Traffic

The solution will bring down the use of specialized hardware thus helping reduce cost and making implementation faster and easier. We shall use a pattern matching algorithm to compare the drivers’ driving style to predefined patterns depicting rash driving. These patterns will be based on a number of various parameters such as speed of the vehicle, radius of turns etc. If the patterns are matched then an alert will be generated in the form of a message, alarm or call. Keywords – Mobile Phones, Sensors, Driving Pattern, Android l. INTRODUCTION It goes without saying; a majority of accidents which occur are due to rash driving.

Crashes caused by lack of alertness in vehicle drivers pose a serious danger to people. This is hazardous not only to drivers themselves but also often to the general public. According to the report of U. S. National Highway Traffic Safety Shish Chuddar et. Al. Administration (NATHAN), more than a million people have died in traffic crashes in the United States since 1966. Also the main reason for the occurrence of these disasters was reckless driving. Till date, the detection of rash driving has been based on visual observations by patrol officers.

But detection through visual observations does not possess satisfactory results. So it is essential to develop systems that actively keep track of driver’s operating situations and generate alert on any insecure conditions to prevent accident. It is preferable that the actively monitoring system is real-time monitoring system with quick response, reliable with accurate performance, intrusive and has low cost. Mobile phone being a self-sufficient device, presents a mature hardware and software environment for the development of active rash driving monitoring system.

The system based on mobile phone can function effectively on its own because mobile phones are highly portable; all necessary components are already integrated therein, and their communication services have vast coverage. The minimum requirement for such a mobile phone platform is the presence of simple sensors, e. G. , accelerometer and orientation sensor. Now- 2131 wry. I]cams. Org a-days, many phones, especially smart phones, meet this requirement In this paper, we emphasize on using mobile phones as the platform for rash driving detection system development, as they provide the combination for detection and communication functions.

We shall build a yester that compares the driving style of the driver to predefined patterns depicting rash driving. These patterns will be based on a number of parameters like speed of vehicle, lane position maintenance and radius of turn. Driving patterns will be matched at real time. If the pattern matches the pre-stored pattern obtained in rash driving cases, immediately an alert would be generated and a message would be send to a concerned person. The performance of our system is evaluated by conducting real driving tests.

During these tests, we drive regularly or imitate the rash driving related behaviors. We also vary the position and orientation of mobile phones in the vehicle for the purpose of validation. The results show that our detection system achieves good performance in terms of false negative and false positive. In particular, this paper is organized as follows: Section II represents the methodology involved in Rash Driving Detection which includes Mobile Orientation, Pattern Generation and Matching and Alert Generation.

Section Ill represents the Mathematical Model that describes the input, output functionalities along with the success and failure cases. Section IV represents the System Design here we have mentioned about the nature of algorithm to be used for pattern matching. Section V represents the Energy Efficiency of the system. Section VI contains the implementation details of our system. Section VII concludes this paper. RASH DRIVING DETECTION A. Mobile Orientation The acceleration readings are provided by accelerometers in directions of x, y, and z axis, correspondingly represented by Ax; Ay and Az.

Acceleration readings in direction of x-, y-, and z-axis are with regard to the body of the mobile phone. A mobile phone’s orientation can be determined by orientation angles, I. E. Pitch and roll values. Pitch and roll represent the rotation around y-axis and z-axis. In the simplest case, we assume that the mobile phone is laid flat in the vehicle, with the top of phone toward the head of vehicle, so that the accelerations on x-axis and y-axis represent the lateral and longitudinal accelerations of vehicle, respectively.

However, the real situations are more complex. The mobile phone may be laid in the vehicle arbitrarily, neither flat nor heading toward the head of the vehicle. Therefore, we set a calibration procedure to help the system determine what direction is longitudinal. 2132 B. Pattern Generation and Matching The calibration procedure begins to work when the system detects the vehicle starts to move. Its starting movement gives the mobile phone a continuously initial longitudinal acceleration, either forward (to get off directly) or backward (to back off the vehicle first).

We denote this acceleration as vector AAA. It is much different from that in human movement. Next, we denote the angle between vector Ax and AAA as the angle between vector Ayah and AAA. These two angles are calculated as: driver’s side and a message is sent to a person whose contact details are taken into he system initially at the time of installation of the application. The message would contain a link providing the latitudinal and longitudinal coordinates of the current position of the driver. The exact location is determined through GAPS.

Thus, if the message is successfully delivered, an alert notification would be generated at the driver site and the driver will be rescued with the immediate effect. MATHEMATICAL MODEL S= {Ax, Ay, AZ, eye , ex, If,C, Altar, Alone, An, Ink, save, sham, Dry, AAA, LLC , SEC, UP,IF, FAA, Deed, Then the lateral and longitudinal components of acceleration are calculated using the formula: We have stored the test cases of rash driving data in a file. At run time, we will be matching the above obtained values with the pre-stored data using an efficient pattern matching algorithm.

Let S be the system that describes “Mobile based monitoring of driving patterns. ” Let A is the set of x, y and z components of acceleration. Let O is the set of pitch and roll values obtained from orientation sensor. Inputs: {Ax, Ay,Az 0= { eye , Oz} Let C is the set of lateral and longitudinal components of acceleration. Output: C = {Altar, Alone } Function: Sec: (A, 0) -+ C Where F is a non-injective function C. Alert Generation Once the pattern is successfully matched, an alarm is generated at the 2133 Let V is the set representing the average speed reached during driving and the maximum speed of the vehicle.

In this study, I will endeavour to discover if Northstowe is the answer to Cambridge’s problems and if anything has been learnt from development of earlier settlements, such as Bar Hill, Cambourne and Arbury. This means I am going to review the circumstances that were there when the settlements were built and see if the move made by the planners at the time was best for what happened in terms of the growth of the population and people wanting to live and work in the Cambridgeshire area, this has caused a lack of houses. This has meant huge price rises in houses making them unaffordable for first time buyers in the area.

As people cannot move into Cambridge directly because of the lack of housing, they have to move into the surrounding villages and towns making them also full, this is producing a lot of traffic moving in and out of Cambridge everyday which is a huge problem as the roads cannot handle the amount of traffic as Cambridge is a medieval town and was meant for horse and carts. This has created a lot of problems such as congestion and pollution. I went to Cambridge, Arbury, Oakington, Cambourne and Bar Hill to compare the housing, layout of the settlement, the environment and the services and jobs available. I was looking for open spaces, good sized houses and houses in good condition and overall a nice environment to live in. I collected my data from what I observed and my thoughts of the visited location.

Chapter 1

Just after the Second World War men were coming home and having spent years with the officers who were previously thought to be way above their class discovered that they weren’t so different and so there was a huge demand for housing as men and their wives began to want houses of their own away for the family.

Bar Hill began to be planned for in 1952 after the Development plan tried to contain growth, including the industrial growth inside the city of Cambridge and to limit the population to 100,000. Growth was instead to be encouraged in a ring of key villages around Cambridge. By 1964 these villages had grown so fast that the villagers were concerned that the character of the villages would be lost, so other villages further away were encouraged to grow. Also the idea of developing six new villages was put forward. Bar Hill was the only site to be developed. It met the three basic criteria, single ownership, marketable location, and well related to the existing development pattern.

Bar Hill was designed to have 1,250 houses, shopping and social facilities and a light industrial estate. It used the “Radburn” design principle which is where vehicles and pedestrians are segregated by having a perimeter road which has residential cul-de-sacs inside, linked by pedestrian routes leading to the village centre. Bar Hill was divided into 12 parts residentially and it was up to private developers who would meet some of the cost of village infrastructure and services. Developers needed to sell houses at a competitive price and soaring caused several developers to sell out, and slowed development. The village centre didn’t get built soon enough and so this discouraged people to buy houses more. The council had to eventually pay for a new fly over to encourage development, something that should have been paid for by the developers.

A local plan was made that made the final population 5,000 and demanded higher quality housing as produced originally, before developers tried to cut costs. During the 70’s houses building was slow but once the remaining land was sold off in parcels, construction speed up, although many low quality houses had already been built.

More warehousing and office floorspace was put forward to decrease the commuting in and out of the village and create a more inwardly motivated community. The parish council promoted community facilities and in 1980 the village hall was finally built.

A lot of progress was made when Tesco gained permission to build a superstore and petrol station, although Tesco bought the land and controlled what shops were allowed to operate. Tesco continued to grow, developing its floorspace and range of goods, it provides many jobs, although it reduced the number of smaller shops and services in Bar Hill. Industrially the land was taken up steadily, in 1985 there were 6 units vacant for a total of 56. Bar hill has attracted firms from abroad, other parts of the country and local companies wishing to expand in the area.

In 1994 South Cambridgeshire District Council granted outline planning permission for the settlement of Cambourne, 9 miles west of Cambridge and south of the A428 in the parishes of Bourn and Caxton. It is planned on 1000 acres of land to be an almost self contained community. When completed it will be 3,300 houses planned around three villages with traditional village greens, a local shopping centre, a 50 acre business park, shops, community facilities, such as a health centre, library and community centre, two primary schools, a public open space including a country park and recreational facilities such as a golf course. In 1998 construction began on the infrastructure of the first housing areas as well as the site entrance and roundabouts.

The first residents began living in Cambourne in august 1999, with 75 homes including low cost housing, occupied by the end of the year. More roads were built as more houses were built. Work began on the first phase of the business park, building two units. Landscaping started and the country park began. Construction began on the sewage system and balancing lakes.

More houses and roads completed in Great Cambourne in 2000 and work started in on lower Cambourne, with 170 families living there by the end of June. Monkfield park primary school completed along with the first children’s play area. The first phone box, post box and notice board were provided. Footpaths built in the Eco Park and country park. Structural landscaping continued on the outskirts of the site and Great Cambourne village green, and the five balancing lakes were finished.

Morrison’s supermarket opened in 2003. Planning permission for 1774 more houses was refused. By Easter 885 houses were occupied.

90 houses were built in 1999 and 300 more are being built per year over a further 11 years. 900 of the approximate 3,300 houses are to be rented. The homes are meant to be for all ranging from one to six bed roomed apartments and houses, retirement homes and affordable housing. The 50 acre business park, 5 acre industrial estate and village shops and services will provide at least 3,000 jobs so many villagers can live and work in Cambourne. Two primary schools will eventually be provided at Cambourne. Secondary education will be provided at an expanded Comberton village college. Once the 1000th house has been occupied the community centre has to be built.

It is fifteen years since the government recognised that developers receiving planning permission should be expected to make a contribution to the local community from the uplift in value which occurs when planning permission is granted. This policy was enshrined in section 106 of the Town and Country planning act 1990 which introduced a system of planning obligations enforced by contract between the local authority and the developer. At the same time the provision for affordable houses became a material consideration. This means that permission could be refused unless an appropriate contribution was agreed in areas where there was an identified need for additional affordable housing, which encompassed the vast majority of areas in England.

Providing affordable housing in this way has the potential for meeting thereof the government’s main affordable housing objectives.

Ensuring land is made available for that housing and does not have to be bought by housing associations on the open market. Providing a financial contribution from developers to expand the supply of affordable housing that can be obtained given available government funding. Supporting the mixed communities agenda both by putting as much as possible of the supply on the same sites as market housing and mixing what is provided between social renting and intermediate tenures to ensure that a range of household groups are on the site.

This relates to the Greenbelt because if anything is going to be built on the Greenbelt, it has to be sent to the government to be approved which if it is given shows a true cause and it will also be a good thing for the place where it is being built.

Chapter 2

In this section I have included annotated photos of the sites that went to and graphs to show the results of the neighbourhood survey.

I am going to discuss how well each site was designed to be a residential environment, whether it has a well designed environment and whether or not the facilities are adequate whether self-contained or not and whether there are any problems for example parking or traffic and whether it helps to solve Cambridge’s problems.

Accordia, Brooklands Avenue

Catherine Square, Arbury

Oakington

Bar Hill

Cambourne

Brooklands Avenue, as you can see in photo 1 the site was clean, the traffic was light and the houses were in good condition but the houses were not very spacious, there was a lack of privacy as well as a lack of open space and a lack of parking. As the graph 1, 2 and 3 show Brooklands Avenue although the housing isn’t spacious show that the environment around is nice and it’s in Cambridge and so there is not far to go to get into the centre.

This suggests that it could have been planned better as the houses are not very private and are quite small, this maybe because the flats where built on a brownfield site so the planners did the best they could also there is a lack of parking which is a problem because people will have 2 park on the street outside, creating the traffic problem worse. From my analysis you can see that the recent high density like Accordia near the centre of Cambridge are bad because they create more traffic problems and there isn’t enough room to house the cars. This supports the suggestion that settlement growth should be in new settlements like Northstowe because it takes the parked cars off of the roads in Cambridge making the traffic move more swiftly.

Arbury, as you can see in photo 2 the site is clean, the traffic was light, the houses were in a good condition, there was open space, it was more private than in Brooklands Avenue and the houses were more spacious and there was off street parking. As graph 1, 2 and 3 suggest the environment is well planned because there is open space, it is clean, and the housing is spacious and private. From my analysis you can see that recent low density developments like Catherine Square on the outskirts of Cambridge are good because it takes people out of Cambridge but bad because they have to commute into Cambridge to work. This both supports and doesn’t support the suggestion that settlement growth should be in new settlements like Northstowe because although it would be getting people out of the centre of Cambridge they would want to commute back into Cambridge to work so the traffic problems would worsen.

Oakington, as you can see in photo 3 the site is clean, the traffic was light, there is off street parking, there was a variety of housing styles and the landscape was nice. As graph 1, 2 and 3 suggest the environment was well planned, the houses were in good condition, the houses appeared spacious, there appeared to be amenities and the privacy was good, unlike Brooklands Avenue. This suggests the environment is well planned because the houses were in good condition, there was no vandalism, the houses had privacy, the area was clean and the place was well landscaped.

From my analysis you can see that old low density developments like Oakington outside of Cambridge are good because the housing is much better and the area is generally nicer, this supports the suggestion that settlement growth should be in new settlements like Northstowe because it is out of the city so better housing can be built and the landscaping will be better, however the commuting traffic will still be a problem inside the centre of Cambridge.

Bar Hill, as you can see in photo 4 the housing is small, and the style is unvaried and there is a lack of landscape, but the environment is clean and the houses are in good condition, but as graph 1, 2 and 3 suggest the poor housing outweighs the good environment and the closeness to services and jobs. This suggests the environment was well planned but because it was built in the 50’s the planners didn’t think ahead and so the houses are too small and all the same style because they were built to budget. From my analysis you can see that the recent development of Bar Hill outside Cambridge is good because it is possible to never leave Bar Hill because you can work, shop and eat there but people commute to other places to work because the work there is all the same, this is a problem because of the traffic going into Cambridge causing pollution and congestion.

Cambourne, as you can see in photo 5 has open spaces, spacious houses, the houses have amenities, the houses are styled differently, there private and there all in good condition. As graph 1, 2 and 3 show this was probably the best place we visited as I had the highest average score, also the area was clean, it was quiet, well landscaped and the traffic was light. This suggests the environment is well planned because of the good roads, the off street parking, the open space and the pavement for pedestrians. From my analysis you can see that the recent development of Cambourne outside Cambridge is good because it has made a place to live that u can live and work in without having to go elsewhere.

This supports the suggestion that settlement growth should be in new settlements like Northstowe because it keeps the villages which the greenbelt was founded to protect. Commuting people from villages who work in Cambridge have been severely affected by these developments because everyone is now trying to get into Cambridge the traffic is piling up and because Cambridge was not built to hold the vast amount of traffic that there is there are daily jams when people are trying to get in and out during peak times.

Chapter 3

My analysis of the 2 Cambridge sits and the 3 out of Cambridge sites reveal that although the housing is better quality and the places are of better standard outside they are producing huge amounts of traffic going into Cambridge where there is nowhere for them all to go, whereas the Cambridge sites make Cambridge easy to walk to making the traffic problems less but at a reduced niceness of house.

Advantages of Cambridge site

Disadvantages of Cambridge site

* Easy to get into town

* Can do things in town without having to worry about getting transport back

* Doesn’t increase traffic problem

* Not far from the centre of Cambridge

* Not far from a train station

* Not far from work

* Not very much space

* Can be loud

* Can be impossible to get out of Cambridge because of the traffic

* If there are road works you can still be late because of the traffic jams from the other cars

* Houses small and expensive

Advantages of non Cambridge site

Disadvantages of non Cambridge site

* Open spaces for parks and play areas

* Cleaner environment

* The area is well landscaped

* Quiet environment

* The traffic is light

* There is off street parking

* Pedestrians are well served for as well as cyclists

* Good roads for motorists

* Can be far away from Cambridge

* Commuting causes huge traffic problems by large amounts of people all needing to get in at the same time

* There might not be any public transport routes in where the new village is.

The alternatives being suggested are new villages/towns, new business parks next to old settlements, re-use land inside Cambridge or to use land on the edge of Cambridge’s greenbelt like Milton or King’s Hedges. These are not likely to happen in the near future because Northstowe is currently being planned, also the new town idea is Northstowe, and it will be a new town when built. The best choice would be to use brownfield sites in Cambridge itself or to revitalise places by building business parks next to old settlements providing more work out of Cambridge.

Chapter 4

6,000 new homes to be built at Northstowe by 2016, with an expansion to approximately 8,000 new homes by 2021 and beyond, there is going 2 be another boom in traffic in the centre of Cambridge and it won’t be able to cope so the pollution level will increase and so will the vandalism and crime in Cambridge. The way to reduce impact on the city of Cambridge when Northstowe is built is by making Cambridge easily accessible by bus, guided bus or train, this would reduce the traffic in the centre of Cambridge. To make this settlement work, in my findings, there should be open spaces, spacious good quality housing, a variety of style of housing, the houses should have amenities and they should have privacy.

Also the area should be quiet, well landscaped and should be suited for cyclists, pedestrians and motorists. There should be nearby schools, leisure facilities, shopping facilities, and a business park and also it should be well served by public transport.

Doing this would reduce Cambridge’s problems by making jobs outside of the centre of Cambridge, reducing the commuting, likewise with the good public transport. The schools would mean that people wouldn’t have to do a school run into Cambridge making the traffic even less. Having open spaces makes people stay in a village because they can go and relax there and also it means there can be clubs held which get the village together. Leisure facilities such as a swimming pool, cinema or a gym would give the people an alternative nearby instead of having 2 go into Cambridge for these. Also a village hall would be good for hosting parties or clubs such as a youth club that would keep youths out of Cambridge and keep them off the streets.

Conclusion

I agree that lessons have been learnt from Bar Hill and Cambourne but I doubt that these lessons will be used to full effect, because although Bar Hill’s circular outer road has been abolished from Cambourne and from what they expect Northstowe to look like (see diagram 1) it was quite a clever idea. Also from Bar Hill we have learnt that just because there are jobs that are in the village/town you are in, it doesn’t mean that the people will work there, they are more likely to commute to either Cambridge or London from a nearby train station.

The lessons learned from both of these new developments are saying the same thing that Cambridge cannot cope with the traffic that is pouring in from all the new settlements and from all the older ones. Also they have learnt that schools must be built nearby or in the town to help cope with the children because they cannot fit into the existing schools and the commuting to school would also put huge amounts of traffic on the road and this is what we are trying to stop. I don’t believe that Northstowe is the answer to Cambridge’s problems but other than flattening it and starting again from scratch, which is not do-able I believe it is the best way forward.

Another thing that should be built is a church of some kind because people commuting into Cambridge or nearby villages to go to church could also be seen as a problem to some people especially is a town like Northstowe had to move into the surrounding villages it would spell disaster for these quiet country villages.

Evaluation

If I did this project again I would improve it by going at a better time of day where there are more people about to complete the survey, and by visiting there more than once, to go back on a variety of occasions to see what exactly happens there. I think I’d need more time to get better feel for the survey and I could use more information on Northstowe to truly discover what they will be building.

Are Congestion Zones A Good Idea? In this report I will be finding out whether or not congestion zones are a good idea, using researched data, charts and tables to back up my ideas. The conclusion of this matter relies on how accurate and reliable the information is. Congestion Zones are used in hope that traffic gets reduced. The mayor of London has recently put congestion zones into place in hopes they will reduce traffic by 15%. Critics of the scheme however, say that it is unworkable and unfair. They also claim it will probably lead to more congestion as people try to avoid the charging areas.

Central London has had a dramatic cut in traffic since the introduction of the congestion charge. 40 000 less people are driving through the zone each Some people agree with the congestion charge, and can produce many facts to support their view. My source one can also provide many facts and figures. Source one says that since the congestion zone was put into place, traffic had been cut by 18%, and delays were down by 30% since the congestion zone has been bought in, the advantage of congestion zone was clear as the traffic was rapidly decreasing after the introduction of congestion zones.

If the traffic is reduced then there will be no delays so not that much pollution released in to the atmosphere; which leads to climate effects for example global warming. The public transport in the city has improved dramatically by 20%, with 29,000 more people using the service- which will mean much more money towards its improvement. This also contributes to the protection of our planet against climate changes which can have social effects. If more people chose to use the bus or taxi then this would improve their health as they would walk and always go on separate cars.

Source one also says that the streets of London were ‘clogged’ and the heavy traffic on the roads were costing businesses approximately i??2 million a week. Congestion zones are good because people only use them if they really have to, the evidence to this point is in source 1 when it states “there are 65,000 fewer car trips”, and so this means a cut down on gases being emitted into the air. So, less pollution. Source 1 also states that the costs that people pay are going towards the environment, new more environmentally friendly buses.

As i??50m is contributed mainly through quicker and more reliable journeys for road and bus users. This is also an advantage as the money is not going to the government but is used to help our transport. The news article declares that, Research, polls and surveys also shows that 75% of Londoners supported the scheme ‘because it works’. That factor that it really helps us as all of the congestion charge is kindly contributed to improving the public transport. Source 2 goes on saying that there research have shown that there was much urgently street works done with the help of this money, such as replacing ancient leaking water pipes.

If congestion zones are reducing traffic by 21 per cent and 70,000 cars every day then it must really work. On the other hand congestion zones can also become a disadvantage. For my second source, I have a newspaper article from London Evening Standard news to support my point. In this source, Angie Bray sates that the rate of traffic rose to 2. 6 and 2. 7 minutes per kilometre. This is a disadvantage as if there is a high traffic rate then the will be more pollution caused than cars at normal speed. The number of cars that was entering the congestion zone has rapidly increased from previous years.

The newspaper clearly states that “surely now is the time to start thinking about an alternative way to tackle congestion”. Evidently, the congestion charge did not really work out as the number of cars has risen. The local newspaper gave me evidence that congestion charge was a failure as it states that earlier this month their research has told them that traffic in the morning rush hour was running more slowly than before the scheme began. Angie Bray speaks that the charge has lost its main justification. Which is truly concerning as there is no change in climate. Congestion charge has a knock on effect on the environment and economically.

Not many people will want to pass through the zone unless it’s necessary, so they would find other alternative ways to pass the area causing more congestion in other roots. This effects the people around that area as they live in an atmosphere filled with bio-products. Thus, many would use buses to travel instead of their own cars. This again results in a disadvantage of congestion zones as there is more buses equals’ huge amount of pollution made by one bus against 10 cars. Congestion charges can affect people and also businesses. This is because businesses have lost profits after the congestion zones were placed.

As businesses need stock delivery which might need to cross the charging area which trails to extra costs, leading to lower profits. The workers might have to cross the congestion zone to go to work every day, resulting in quitting that job. This again affects the businesses to lose their workers. The evidence from source 1 supports my point as it states that 68% of retail businesses said the scheme would have been better without the charge. Source reliability can make all the difference, which is why I have picked three very reliable sources. My Source one is a report by BBCNEWS.

I feel this makes it very reliable. This is because the BBC is a well-known and trusted organisation, backed by the government. The Source also includes exclusive interviews for the BBC by the mayor of the time, Ken Livingstone. This report was published on the 17th February 2004. Though this source is a lot years old, I think it is still reliable, because the evidence is still valid. The Source is very relevant to the question, as it provides facts supported and given by the government, but also includes opinions of Londoners. The Source also has validity, as it addresses all the factors that it claims to.

My source 2 is as reliable as source one as it is a report from the local newspaper for London readers. It is well known in London so it is trusted a lot. This report contains exclusive interviews with Angie Bray. However it was published in 22th November 2007 as this means it are a couple of years old, so it is not reliable as this data is not up to date and might not be the case now. My source three holds a great importance of the reliability as it is reliable. This is because facts and figures form the article is as relevant and reliable. As it comes from a trust worthy newspaper article.

Because the stats are from the government, they are going to be very reliable indeed, as they will contain no gossip, rumours or assumptions. Out of all my Sources; I feel that my Source two is most reliable. This is due to age, validity, fact, bias, author and the exclusive interviews. This Source shows both positive and negative points about the congestion charge. The congestion charge also has an impact on many other things, which I can place under Social, Economic and Environmental. The social effects are that the people that will be affected by this are local.

It will mainly affect local, seeing as those in the area will either have to pay the charge, or they will be facing probable delays on alternate routes, due to the number of people trying to avoid the area. They will also benefit from the cleaner, safer air if they live around the congestion zones. If a person is caught up in heavy traffic their journey times will be unreliable, impacting on all sorts of thing such as family, work, health appointments etc. The economic effects are that for those that have no choice but to pass through the zone it is just adding to their payments.

Not only do they have bills and road tax, but now they have to pay i??8. 00 every time they need to get somewhere essential, such as my research shows some businesses are being affected by things such for instance stock delivery, which now costs the business more because of the charge. Finally the environmental effects are, obviously pollution plays a big part in the charge. My data shows that the pollution levels inside the zones are decreasing massively. With toxic nitrogen levels dropping quicker but still maintaining a normal level, it seems to be like the charge is working.

As for the environment, if a vehicle is moving slowly or stationary, it produces more carbon emissions than if it moves at a normal speed. Thus, more global warming and other climate change which affect animals and humans. The other gases are released like sulphur dioxide, this will cause acid rain and damage the marble and other materials which costs a lot to repair. One of the negative effects of the congestion charge is its knock-on effect on the wider community; with people looking for new routes, surrounding areas could become clogged with congestion, and we would have the same problem all over again.

To conclude, after considering all the evidence for both sides, I think that overall congestion charges are a good idea. That’s not to say that it doesn’t have its negative points though, because it does. The information that most helped me reach my decision was the data I found, and my source 1, BBCNEWS report. This is because I feel the health of the people will be improving, and you can’t really argue with that. Also, the fact that the money is being spent on the public- which I think is a brilliant idea.

However, like I have said, the congestion charge does not come without its negative points, such as: people paying a ‘double tax’ when they have no choice, delays and congestion being created on alternate routes due to drivers trying to avoid the congestion charge area, and also, the fact that some businesses are suffering is something that I find quite unacceptable. So yes, the system does need some tweaking, but overall think it is a good idea that initially solves a problem. I think my conclusion is valid because I have considered all of the evidence and made an educated decision.

Aims:

Name the 3 parts of the main road transit system. Explain how and by whom the main road transit system is regulated. Describe 5 ways that you can cut down hazard when utilizing the main road transit system. Describe the 3 effects your emotions can hold on your drive. Describe 6 ways to command the effects your emotions may hold on your drive. Identify and depict the intent of regulative marks. Describe the actions to take at regulative marks. Identify the intent of warning marks. Describe how to react to warning marks. Identify the processs that are regulated by administrative Torahs. Describe how to follow with administrative Torahs.

Procedure:

1. Read Chapters 1, 3, 5, and 6.
2. Take notes on the of import things you learned in these chapters listed supra.
3. Take particular notes on added information you think is pretty of import.
4. cReview the four chapters subsequently.

Notes on New Information

Assessing & A ; Managing Risk ( Pg. 5 )

HTS means main road transit system. Engineers must be after the path of a main road, the building on Bridgess along the path, issue and entryway inclines, where traffic marks are traveling to be located, and anything else refering to the main road. About 4 million stat mis of roadways link the provinces, counties, metropoliss, and towns of the U.S. Some people nevertheless behave in an insecure or irresponsible mode. They drive recklessly, transverse streets without looking, and weave their motorcycles through heavy traffic.

Knowing Yourself ( Pg. 39 )

Aggressive drive incidents have increased so much that there is even a term-road rage-to describe the force sometimes associated with these incidents. Let person else thrust if you have a deficiency of concentration. Avoid Triping Aggressive Drive by seting your feelings aside while you drive and merely concentrate on the route, instead than what is traveling on today. Ways to command your emotions are keep a responsible attitude, avoid triping aggressive drive, and place troublesome state of affairss. You can besides be after in front, expect errors from others, do n’t drive when you ‘re depressed, do n’t give in to negative equal force per unit area, and develop yourself to ever utilize the correct processs. You must hold clear country of cardinal vision, peripheral vision, and perpendicular field of vision in order to drive without disciplinary lenses. Long-run physical factors can impact your driving ability. As a younger individual, your reaction clip is likely to be faster and your sense of sight keener than that of an older individual.

Signs, Signals, Markings ( Pg. 77 )

Regulatory marks regulate or command the motion of traffic. These marks tell you and other drivers what you must make and what you must non make when you drive. Regulative marks are ruddy, white, black, green on white, or white on black. Most regulative marks have square, perpendicular rectangular, or horizontal rectangular forms. A ruddy circle with a ruddy cut on any of these marks means NO! You can acknowledge regulative marks by their colour and form. A output mark means you must decelerate down and give manner to traffic on the intersection or the route onto which you are unifying. Speed bound marks show the upper limit, or fastest, velocity allowed on a roadway. Driving faster than the posed velocity is illegal. Route markers are numbered roadways that crisscross the continent. White lines that are parallel to the roadway mark the lanes for traffic traveling in the same way. White arrows on the roadway place lanes from which you can drive consecutive in front or turn right or left.

Rules, of the Road ( Pg. 97 )

Allowing a licence to run a auto is a map of province authorities. Trials may be verbal, written, or computerized trials to acquire your license. States can suspend or take away licences for a specified period of time- normally for 30-90 yearss. States can besides revoke licences or take it off for a twelvemonth or more. If your licence is revoked you can use for another licence. Make certain you ever have vehicle enrollment and insurance in your vehicle or with you at all times. All sates post velocity bounds on their roadways. These velocity bounds marks reflect the maximal velocity at which you can drive under the best of conditions. For illustration, you would n’t drive at the maximal allowable velocity in the center of a blizzard, but you might on a clear twenty-four hours. A fixed velocity bound is the maximal and minimal velocity that a vehicle may be driven on a peculiar roadway. Drivers may ne’er lawfully go a velocity lesser or greater than this fixed velocity.

Particular Notes:

What you should make if you are in a hit?

• Stop instantly.
• Warn others if possible.
• Give assistance to the injured.
• Try to acquire medical aid.
• Name the constabulary.
• Exchange information.
• Get names and references of informants.
• Stay at the scene.
• Make accident studies.
• See a physician.

Educational Materials:

Student Materials: notebook, 2- 3.5 ” Floppy Diskettes,

1. Cadmium, pencil & A ; pen, reckoner, assigned text edition, and any other instructor provided stuffs.

Reappraisal: Chapters – 1,3,5, & A ; 6

Chapter 1: Assessing and Pull offing Risk- Whenever you walk or ride on our state ‘s streets and roadways, you become portion of the main road transit system. It is really of import to larn how to utilize the system safely and responsibly.

1. Lesson one: The Highway Transportation System and Risk Management
2. Lesson two: Understanding and Using the SIPDE Process
3. Lesson three: Understand and Using the Smith System
4. Lesson four: : The Value of Taking a Driver ‘s Education Course

Chapter 3: Knowing Yourself- Whenever you get behind the wheel of a vehicle, you must be certain that you are both physically and emotionally fit to drive. It ‘s of import to acknowledge and command physical and emotional factors that might impair the drive undertaking.

• Lesson one: Emotions Affect Your Driving Ability
• Lesson two: How Vision Affects Your Ability to Drive
• Lesson three: Impermanent Physical Conditionss That Affect Your Ability to Drive
• Lesson four: Long-run Physical Factors That Affect Driving Ability

Chapter 5: Signs, Signals, and Markings- Good drivers understand the function of communicating. The marks, signals, and markers you see on the roadway are a critical agency of communicating. It is besides really of import that you understand the messages that they communicate.

Lesson one: Understanding Regulatory and Warning Signs

Lesson two: Guide and International Signs

Lesson three: Understanding the Purpose of Pavement Markings

Lesson four: : Reacting to Traffic Control Signals

Chapter 6: Rules of the Road- Drivers belong to the society of roadway users. In a smoothly running society, members agree to follow the regulations. It is of import that you learn the regulations of the route in order to be a responsible member of the roadway community.

• Lesson one: Each State Has Administrative Laws
• Lesson two: Right-of-Way Rules are Essential
• Lesson three: Speed Limits Help in Reducing Hazard
• Lesson four: : If You Are Involved in a Collision

In this study, I intend to provide an overview of the air traffic controllers’ strike that occurred in 1981. This strike came at the peak of increased tension between the air traffic controllers union, PATCO, and the FAA, a federal agency charged with overseeing the management of all civil air flights. The strike occurred on August 3, 1981. On that day, approximately 12,000 air traffic controllers went on strike, effectively crippling the civil air industry.

As members of PATCO, these individuals certainly felt they had the right to strike; however, under the terms of certain laws affecting federal employees, the air traffic controllers, in fact, did not have this right. As a result, President Reagan immediately threatened that any air traffic controller not back at work within 48 hours of the start of the strike would lost his or her job.

Three days later, the FAA issued 12,000 dismissal notices and the strike officially came to an end (Spector, 1982, p. ). Of particular interest to me is not only the details and particulars of this strike, but also the structural circumstances that precipitated it and why compensation negotiations were ineffectual. Therefore, I will focus the remainder of this overview on several key points: the internal and external environmental forces that led to the strike, specific human resources issues that made air traffic controllers apt to strike, and a review of the negotiation process and the failed proposals on both sides.

In the course of this evaluation, I will discuss some of the major players in the strike, analyze some of the fundamental causes of this strike, and even present at least one alternative solution that was proposed at the time and should have probably been implemented without fail. In this, I intend to illustrate the nature of the air traffic controllers’ strike of 1981 and the factors that made it all but inevitable. To begin with, let’s consider some of the major players who were involved in the air traffic controllers’ strike. First, there is the FAA.

This is the federal agency that was established in 1958 to manage all civilian air flights in the United States. At the time of the strike, all air traffic controllers in the United States were trained, certified, and employed by the FAA (Spector, 1982, p. 1). In other words, the FAA had a literal stranglehold on the market for air traffic controllers in the United States. To work in the United States as an air traffic controller, thus, meant that one had to work with the FAA and abide by their prescriptions for how air traffic controllers should be employed.

Second, we should consider PATCO, or the Professional Air Traffic Controllers Organization. This group was affiliated with the AFL-CIO and was created in 1968. It was, in short, a union of air traffic controllers. During the 1970s, in particular, PATCO grew at a tremendous rate (Spector, 1982, p. 2). By the time the potential strike rolled around, most of the air traffic controllers in the United States were members of PATCO. Third, we should consider the head of PATCO, the man who lead the organization down the more militant path towards strike and whose ultimate negotiations with the FAA would precipitate the strike in the first place.

Robert Poll took the reins at PATCO in 1980, partially in response to attitudes within the organization that felt a more aggressive stance was needed towards the FAA on the part of unionized air traffic controllers (Spector, 1982, p. 2). In this context, we can see that Poll and PATCO were immediately at odds with the FAA, which as an organization naturally wanted to maintain its monopolistic control over the supply of air traffic controllers.

The conflict between the two primary players in this strike-the FAA and PATCO-was only exasperated by certain pieces of federal legislation that prohibited federal employees from using strikes, sit-ins, or work slow downs to affect changes in their employment status. Legislation such as the Federal Relations Labor act prevented federal unionized employees to use their union status for anything other than collective bargaining (Spector, 1982, p. 2). This structural component of the issue further tied the figurative hands of PATCO and the air traffic controllers.

It may even have precipitated a strike if the air traffic controllers felt cornered and desperate in their dealings with the FAA. If the air traffic controllers did not think there was any possibility of seeing their demands met-and how could they, if they were not permitted to use the threat of a strike? -then it is possible that they would have instigated the strike in desperation. There were a number of other issues that certainly led to a strike-style conflict between the FAA and PATCO.

For example, of the 17,275 air traffic controllers employed in July 1981, all had to take part in a seventeen-week training course and then participate in on-the-job training for an additional two to four years. The FAA estimated that the total cost of training an air traffic controller amounted to $175,000 (Spector, 1982, p. 4). From the perspective of the FAA, labor negotiations were unlikely to result in higher pay rates or other forms of compensation.

From the federal perspective, a significant amount of money had already been invested in these individuals; more was not a viable option. For the air traffic controllers, however, increased pay was the least of their concerns. As air traffic controllers knew all too well, the job of managing dozens of aircraft from the ground simultaneously was not easy. When PATCO went to the negotiation table with the FAA prior to the strike, they listed a number of concerns and problems that they wanted to see corrected. These included, but were not limited to, the following.

One, PATCO was concerned about access. The FAA gave unfettered access to airports at any time, to anyone. The result was extremes of traffic during peak and off hours of the day or week. PATCO also cited poor supervision from individuals who were often paid more than the air traffic controllers to do nothing more than shift paperwork around. Safety responsibility was also a concern-given the demands of the job and the life-or-death nature of it, some air traffic controllers felt that there should be a better system of managing and accepting responsibility.

Finally, the air traffic controllers were concerned about their pay scale, especially lost overtime hours according to federal mandate (Spector, 1982, p. 10-11). Salaries for air traffic controllers were reasonable for the period, however some federal regulations placed a cap on the amount that any individual could earn as a federal employee. Additionally, limitations were made regarding the amount of pay that could be awarded during any two week period, regardless of hours worked.

This fact, combined with the extremely stressful nature of the job, upset many at PATCO (Spector, 1982, p. 4,6). The fact that the FAA rated as one of the poorest employers of air traffic controllers worldwide in terms of hours worked per week, vacation days, and sick leave only made matters worse (Spector, 1982, p. 5). Thus, when the FAA and PATCO went to the negotiation table in the days and weeks preceding the strike on August 3, there were a number of issues that had to be resolved between them.

The air traffic controllers felt overworked, overstressed, and under appreciated in general. The FAA felt that it had the upper hand because the air traffic controllers were unable, by federal law, to go on strike. For this reason, the eventual strike-in hindsight-seems all but inevitable. In fact, the assumption that the FAA had the upper hand in the negotiations may have led directly to their counter offer which was much more conservative than the original PATCO demands.

PATCO wanted an increase in salaries, a new maximum salary limit, a reduction in the work week, earlier retirement benefits, and cost of living adjustments to be made twice a year. The FAA negotiator, John Helms, estimated that this package would cost the government around $744 million the first year. He countered with a proposal that would only cost $40 million the first year, but which was a significantly watered down version of PATCO demands (Spector, 1982, p. 10). The union rejected this offer and went back to the negotiation table.

When the second counter offer from the FAA was also not to their liking, they voted 95% in favor of going on strike (Spector, 1982, p. 11). The consequent strike on August 3, 1981 cost most of PATCO members their jobs and ended up costing the aviation industry, as well as associated industries such as tourism and hotels, millions of dollars in lost profits. Given these myriad environmental forces, symptoms and causes, and the inherent conflict between the FAA and PATCO, it is little wonder that a strike was the ultimate result between the negotiations between the FAA and PATCO.

But what might have been done differently, what other solution might have worked in the past to alleviate the problems that occurred? For an answer I turn to Lane Kirkland of the AFL-CIO who said at the time, “The air traffic control system is a purely subsidized service the government is providing for the private airline industry. Under the Reagan doctrine of getting the government off people’s backs, you’d think they might try to turn the whole thing over to the industry to run instead of using the might and majesty of the government to suppress a strike” (Spector, 1982, p. 4).

In fact, this is exactly the solution that I would have suggested at the time and would advocate today as a solution to the mess that the FAA found itself in in 1981. If the FAA had been privatized, the concerns and issues that air traffic controllers were having could have been easily resolved between PATCO and the airline industry, in whose best interest it would have been to resolve the matter to keep planes in the air and profits in the black.

Instead, the government used an ineffective law to force almost 12,000 people out of work who were simply trying to use the power of the strike to leverage themselves better working conditions. Especially when we consider the magnitude of the job that air traffic controllers did (and do) and the safety of countless lives that could have been at stake, it is even amazing that the government responded to the legitimate concerns of air traffic controllers in the way that it did.

Conduct a study on recent advances in office automation. Information can be obtained from any relevant sources e. g. Computer centres, companies etc. You can even choose to conduct interviews or administer questionnaires of certain departments in your office that have recently introduced the newest office equipment. Briefly discuss the equipment, how it’s being used, the adjustments that various people are having to make to the equipment and the advantages, and disadvantages that the users of the equipment find and plausible solutions

In today’s fast paced and ever changing advances in technology, even a casual observer on the street can see that it is having an enormous impact on corporations and the way they operate. Thousands of new programs and computer applications have helped corporate employees to operate more efficiently and productively. Early applications of software technology, starting with the use of computers for accounting and maintaining mailing lists, have dramatically improved the productivity of the individuals in corporations.

Other improvements followed, as word processors, spreadsheets and bar code readers (EPOS) let each individual in the company perform his or her task more quickly, more accurately, and with less repetitive drudgery. In today’s discussion we shall talk about the introduction of new technology and communication equipment that is used in Chicago O’Hare Airport. Frequentis Nachrichtentechnik an Austrian company that is among the world’s leading companies in its field started producing Voice Communication Systems (VCSs) soon after war world II.

Today the company uses state-of-the-art technology to develop telephone and radio communication systems, receivers and transmitters for air traffic control, remote control systems, and controller working positions. Frequentis Nachrichtentechnik recently developed and installed the first fully digital voice communication system in the world known as the VCS 3020. The VCS 3020 is an extremely flexible system that has a capacity of up to 2,000 connections and is already very successful in the market.

The company also recognise the rapidly changing traffic situations, which require flexible communications methods, so the feature of a possible splitting functions has also been implemented. This standard feature allows the air traffic controller to use radio and telephone simultaneously, for instance, using the right earphone for one function and the left earphone for the other. The new VCS 3020 include the development of a flat screen with ‘tactile feedback’, which have replaced the traditional, less reliable key panels.

The smooth surface of the new screen with colour display incorporates reliable touch- screen buttons are new improvements made which also saves space through the layered structure of each panel. From the start, Frequentis have realised that the most important part of the system is the “Man- Machine interface” and the goal here is to make it immaculate. Hannes Bardach, managing director of Frequentis Nachrichtentechnik understand that the VCS 3020 is a very complex system but controllers don’t have to be complex when operating them.

“We make sure that the machine is adapted to the user, and not the other way around,” says Bardach. (Thackara, 1997, p. 228) To coordinate and develop its expertise in this area, Frequentis has established a ‘human factors competence centre’ to study the man- machine interface. Frequentis involves controllers themselves in the design of new communications systems. This cooperation has led to many improvements in VCS 3020. According to Hannes Bardach the firm will need to provide maintenance, consultations and training to Chicago O’Hare Airport, air traffic controllers who operate on VCS 3020.

Now the firm will need to make adjustment that involves in the teaching of operating the new system. This is only one of the hurdles that the Chicago O’Hare Airport will need to face, as air traffic controllers will now learn to use and adapt to the new system. But as mention above Frequentis have realised that the most important part of the system is the “Man- Machine interface” and the firm ensure that the machine is adapted to the user, and not the other way around. Air traffic controllers will need to undergo training and to understand the proper use and functioning of such systems.

Adapting to VCS 3020 shouldn’t be much of a problem as most features are design and build to the convenience of the user, which will cut down all unnecessary barriers to operate it. On the other hand even before any teaching is done the reallocation of work schedule and routine work practices will also need adjustments as training will take up a huge amount of time to cover the learning requirements of the system. Air traffic controllers will need to adjust, replan and allocate time on daily routine, work schedule and lessons on operating the system.

Changes in those who are directly involve with the new system can now be seen, as the initial part of the introduction is taking place. Bigger hurdle now are the blending of using both the old and new system at the opening stage of the daily operation of the system. Management will need to decide whether to continue the old communication system for several months while the change over take place or an immediate change over once the operational training is complete.

Chicago O’Hare Airport have chosen a blending of both as the old system is used daily while the new system slowly fit into the communication centre, this process took the airport several months to complete involving hundreds of air traffic controllers making daily technical adjustments just to make the new system work. At this point of view operators themselves will need to play their part to blend in with the machine, and their mindset is equally important they must understand the reason for change, upgrading and learning, and must be ready to adapt automation and technological changes.

Logically it seems to be a safer approach as problems that arises from the new system can easily be spotted and remedy can be done while the old system continue its operation without hassle and threats of air traffic breakdown. Air traffic controllers that operate on the new system will tend to spot problems only when actual operation had taken place. They will also need more time to digest the problem and find suitable solutions to deal with them. It’s even more logical now that the choice of using both the system is right.

Top- management will now need to plan and apply operation methods that suit the new communication system. Planning the operation methods itself is a tedious process with great amount of time and effort involve. Most properly the whole air traffic communication centre will only be focusing only on how the new system can fit in and takeover the old one. Other tasks beside the introduction of the new system are usually put on hold or prioritise according to their importance.

This had also post a series of workloads being put on hold and forces the manager to think harder how not to disturb the daily work while having the new system being introduce. The disadvantage of the new communication system is not on the system itself but the actual problems lays in the introduction period where large amount of adjustment needs to be made right from top- management to the users. The transferring from the old system to the new one is a tedious part as the old system is still running while the new system is being set up at the same time.

At this point at hand the airport will face lots of unexpected problems and solutions need to be made at the point of time, such situation can be demanding and stressful for air traffic controllers. This blending and takeover process can take up to several months to complete and the running of two systems at the same time can be time consuming and frustrating to both employees and management. Chicago O’Hare Airport have also realise that the time, effort and expenses had far exceeded what they estimates.

Airports that are interested in introducing new communications or technology should have sufficient research and reading material done before making any decisions. Airports nowadays have also developed multiple scenarios planning just to counter sudden changes during the introduction and operation period of the new system but problems tend to arise when two system is run together so the best solution is to seek technical advise from both the manufacturer and those airport that have already been successful in using this system.

This is both a logical and sensible approach, as airports are able to respond faster to sudden changes and problems as air traffic communication are very complex, unpredictable and uncertain. Even there are disadvantages but that can be overcome if the airport, top- management and operators are ready to put in effort and solve all problems that arises along the way, having just one common interest in mind and that is to successfully introduce the system to the communication centre.

On the other hand, advantages that the new system bring can far exceed the old system in terms of operating, maintaining and providing accurate information in the complex air traffic situations that all airports in the world face. The new system had also improved tremendously in helping the operators who operates in them. New improved features and additional user-friendly advantages also help contribute comfort, effectiveness and efficiency to operators who are handling it. The world is filled with invisible information system travelling every seconds around us.

In one area which the proper functioning and use of such communication systems is crucial to our safety is air traffic control. With air space becoming increasingly congested, human safely and lives depend on flawless communication to avoid tragedy especially when modern technology is now available. These changes however didn’t really change the basic organization and operation of companies. They still maintained the same functional breakdown and hierarchical structure that most organizations have adopted.

Modern technology has helped the firm to realise its objectives and making it more achievable and realistic to employees. However, the important factor to consider when automation and modern technology is introduced to the organization is the human factors. Human factors like employee’s attitude, behaviour, skills required and their resistance to change. There are many areas to study and understand before any introduction of automation or modern technology machinery should be introduced in the firm as to prevent any costly mistakes.

Podcasts have been slowly, but steadily increasing their listening audience. Since 2016 started, 12 years or older have listened to a podcast during the past month. This comes from a research conducted by Edison Research. As a result, there has been a 5 percent increase of podcast listeners within the past year. Since then, many media companies and digital startups have been .

A podcast channel is a great way to build up your network. It helps increase visibility, credibility and respect for you in the industry you’re in. Podcasts also helps you expand your connections and have the chance to meet people that you admire in the industry. Podcasts are slowly . If you decide to start your own channel, here are a few pointers on promoting your podcast channel and episodes.

1. Social media promotion.

As you know, social media is a critical part of our daily lives; we find out about news, products, entertainment and events through the internet. Basically, we’re connected to one another 24/7. Promoting your new podcast in social media is not that hard, you just need to know where to start, create a schedule and stick to it.

2. Share episode updates.

It’s important that every time you create a new episode and upload it, you share an update across your social media accounts. This update lets your listeners know that there is new content in your channel. Always include the link to our episode in your update, it facilitates the listener to go directly into your episode and start listening.

Related:

3. Pin your episode to your page.

No, I don’t mean pin as in Pinterest. Pinning your episode to your or will give your newest episode post more visibility. The pinned episode will be placed on the top of your page and will not be moved, even though you share regular updates. This ensures that your newest pinned post, will be the first thing that a visitor sees when they access your social media page.

4. Create stand alone images.

Most of our social media feeds are filled with images, videos or GIF’s. with the link to your newest episode will ensure that your update will be seen and not dismissed. Create an eye capturing image that will draw attention to your page and help gain more listeners. The image can vary, it can be a photo of your guest speaker, an image of yourself recording the podcast or with your guest speaker, or an important quote from the podcast.

5. Tease the audience.

I’ve seen this technique a thousand times on social media. Podcasters will share a small tease of their podcast 24 hours before the episode going live. They will share fun facts about their podcast guest, things that they found out about the subject of their newest podcast or share a 15 second clip of the podcast. Sharing a tease will enhance your listener’s anticipation for a new episode.

Related:

6. Reshare, reshare, reshare.

I can’t stress enough about resharing your podcast episodes on social media. Sharing episode updates on your social media channels is critical. Remember, everyone is connected through a social media channel. There is so much content flowing through everyone’s social feed that there is a possibility that your update was missed. Sharing multiple times a day or a couple of times a week will enhance the chances that your post will be seen by your followers.

7. Use stories to your advantage.

Since the launch of Snapchat’s story feature, we have been given a new behind the scenes look into our favorite celebrities or TV shows. Now, Instagram has the same feature, enhancing the way our favorite brands use the feature. Basically, this is the best tool you can use to provide your viewers real time updates, but also a behind the scenes look into what goes into creating a new podcast episode.

Related:

8. Launch day.

If this is your first time recording and launching a podcast, you should record two or three more episodes. When you’re new to the podcast world, you want to provide your listeners with a preview of what your future episodes will be about and the topics that you will cover. Having a couple of episodes available after your first launch will give listeners the chance to listen to you more. By including more episodes on launch date, this will help you know if your first episode was a success. If people continue listening to the other episodes, you will have an idea of how big your audience is.