. These functions take place only at specific locations and are part of an activity system. Therefore activities have a spatial imprint whereby some are routine activities as they occur regularly and are thus predictable, such as commuting and shopping. Others are institutional activities that tend to be irregular, and are shaped by lifestyle for example sports and leisure, by special needs for example healthcare. Still others are production activities that are related to manufacturing and distribution, whose linkages may be local, regional or global. In short, the behavioural patterns of individuals, institutions and firms have an imprint on land use and the representation of this imprint requires a typology of land use, which can be formal or functional: Formal land use: The representations are concerned with qualitative attributes of space such as its form, pattern and aspect and are descriptive in nature. Functional land use: The representations are concerned with the economic nature of activities such as production, consumption, residence, and transport, and are mainly a socioeconomic description of space. Residential accommodation: The stock of residential accommodation varies from multi-storey flat near the city centre, through back-to-back terrace houses and then semi-detached, to detached houses often standing in spacious ground. This stock of residential accommodation reflects decisions taken at some time in the past because of the building costs rule out the choice of new construction for a substantial part of the population. If the residence is to compete land away from other uses then sites would have to be developed to higher densities in or near the position of greatest accessibility than elsewhere, because sites in that area provide optimum location for higher order uses such as offices and retailing. According to Smith (1997), there is a relationship between a persons income, his place of residence and his place of work, although the correlation is not fixed, for individuals differ in the proportion of their incomes they choose to spend on accommodation. An individual, according to Cunningham (1999), seeking to maximise utility, must weigh his desire for access to his place of work against various possible combinations of commuting costs and accommodation prices and his other desires for urban contacts and amenities. Incomes will determine how far a households residence preference can be indulged. With differing preference consumers in the same group of income may demand different type of accommodation. On the other hand, those desiring contacts furnished by near central locations have the advantage of lower transport cost but frequently have to sacrifice certain site amenities. Where persons of unlike incomes lives at distances where they incur the same commuting costs then the person with the highest income will occupy the best accommodation, and so on. Urban Land Use: Commercial land use according to Faraday (1997) and supported by Lean (2001) involves relationships with its supplier and customers as it support the claim that land use in both formal and functional representations implies a set of relationships with other land uses. A level of accessibility to both systems of circulation must be present because relationships with suppliers will dominantly be related with movements of freight; relationships with customers would include movements of people. Since each type of land use has its own specific mobility requirements, transportation is one of the factors of activity location and is therefore associated intimately with land use. Within the urban system each activity occupies a suitable, but not necessarily optimal location, from which it derives rent. Transportation and land use interactions mostly consider the retroactive relationships between activities, which are land use related, and accessibility, which is transportation related. These relationships often have been described as a chicken-and-egg problem since it is difficult to identify the triggering cause of change; do transportation changes precede land use changes or vice-versa? Urban transportation aims at supporting transport demands generated by the diversity of urban activities in a diversity of urban contexts. A key for understanding urban entities thus lies in the analysis of patterns and processes of the transport / land use system. This system is highly complex and involves several relationships between the transport system, spatial interactions and land use: Transport system: It will consider the set of transport infrastructures and modes that are supporting urban movements of passengers and freight. It generally expresses the level of accessibility. Spatial interactions: It will consider the nature, extent, origins and destinations of the urban movements of passengers and freight. They take into consideration the attributes of the transport system as well as the land use factors that are generating and attracting movements. Land use: It will consider the level of spatial accumulation of activities and their associated levels of mobility requirements. Land use is commonly linked with demographic and economic attributes. Accessibility: Accessibility evaluates the net economic costs of moving persons and goods between one place and another place. It is, therefore, not only concerned with the distance to be travelled between two places but, more important, with the time taken to travel that distance, i.e., with all the factor costs in any journey (Lean , 2001). However, accessibility does not affect solely the real costs incurred by movement but also the real benefits derived. The residential demand for urban land also depends upon accessibility but the capital sum a residential user pays to obtain a site represents a money evaluation of the satisfaction to be derived from that site. According to Goddall (2001) residential demand depends upon utility or satisfaction and the residential user seeks that the site which allows him to maximise his utility. Thus, for the residential user travelling, whether to work, to shops, or for pleasure, represent a disutility and each person wishes to minimise these disutilities such as the time and money costs of travelling. Disutilities would be minimised if a residential user located himself on a site with a high degree of accessibility, so residential use would compete with business uses for accessible site. However, for a residential there are certain amenities considerations involved in the choice of site which confer satisfaction/utility upon the user. The amenity value of a site depends upon factors not readily assessable in financial terms such as space, quiet, fresh air, etc. According to Wardour (1997) the choice of a residential site is, in many cases, a compromise because the desire to minimise travelling disutilities demands a relatively accessible, therefore central site, whereas the quest for amenity leads towards less accessible sites some way from the city centre. Greater amenity can usually be achieved by accepting additional travelling disutility. Urban Land Use Model: Von Thunen Ring Model: The relationships between transportation and land use are rich in theoretical representations that have contributed much too geographical sciences. Several descriptive and analytical models of urban land use have been developed over time, with increased levels of complexity where all of them involve some consideration of transport in the explanations of urban land use structures according to Carter (1995). However, this study will emphasise on the oldest land use theory by Johann Heinrich Von Thunen. According to Rodrigue (2000) modern location economics began with Von Thunen (1826). Being the first to develop a basic analytical model of the relationships between markets, production, and distance he too looked upon the agricultural landscape as the purpose in this study. The relative costs of transporting different agricultural commodities to the central market determined the agricultural land use around a city. The most productive activities will thus compete for the closest land to the market and less productive activities will be located further away. The model has a set of basic assumptions which reflects agricultural conditions around a city in the early 19th century: Isolation: There is one isolated market in an isolated state having no interactions (trade) with the outside. Ubiquitous land characteristics: The land surrounding the market is entirely flat and its fertility uniform. Transportation: It is assumed there are no transport infrastructures such as roads or rivers and that farmers are transporting their production to the market using horses and carts. Transportation costs are dependent of the type of commodity being transported to the market as well as the distance involved. Comparison of the relationships between production cost, the market price and the transport cost of an agricultural commodity is explained thoroughly as follows: R = Y(p-c) Yfm R = Rent per unit of land. Y = Yield per unit of land. p = market price per unit of yield. c = Average production costs per unit of yield. m = Distance from market (in kilometers or miles). f = Freight rate per unit of yield and unit of distance.   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Carter (1995) further explained that all agricultural land uses are maximizing their productivity (rent) whereby in this case it is dependent upon their location from the market (Central City). Discourse community of farmer play significant role as they are to maximize his profit which is simply the market price minus the transport and production costs. The most productive activities such as gardening or milk production or activities which cost higher in transportation (firewood) are located near to the market. The above figure provides an overview of Von Thunens agricultural land use model with the basic assumptions being applied such as isolation, ubiquity, and transportation. It can be divided into two parts: The pure isolated state over an isotropic plain (left). In this case, the model takes a shape of perfect concentric circles. The potential impacts of modified transport costs (a navigable river) and the presence of a competing center (right). The relationships between agricultural land use and market distance are very difficult to establish in the contemporary context. Von Thunen primary objective was to determine the relationship between the intensities and type of agricultural production and the available markets. The physical and cultural complexities however, led him to disregard the variations in a large number of environmental and social conditions. Instead, he made seven basic assumptions, which formed the core of the theory. The ideal site consisted of completely rational (optimising) economic behaviour, an isolated state, a single central city, settlement in village far away from the city centre, and a racially homogeneous population, uniform topography, uniform climate and soil fertility, and a relatively uniform and primitive transportation cost according to Griffin (1968) and later supported by Rodrigue (2001). Sinclair (1966) however noted that Von Thunen primary concern was to discover and examine the laws which governed the pattern of agricultural land use existing in his time and within his experience. His dominant recognition was the land use pattern depended upon competition between various types of agriculture for the use of particular piece of land. The controlling factor in this competition was Economic Rent as defined here the return of investment in the land. Later it is sopported briefly by Rodrigue (2001) that form of land providing the greatest Economic Rent would make the highest bid for the land and displaced all others. The facts that transport cost increased with distance and they imparted a spatial variation to Economic Rent become an eye opener to Von Thunen whom later comes to realise that transportation costs were a primary factors determining Economic Rent. Hence, Economic Rent from any one land use can be expressed as a function of a distance from the market. Limitation of the Theory: In constructing the model complicating factors were assumed away, providing a laboratory in which the interplay between a small number of essential causal influences and their relations with certain effect could be studied. In particular this model provided a mechanism in which changing technical and economic inputs could be linked with evolving geographical patterns of production according to Samuelson (1983) and Linehan (2003). The attraction was thus, that the theory simplified the world by concentrating on the effects of one primary variable, transportation costs, on the location of agricultural production. Von Thunen himself accomplished this by creating the idea of the economic margin. In his view, land use areas were bounded by margins where one use became more cost-effective than another. Given von Thunens thesis, Peet, (1987) could attempt to explain how these factors may have changed historically and explain changes in the location of production. The uses of Von Thunen model, or derivatives of it, continue to this day among quantitative geographers for example, Wang and Guldmann (1997); Hill and Smith (1994); Linehan (2003). Even in 1966, however, the limitations of the model were accepted. Gaston (1997) followed by Linehan (2003) for instance admits Von Thunens analysis is basically descriptive rather than normative and does not explain changes over time or the possible effects of economies of scale. Despite this, Smith (2000) promotes the model because it made marginal economics geographical. In the years since these limitations in particular the fact that Von Thunen ignored changes over time have often been mentioned, but the model survives in importance in the minds of geographers and is a main subject of beginning economic geography courses. The most likely reason for this is that Von Thunen rings actually appear to exist in many cases. For instance, cities are often surrounded by a dairy ring. Von Thunen rings are one of the few very easily understandable models in geography that truly appear to explain a pattern in the world, even if the model is primarily descriptive and does not give much idea a bout how exactly this pattern came to be or what might happen to it in the future. Harvey made this argument in Social Justice and the City (1997), arguing that social scientists are attracted to models such as the Isolated State because they appear to be empirically relevant. Barnes (1998), following Haraway (1997). Latour (1987) and Linehan (2003), comments on the manner in which von Thunens model, in particular the concentric zone diagram showing agricultural land use rings of decreasing intensity with distance from the city, has been fetishized within economic geography. Barnes (1998) argues, based on the work of Barnbrock (1997) and Harvey (1997) that Von Thunens concept of the frontier wage, the just reward for work done that, if paid, would ensure worker harmony, leads to a more complete understanding of Von Thunens work. This sense of harmony was also Von Thunens vision of the isolated state in general, constructed not just an isolated state, but an ideal one. The rings were less a description of how the world is, but how it should be once social harmony was realized. The idea that the isolated state was not just descriptive but also prescriptive is emphasized by Barnbrock (1997), who writes that for von Thunen the Isolated State is the true representation of the final end mankind should strive for. He further quotes von Thunen, who states in the Isolated State we have in mind only the final goal. Harvey points out, however, that this was an essentially conservative goal. Through the imposition of the frontier wage and a more harmonious land use pattern, class conflict and social polarization would be minimized within German society. The lesson learned by neo-classical economists, Harvey argues, was that economic science could seek and spell out principles of social harmony without appeal to the political economy of the spatial fix. The use of Von Thunens ideas within geography highlights the conflicts within a discipline that strives both to find regularity in the world and to explain the patterns seen in specific places. The Isolated State theory is attractive because it one of the few easily understood location theories for which empirical examples can be easily drawn. Of course, these examples are never absolutely correct and often seem overly simplistic. Barnes (1998) analysis of Von Thunen and the social construction of Von Thunens theory within economic geography particularly help understand the use of Von Thunen within agricultural economics supported by Watson (2005). The idea that Von Thunens theories were not just descriptive but also prescriptive more closely parallels the attitudes of the agricultural economists, who were searching not just to describe land use but often also to restrict it in order to build a more harmonious dairy economy. Formulation of the Theory towards Locational Decision: In an attempt to test the hypothesis that market forces largely allocate the supply of sites among the alternatives uses within the urban area, Von Thunens agriculture land use model is adapted. The rising transportation costs explain the differentials rent among homogenous site as stated in the theory explained by Moss (2001). Understood the accessibility within an urban market will be at maximum at the city centre; the assumptions of a competitive market and a homogenous site will be given. As far as transport and commuting cost is concern the accessibility tend to decrease when distance from the market centre increases. Moss (2001) concluded that firms and households have no intentions to change location and ceteris paribus because profits and other objectives are maximised. Next output is optimal and the maximum efficiency of the city as a productive unit is realised. In fact, the resulting structure of land uses reflect institutional arrangement such as zoning ordinance, transportation system and policies of financial institutional as well as the competitive ranking of the city, i.e. its economic base. The location of firms and households within this structure depends heavily upon competitive bidding for specific sites since rent differentials result market forces require from each site that rent resulting from maximum utilisation or highest and best use. Maximum economic rent occurs at the market centre because the supply of sites and average transportation and commuting costs for the local market are least according to Seyfried (1963).   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Seyfried (1963), followed by Linehan (2003) also suggested that the wages and interest are among production costs and they are assumed to be independent of location, but transportation costs rise as distance increases which later cause the rent, the surplus of gross revenue over production costs, decline proportionately. The supply of sites, i.e., more and larger land unit, increases with the distance from centre. Therefore competing user of sites will locate relative to their economic rent potential so that a structure of site values relative to location results from market forces. This structure of urban land market can be visualised as a rent or value surface; the market centre is the apex which is the point or area of highest site value. In the other word, rent decline with distance so do the value and land uses too change. If sites of equal value are related, the iso-value lines or contours are a function of site rent o r value. Thus the spatial structure of land uses or the urban land market at a moment of time can be shown by the rent or value function or gradient. Conclusion:   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  The chapter on literature has discussed the concept of urban land use, the linkage between urban land use and the Von Thune theory, limitation on the theory as well as formulation of Von Thunen theory. The following chapter will discuss on the methodology of the study used in gathering all the information needed. CHAPTER 3: RESEARCH METHODOLOGY: Introduction: This chapter discusses in details the research methodology, which ensured that the objectives of the study can be achieved in a proper way. An appropriate research methodology application may avoid deviation against the objectives and gives clearer understanding on how the study is to be carried out. Validity of the research data and reliability of measurement will affect the practical research and accuracy of the result. Thus, the research methodology is directly connected to objective and problem statement of research. The second part of this chapter will go into details of the case study of Bandar Saujana Putra, Selangor. According to Yin (2003) a case study design should be considered when: the focus of the study is to answer how and why questions; you cannot manipulate the behaviour of those involved in the study; you want to cover contextual conditions because you believe they are relevant to the phenomenon under study; or the boundaries are not clear between the phenomenon and context. Research Design: Research design can be classified into exploratory research and conclusive research. Exploratory research design is mostly in qualitative nature while conclusive research design is in quantitative nature. It is more focus on the collecting data from primary or secondary data. It also involves in many qualitative data collection techniques such as focus groups and depth interview (Shukla, 2008). Qualitative data collection will provide a lot of information, however it also hard to interpret from the data collection. Meanwhile, qualitative case study is an approach to research that facilitates exploration of a phenomenon within its context using a variety of