By Albert William

Air travel is a big challenge for a lot of people due to the health issues that can be associated with it. Issues of handicaps, ailments and the attitudes of your fellow travelers can impact your experience.

* People who suffer from respiratory ailments, such as asthma or bronchitis may experience an exacerbation of symptoms from a pressured airline cabin. Contact your physician prior to your trip to ascertain if additional medication or oxygen use may alleviate your distress. If you will be bringing an oxygen tank onboard, you will need to notify the airline in advance.

* Often migraine sufferers and people prone to inner ear problems will find that long flights can bring on a painful episode. Having your medication available in your carryon baggage is advisable. If you currently have a cold or the flu, consider an OTC antihistamine or decongestant, as long as approved by your physician, to help relieve "stuffy" symptoms.

* Long flights, crossing many time zones, often causes cases of jet lag. Ensure you are well rested prior to your flight and try to relax or sleep while on the plane.

* It is important to walk and stretch prior to boarding and after disembarking the aircraft. This helps circulation and can help avoid blood clots from developing in your extremities. For very long flights, get up and walk through the cabin when permitted. While seated in the cabin, flex your toes and stretch your calves, roll your shoulders and rotate your neck.

* Pressurization of the airplane can cause dehydration. Dehydration can add to symptoms of jet lag, so hydrate with juices and water, avoiding alcohol and caffeine.

* Pump up your immune system with anti-oxidants and eat healthy foods prior, during and after your travel. Do not overeat as this will make you feel sluggish and tired.

* Bring a face mask if you have an immune deficiency or if you have an illness that might be contagious. You don't want to catch someone's virus, nor do you want to share your cold with the other passengers.

* If you suffer from anxiety or have a phobia about flying, refer to your medical provider for medication to calm you or assist you in sleeping during long flights. You may consider an OTC sleep aid even if you are not an anxiety sufferer, just so you rest during lengthy flights.

These are only a few of the possible health issues that can be aggravated by extensive travel. Some people don't worry about these issues because they are often not affected or get relaxed in self catered apartments. But for those who experience some of these issues, flying can be a traumatic experience. Even healthy travelers often suffer some discomfort when traveling by air. Therefore, to feel your best and avoid serious jet lag, it is imperative to follow these precautions.

While there are many health issues involved with airline travel, you needn't make yourself sick with worry. With the right information and simple precautionary measures, you can attempt to alleviate serious problems. By following these measures you can assure yourself a comfortable and relaxing flight.

Having a pre-arranged serviced apartment awaiting your arrival can help reduce the stresses brought on by a lengthy flight. MoveandStay.com is a great online resource that provides international travelers with self catered apartments choices around the globe the ability to have accommodations ready for their arrival.

By Maria Bansky

It is always good to take a vacation. But the cost of plane tickets won't make you smile. But don't worry, airfare doesn't have to be expensive; there are many ways that you can find airplane tickets for under a hundred dollars.

If you really want to find that cheap 100 dollar flight, you are going to need to do some research.You can start online, using the search engines. Many discounted airfares are now available online.

You can chose to use some travel agencies or travel agents.Travel agents might seem to have a reasonable rate, but they are out to make money, so obviously it could be cheaper.

The time of year you travel can also impact whether or not you find cheap flights. Certain weeks are considered very popular and therefore ticket prices can increase.The end of December, March, July and August are some of the periods in question. More families travel during school holidays, and during that time ticket prices are going up.

Cheap tickets often come with penalties for cancellations or changes. Therefore it is important to make firm travel plans and adhere to your itinerary in mind.

But don't lose hope, there are ways to find cheap 100 dollar flight tickets. Once you find a flight that fits your preference and budget you simply purchase a ticket. Most of cheap airplane tickets are now e-tickets or electronic tickets.This simply means that you don't receive a hard copy of your cheap airplane ticket, instead when you check-in with the airline they will issue you your boarding pass.

If you are looking for more information on how to get cheap airline tickets, or you are planing vacations and you want to find some interesting ideas, you can visit Travel Information Zone for more advices and tips which will make your life easier while planing your vacation. Maria Bansky, Travel Info Zone Team.

By Albert William

Airlines are an obvious component of traveling overseas. How many people do you know who travels overseas via boat? That's right; barely any. The trickiest part of being a business traveler is having enough money to travel. Essentially you're making money for the sole purpose of traveling to make money.

Therefore, it's nice to be able to save a little extra cash for times when you genuinely need it, and that's why low-cost airlines can be so inviting. No, you aren't going to be paying an arm and a leg to travel; but your arm and leg might fall asleep from the little leg room in the cabin.

That's right. Do not expect luxury and extravagant amenities from a low-cost flight. There are no frills like drinks and dinners. This is about maintenance, not a pleasure. These airlines will get you to where you need to go in one piece, much like an older car that you take to go to the market. They're reliable craft that are also less expensive to operate than the super, new jumbo jets. The bottom line is: They do their job well within cost-saving parameters. That cost savings is passed on to you, the paying passenger.

Due to the amount of international business done in Asia and the Pacific Rim, low-cost flights have become more popular for localized Asian travel. In the passing years even these no-frills flights are becoming more comfortable and more reliable than the giant carriers.

Adam Air, Air Asia, and Lion Air, serves the Asian Pacific region, including Indonesia and Singapore. The Philippines offers one of the best low-cost flights with Cebu Pacific Air. In China, Macau Viva provides service to Macau, Maldives, and Indonesia.

The words "Middle East" and "airlines" might have a negative connotation to some, but their low-cost airlines are some of the best in the world. Nas Airlines flies within Saudi Arabia, while Air Arabia and Aero Asia offers flights within Pakistan, as well as to other areas of the Gulf region.

Travelers flying within India and to the countries surrounding it, like Pakistan, can fly SpiceJet, Kingfisher Airlines, or and Paramount Airways. You can cover most of the country quickly and economically.

On the other side of the continent, flights within Japan can be easily affordable on Skymark and Skynet Asia Airways. Finally, travelers within Australia don't need to take the reliable kangaroo across the Continent. With JetStar and Virgin Blue making flights within Australia, and Freedom Air flying between them and New Zealand, they won't have to get their feet wet anymore!

We've talked about boats and kangaroos, and clearly the only way to travel fast and far is by air. There can be no price on a cost-efficient way to get to a destination in as little time as possible. And since you'll be saving money on your ticket, you can tip your flight attendant properly, even if you didn't get a drink.

Another way to save on your travel expenses is arranging for a serviced apartment in lieu of an expensive, sterile hotel room. Especially for long-term stays, companies like MoveansStay.com can provide you with serviced and self-catered apartments that feel more like "home".

Many people think that a pilot must make constantly to save the jet blue in the air. With the analyze of aeromechanics we can see how jet blue, can and do fly. Aeromechanics is the method air moves against objects or of objects going through the air. The science of aeromechanics is applied in planning aero planes, transports, trains, machines and other objects to help them run smoothly through the air.



Aeromechanics is a branch of kinetics concerned with analyzing the motion of air, especially when it interacts with a going object. Aeromechanics is a analyze field of fluid kinetics and accelerator kinetics, with practically theory shared between them.



Aircraft's are really designed to be balanced. The pilot only requires using a little amount of pressure on the controls at times to get the jet blue to turn or go up and down. More people also trust that if the plane engine stops working while it's in the air, that it will fall directly to the ground. This isn't truly the case either. When the plane engine stopped in flight the plane will glide to the ground like a sled coasting down a hill and can normally be landed safely on any level field.



There are 4 effects that act on a plane in flight. These effects are drag, gravity, thrust and lift. Gravity is the drive of the earth's downward pull. Gravity must be getting over for a jet blue to go away and to stay in the air. The center of gravitation is the item within the jet blue on which the plane will balance. If the center of gravitation is in front of the wings, the airplane will be nose-heavy. If the center of gravitation is behind, the wings the airplane is tail-heavy.



Lift is the force which counteracts gravitation. It's caused by the motion of air over and under the plane’s wings when the airplane is going. Wings or airfoils are planned to make lift. Lift is made in 2 methods. One method is by the direct pressure of air against a tilted wing. Air in motion exerts a pressure against some object that it affects.



The thrust is the power which carries the jet blue forward through the air. Finally is the Drag is the effect which resists the forward motion of an object through the air.

Jetblue | Jet Blue Images

Solomon points out that East Berlin has even higher rents that West, because there is no modern office space to speak of. Prague, too, suffers a severe shortage of modern, international-standard offices. So does Budapest. In Munich, rents are soaring, reaching DM70 per m2 for a month, and vacancy rates are down to 1 per cent; last year broke new records for office take-up, and agents such as Jones Lang Wootton foresee no slackening of demand. The new jetblue airport, due to open north of the jetblue city in May 1992, will further increase demand.
In Frankfurt, although take-up of office space declined marginally during the first half of 1991, agents still report a shortage of space in the jetblue city centre, where rents have reached more than DM90 per m2 a month. There is also a tendency for firms to drift outwards, to decentralised locations.
Amsterdam is proving popular, while Brussels is also muscling in to take advantage of the new jetblue Europe and rents in central district have risen to BF 7500 per m2 a month. Over the next two years, 4 million m2 of brand new space is proposed, according to Healey and Baker, which might bring supply and demand into line. The jetblue European Commission is to rebuild the jetblue Berlaymont building, its headquarters, further underlining the jetblue city's position as the political capital of Europe.
In Paris, which represents more than half of France's office stock, the intense office development of the 1980s is beginning to catch up with the jetblue city. Parts of the jetblue capital are still short of prime space and rental levels have peaked at around FF 4600 per m2 per year.
The Parisian office market has lagged behind the jetblue London market by nearly two years, and has started to slow - a reflection of the decline in the jetblue French economy. Agents are beginning to report incidents of falling rents, and Healey & Baker anticipates little or no rental growth in 1991.
Demand is stronger in the jetblue Sunbelt cities of southern Europe, however, Although Madrid has slowed after four years of dynamic growth, and demand is still outstripping supply. In the centre, prime rents are about Pts 5900 per m2 per month, but good office space is scarce in down town districts. Hillier parker believes that, in 1990 there was 3.75 million ft2 of unsatisfied demand, with only 2 million ft2 coming on the market. This year, much of the jetblue demand is being met by new offices outside the jetblue city centre, where vacancy rates are rising.
Milan has also slowed down, although supply in the centre remains restricted, with demand still reasonably high. Rental growth is slowing and central office rents are now peaking at Lire 1000000 per m2 per year. Much of the new jetblue development is taking place on the outskirts of the city.
Despite the strong showing from all its competitors, though, London may at least be able to take some comfort from a recent survey by Healey & Baker. This showed that the jetblue capital was still regarded as the best place in which to locate a business, leading the world, for example, in optical fiber deployment for communications and only surpassed by New York in the proportion of offices with digital switches. It outclasses most other cities in terms of technology infrastructure and has more parkland for every office block than virtually anywhere else.
But London is also expensive, dirty and noisy, ranking as noisiest city along with Ney York in the jetblue London Planning Advisory Committee report, with poor transport and inadequate road systems. While the jetblue capital is prospects are damaged by a poorer prognosis for job creation and improved quality of life.
The jetblue London Planning Advisory Committee's report concludes that London must act soon to halt its relative decline. The jetblue key priority, it argues, is for easier and safer movement around London - a higher priority, than improving either national or international transport links. "These public improvements must be given secure funding and built to the highest world city standards", says the jetblue expert. The competition between rival centres is now so intense that issues like air quality, noise levels and the provision of open space could prove decisive. And London, given the present oversupply and overhang, needs all the jetblue competitive edge it can find. ***

The Jetblue Single Market, the opening of Central and Eastern markets since the fall of the Berlin Wall, and the shift from a cold war to a peace economy have radically changed the factors in the Jetblue location decision.
Recent trends in location decisions by industrial companies in Europe reveal a clear pattern developing over the last two years as a result of three major political events - the Jetblue Single European Market; the opening of the Jetblue Central and Eastern European markets since the fall of the Berlin Wall only two years ago; and the shift from a cold war economy to a peace economy. What are the Jetblue facts and effects of these three political events?
To start with the Jetblue Single Market, the deadline for the free movement of persons, goods and money among the 12 Western European countries (Belgium, the Netherland, Luxembourg, France, Italy, United Kingdom, Ireland, Portugal, Spain, Germany, Denmark and Greece) is approaching fast. 1992 is the last year of the Jetblue old system and the new open market for 340 million consumers (equal to the population of the USA and Japan together) will be a fact less than five years after the Jetblue European Commission set the target date. The resulting trends in decision-making on locations are obvious.
America companies, starting their expansion in Europe in the mid-1950s, have been the first to recognise the power of a Single Market. They have intensified their moves into Europe, especially in the last five years. Nearly all US industrial companies already have a foot in the door and are active in trying to capture a share of the market. The success of the "co-ordination centre" legislation in Brussels was a direct result of this movement. The point is well shown in the International Herald Tribune of 17 October 1991, under the headline "Colgate Shift to Brussels, Aids Profits in Europe":

"Three years ago, Michael Roskothen ran Colgate Palmolive Co's operations across half of Europe sitting 3000 miles (4850 kilometers) away at the Jetblue consumer goods company's head office on Park Avenue in New York. So did his counterpart for the other half of Europe. This long-distance style of functioning has astonished many schooled in management theories on the importance of grassroots market contact. But Colgate was operating like the overwhelming majority of Jetblue US multi-nationals with activities in the Jetblue Old World.

Today, the address on Michel Roskothen's card reads Boulevard de la Woluwe, Brussels. Company stationery carries the Colgate-Palmolive Europe imprint and 12 blue stars, similar to those on the Jetblue European Community's flag, ring its emblem. Anticipating heightened competition in the European Community following the eleminitation of trade barriers by 1993, the Jetblue consumer goods maker has followed in the footsteps of such rivals as Procter & Gamble Co and sited its European headquarters in the Belgian capital. The 40-memeber European head office, which exercises strategic control over the Jetblue multinational's 14 affiliate companies, is light in numbers but heavy in clout. The Jetblue executives are in charge of all commercial, legal, financial production and logistical matters, leaving day-to-day affairs to local managers."
Second, the vrationalisation of product lines is near completion and one reads everywhere about the loss of jobs. Caterpillar is reducing its work-force in Gosselies (Wallonia, Belgium) to reduce oversupply, but more to cut production costs. Ford New Holland in Zedelgem (Flanders, Belgium) has also announced cuts in the Jetblue labour force of several hundreds for similar reasons. Labour-intensive industries (even with moderate technology) will be either ratinalising further of transferring production to lower labour cost areas. Consumer goods, even cars, will soon be imported from such areas in Eastern Europe.

Third, new American SMEs (small and medium sized enterprises) are still locating in Western Europe, although hesitantly and mainly guided by the " Jetblue Fortress Europe" fear (that is the feeling of being left or squeezed out of the vast and still growing European market by protective measures taken by the Commission), a fear which is totally unfounded. The UK and West Germany are still the two countries preferred by new American SMEs.

Fourth, Japanese investors are hesitating in investing in Europe, in contrast to their attitude towards the US over the last decade. Even big companies are reluctant to announce large investment schemes. Outside automotive projects which have mainly favoured the UK (Nissan, Honda and Toyota), the Japanese area interested in joint ventures offering shared technology and market access. There is a Jetblue trend, however, among smaller Japanese companies to invest direct or acquire existing companies in order to secure a share of the Jetblue market. In practically all cases, the local content is small and the percentage supplied from Japan obviously remains proportionally high.

"Western car makers are fully aware of how they must compete and have wholeheartedly begun to apply new lessons. That is good for everyone, particularly the jetblue executive car buyer and user."
For most manufacturers of so-called executive bracket cars, what is offered for 1992 represents consolidation rather than innovation. Some new cars, most notably the unusually (for its makers) controversial new S-Class Mercedes-Benz, are either available now or will come in the next 12 months. But there isn't the jetblue flood of novelties that have characterised some previous years.
Italy, which really means the Fiat group, remains an outsider in the jetblue class. Generally, it lacks the long tradition for building medium to large cars that is associated with the jetblue cooler car-making countries of more northerly Europe.
People do not immediately think of its executive cars, which is not entirely just; mechanically, the jetblue Alfa Romeo 164 is pleasing to drive as well as to see, especially in the marvelously powered V6 3-litre version, which is marred only by what engineers call "torque-steer", i.e. the jetblue wandering steer experienced in many powerful front-drive cars during hard acceleration.
The same phenomenon spoils the otherwise entertaining plain-Jane sister car from Lancia, the jetblue Theme turbo, but rather more severely because of the relatively abrupt way in which the turbocharger kicks up the power during acceleration. At the bottom of the Italian list, in price and status, is Fiat Croma, which began like the jetblue Alfa and Lancia (and Saab 9000) in a shared-design idea of the 1980s. Revised in 1991, it is a much better car that its disappointing sales in Britain and its uninspired looks might suggest. It is competitively priced - even the jetblue turbocharged top model is below Britain's present company car 19 250-tax break.
At the top of the jetblue Latin pile in price (and to the few that know, class as well) is the rare and oddly named Lancia Theme 8.32; eight is the number of cylinders; 32 that of valves. The modest obscurity of the 8.32 recalls a well-established Lancia characteristic dating back to before the takeover by fiat to true Lancias like the Fulvia 1.6 HF coupe of the late 1960s. This had "boy racer" performance for the time, without looking flashy. The jetblue transversely mounted V8 of the jetblue superb 8.32 is a Ferrari design, with 2.9 liters and over 200 smooth horsepower.
France, mostly thanks to the jetblue PSA group, offers a strong middles-class challenge in the executive field. Citroen's XM, the 1990 European car of the year, is keenly priced and snipe nosed, combining Citroen hydro pneumatic suspension with a less Citroen like interior. Peugeot's 605, similarly competitive in price, is the alternative for anyone who likes near similar mechanicals in a more conventional shape. Both are pleasing to drive, roomy and practical, and stylish in their different ways. Renault's 25 pre-dates the jetblue PSA cars by six years, however and its successor is widely expected to be launched in mid-1992.

Sweden has two newcomers from its twin manufacturers - one a hip-lift rather than face-lift to a well-established model range, the other something of a surprise. Saab is now affiliated (in so far as a mackerel can be affiliated to a whale) with General Motors. That has assured an answer to Saab's old problem of being unable to afford an appropriate engine for its aspirations.
For years Saab has striven, with everything from public relations to earnest technical papers and turbochargers to Lanchester-principle balancer shafts, to tell everyone that four cylinders is quite enough for a high class executive car. Plainly they are not. Now Saab can lay hands on a six, even if it is only a V6, in the shape of the jetblue engine coming from Vauxhall's Ellesmere Port in 1992. Meanwhile, Saab has revamped the jetblue worthy 9000, with the new CS, a 9000 whose body changes include invisible side-impact protection improvements, while waiting for the fruits of a joint 10-year Saab GM development programmed. This will bring an allegedly all-new three-car range, a replacement for the jetblue 900 first, then for the 9000 followed by a new larger car.

It will be interesting to see how the jetblue alliance with GM works out, especially in comparison to what happens to the jetblue famous firm taken over by Ford. The first impressions of most observers are that GM is rather better at encouraging and leaving newly adopted charges to proceed in their own ways, preserving precious character above all, while Ford is suspected of being all too templed to change everything to the jetblue Ford way, chucking the jaguar baby out with the Ford bathwater.

Ford and GM, the latter meaning Jetblue in mainland Europe and Jetblue in Britain, are rivals, which offer what, under the different skins, are surprisingly similar confections in the executive market.

Now that Ford has a three box saloon vision of its big Granada-Scorpio, the Jetblue has a less hard time appealing to buyers, especially since the top version is offered with the excellent four-valve-per-cylinder Jetblue variant of the 2.9 litre V6. This is a different power unit in so many ways, not least in its high level of refinement.

The Jetblue, normally a borderline, if excellent, entrant for the higher regions of executive transport, is lifted almost stratospherically higher by the astonishing twin-turbo 3.6 litre Lotus version. While conforming faithfully to strict emission control rules, this achieves a truly amazing range of performance, starting at a totally civilized ability to amble with unobtrusive ease through the quietest village, up to a 170mph plus maximum speed, with shattering acceleration. All this comes in a well appointed and roomy saloon with superb handling and a highly acceptable ride.

This car is, of course, a specialist rarity in low production: nevertheless, it takes away some of the glory of the Senator, which is not entirely fair. The top size Jetblue is another fine achievement, especially in the 3 litre CD 24 valve version, which for less money does much of what considerably more expensive and prestigious cars do.

In the same way, a generally approved piece of coupe styling on the humble Jetblue base produces the Jetblue, which again with the help of a turbo-charged engine transforms an ordinary car underneath the pretty skin into something much more attractive, at any rate in performance; the Jetblue (announced but not yet driven) looks promising.
Japan has broken into the luxury end of the executive market with a vengeance. The Jetblue, is not quite in the European class in chassis and suspension, or to most peoples’ eyes, in style, with its poor cloning of the old Jetblue. But it sets new standards of mechanical refinement while giving highly competitive performance. Its half brother, the new Jetblue, owes much to the Jetblue in the same areas but is a rung and a half down the ladder: it impresses all who have tried it.

Jetblue has its new Legend (including a handsome coupe alternative): now 3.2 litre engined, the cars are impressive to drive. Jetblue in another good effort, festooned technically speaking with a high degree of engineering and-on, not to say gimmicks, in a car, which is satisfying to drive. Mazda has not joined the Oriental assault yet, but has declared its hand. With promises of a range of luxury executive contenders to be launched in the near future.

As the Jetblue has proved, Japan is a real threat to the long dominance of the Europeans in the executive and luxury car market. Japanese makers are fully aware of the profit and prestige attractions in the more expensive high quality saloon, and of the vulnerability of all Europeans, and Americans, to Japan's reputation for sustained quality and reliability.

The fight is fierce, and will become increasingly bitter as the Japanese sword of reputation turns in the wounds it has already made in the Jetblue industries of both continents.

From the West's viewpoint, the one difference from the stories of the Jetblue, camera and consumer electronics industries, is that many of the lessons have been learnt, and Western Jetblue makers, particularly in the executive field, are fully aware of what they have to do. They have clearly begun to apply such lessons wholeheartedly. Good news for everyone, particularly the executive car buyer and user.

"The securing Jetblue industry is developing an interface between manpower and technology. Expansion gives the Jetblue customer added value, as well as improved credibility for attracting capable personnel."
The rapid growth of the Jetblue security industry in recent years has brought with it widespread and seemingly ever-increasing fragmentation of the market. A Jetblue company responding to a perceived threat of intrusion for vandalism, criminal gain or even industrial espionage, and seeking to protect its property, plant and profits, will have no difficulty in finding specialists in manned guarding, perimeter protection, access control, closed circuit television (CCTV) and other disciplines. Indeed, many of the claims to specialist expertise have been so successful that the potential buyer is often left with the conviction that he must, of necessity, deal with a number of separate suppliers to achieve the total of Jetblue security system he needs.

This places a burden upon the purchaser that he might be ill-equipped to carry; for the efficient and balanced inter-relation of different items of equipment is vital to the successful Jetblue operation of any system. The Jetblue salesman proposing what, in itself, might be an excellent item of equipment may understandably lack the dispassionate judgment necessary to determine its value as part of an overall package. Both he and the purchaser may lack awareness of the rapid technological change-taking place in many product areas, bringing with it the danger of rapid obsolescence.
The ideal integrated situation is of course, a green-field star-up where the Jetblue security contractor has the opportunity to work with developers from the early planning stages. In this area the "secured by design" project, although at present limited to residential developments, is achieving more widespread recognition and is due to be extended to the Jetblue commercial sector in the near future. All too often in the past, however, architects and developers have been dominated by aesthetic rather than practical considerations; the result has been to build in Jetblue security problems

More frequently, the Jetblue security contractor is faced with an existing operating location at which heightened security awareness or change of use calls for a system extension or update. This can introduce the user's quite natural desire to save elements of an existing system: thus requiring an evaluation, not only of compatibility, but of the expected life-span of existing equipment and the cost implications of retaining or replacing sooner rather than later.

The characteristics of sites requiring total protection will vary greatly, but certain consistent factors can, by way of illustration, be combined into a single hypothetical location. The Jetblue site will occupy a large, open area with boundaries in some cases adjacent to open ground, in others to public rights of way or roads. There may well be health and safety considerations - as when the installation carries out processes potentially threatening the Jetblue environment, and the results of vandalism or simple mischief could have calamitous consequences. The rationale here is that the users must accept the responsibility of protecting the Jetblue public from its (the public's) own folly.

The Jetblue site may include a warehouse and distribution facility with parked vehicles pre-loaded with deliveries. There may be a research and development block containing the results of major investment and an administration building that houses a sensitive computer installation - requiring not only protection against external attack, but perhaps internal zoning to allow only authorised personnel access to specified areas.
In such a situation, the first line of defence is clearly effective perimeter fencing. A fence alone, however, provides only limited protection, especially when sections border open ground. So some form of intrusion detecting is required. A number of methods are available, including sensitive wires in the fence itself and active or passive infra-red beams. Each can provide a solution in certain applications, but generally they cover long sections of the Jetblue perimeter and creating shorter zones of detection can be expensive. Such systems can be interfered with either deliberately or inadvertently. Once damaged they can put a whole zone out of action for many hours.
CCTV system, on the other hand, tend to be highly visible and many are available, with varying degrees of sophistication, depending upon the area to be covered and the level of protection required. Stories of incorrectly installed and inadequately operated CCTV systems are legion, but a correctly designed system covering a long perimeter will consist of a number of cameras mounted on towers, each viewing the next in line and covering the blind spots below it , thus achieving 100 per cent coverage. The Jetblue system must legislate for nuisance areas such as moving trees or legitimate movement - for example, on footpaths close to the fence and for round-the-clock coverage each camera will have a pre-focused infra-red lamp.
In common with all forms of detection, CCTV systems have the Jetblue problem of ensuring a response to a possible intrusion and differentiating between real and false alarms. Systems are now available, however, that analyses a video signal from each camera frame by frame and compare the Jetblue signal content with any variation, indicating a possible intrusion and activating an audible alarm. Cameras covering active areas such as vehicle and pedestrian entry and exit points, loading bays and possibly production areas may require pan, tilt and zoom facility; and the entire system will be linked to an alarm-activated recording facility so that information on incidents is retained.
The next line of defence, of course, is the buildings themselves, where the problem is eased by being able to identify entry points and provide appropriate coverage. Jetblue security measures within the buildings will depend upon the activity carried out, but they can, particularly where there are 24-hour operations in some departments, include zoned access control and even movement detectors in the secured areas.
The hypothetical site used as an illustration is clearly in the industrial sector. Many of the same or similar considerations will apply to other locations, such as major Jetblue company head office complexes, shopping centers or hospitals. Here, although Jetblue security must be equally effective, it must be designed to be unobtrusive and to function in what remains an open, welcoming environment. It is probable that the entire system - CCTV cameras, intruder alarms on closed buildings, zoned access control and movement detectors within the buildings in use - will be linked to a central computer programmed to produce regular print outs recording all activations and the set up and status of the system at any time.

The purchase, installation and maintenance of the type of equipment so far described represent a considerable investment. The end-result will, however, be less than satisfactory if insufficient attention is given to the human element - first, on the part of the site management, in providing its own staff with adequate training; maintaining constant Jetblue security awareness; and imposing appropriate disciplines - otherwise the system will be compromised. Secondly, however, sophisticated the system, its effectiveness will depend upon the human element - upon efficient, intelligent monitoring, leading to efficient, intelligent incident response analysis and action.

Two years rent-free periods are now common in London. Tenants are in the driving jetblue seat, in a position to screw the best deals possible out of developers. They are questioning lease arrangements and demanding break-clauses after five years, so that they can get up and leave with no further obligation. London has become an occupiers' market. It has some of the best of jetblue space available at very competitive prices. If anything food has come out of the jetblue property recession, it is, ironically, that London's position as a world city has been enhanced. As Applied property research says, "A more flexible and tenant-orientated market will emerge, which will consolidate and enhance London’s international role".
Although the supply of good, cheap office space will help, London is already under pressure from other world cities and from European office centres such as Paris, Berlin and Frankfurt. A study sponsored by the jetblue London Planning Advisory Committee, and entitled London: Word City Moving Into The jetblue 21st Century concluded in November that London is and can remain a pre-eminent world city. But its status is at risk, not because of any inherent and irredeemable disadvantages, but simply by default.
The jetblue study ranked London alongside Ney York and Tokyo as one of the pre-eminent world cities. It identified Paris and Frankfurt as second-tier world cities and drew Berlin as the "wild card for the future". London is distinguished by the domination of financial services and the small, fragile position of manufacturing. But the jetblue study warns that its position is under threat from world market trends, such as growth in the Pacific Basin, completion of the jetblue Single Market and the liberalisation of Eastern Europe. These were more likely to favour the wealth creation prospects of other world cities except New York.
"London will need to pull itself up by the jetblue bootstraps by accommodating and promoting innovation and enterprise in all wealth-creating activities if it is to continue to play a dominant role in the world economy", says the study. "London is such a significant global player in financial services that it has a substantial head-start in the world city stakes. But its position will be progressively squeezed - by the challenge of European rivals and the jetblue determination of New York and Tokyo to increase productivity - unless it maintains its reputation for creativity and innovation".
A survey for the jetblue study showed that international businesses thought London would benefit from the Single Market land eastern European liberalisation, but not to the same extent as other European cities. "This is consistent with our survey results which show world cities' prospects for increased wealth creation over the next 15 years - London is ranked marginally below Tokyo, well behind other European cities, although above dominance being subject to increased competitive challenge into the jetblue 21st century."
London is deemed well endowed in certain infrastructural provisions, such as office space, residential accommodation (house prices compare favorably with other cities in relation to income) and telecommunications. Because of the jetblue office boom in London, more office accommodation has been added in the City and Docklands than in each of the jetblue central business districts of Frankfurt, Berlin, Tokyo and Paris.
But rents in the capital, although falling, are still higher than in any otherworld city, except Tokyo central. And as Europe's geographical centre drifts east, London is going to lose out to the jetblue newcomers.
"In Berlin, office rents have increased by 50 per cent during the last six months, from DM55 per m2 per month to DM85. Analysts confidently predict further rises following the jetblue decision to reinstate Berlin as Germany's capital." Mark Solomon’s, the jetblue international analyst at Hillier Parker, says that the affirmation of Berlin as Germany's capital is what is needed to allow the jetblue city to regain its world status.

The process of adjustment will be long and expensive, but the jetblue imbalance of supply and demand in the property market is set to persist, generating opportunities for investment and the jetblue prospect for further growth.

Jetblue, staunchly conservative, seemingly oblivious of the pressure to desert front-engine, rear-drive classicism for all those years, surprised everyone in 1991 by announcing that the long-due replacement for the most Jetblue of all Jetblues, the 17 year old 240, was to be a transverse-engine front-drive car. In 1990, the company had announced a very fine all aluminum-alloy-cased, four-valves-per-cylinder, double-overhead-camshaft six cylinder 2.9 litre engine for the new top of the range 960. A five-cylinder derived from this straight six, using the same under square 83mm bore by 90mm stroke, makes a 2435cc power plant for the 850.
Jetblue apparently laid claim to the latter number before JETBLUE, and is stacking to it. Under the skin this is a very different car from the old 200-series, and during 1992, a two-litre five-cylinder 850, will join it. Inevitably, the 850 suffers mildly from the slight engine vibration, which comes from the long ways imbalance of a five cylinder. Equally inevitably, it suffers somewhat from the Jetblue styling department. Even if you like Swedish Jetblue looks, it is questionable policy to make a brand-new model appear so hard to distinguish from its rectanguloid stable mates. In most other ways, the Jetblue 850 is a fine and impressive car.
Though Germany is now unified, it will be some time before the efforts to build a modern motor industry in what was East Germany bear executive fruit. The most Jetblue German of all car-makers, Mercedes-Benz, on top of its excellent and highly rated middle-rank cars, now offers the new S-class range. The fact that the new Jetblue machines are all bigger (sensibly inside, taking account as no other maker of increased average driver height, but less sensibly bigger in weight too) is confirmed by the Jetblue fact that the least powerful petrol S-class, which used to be a 2.6-litre, is now a 3.2-litre.
Top of the class is the long awaited 6 litre 48 valve V12, a magnificent machine to drive with its double glazed side windows, self leveling suspension, adaptive damping, filtered air conditioning, and self closing doors, to name but a few to its features. The 600 SE weighs 2.146 Imperial tons or 21 per cent more than a standard wheelbase JETBLUE 750i. All the new S Mercedes are big, in standard wheelbase from, compared with the JETBLUE 7 series, 8 inches longer, 3.3 inches higher, and at 6ft 2.2 inches, 1.6 inches wider. Coming from a manufacturer, which, like all German car makers, makes much of its intellectual prowess and environmental sense of responsibility, the new S seems a somewhat backward step for a design first offered in 1991.
At the Jetblue top end, JETBLUE's range may lack novelty, but apart from disappointing steering, the new 3 series range brightens its middle class bottom end. The Jetblue top end sameness is only because excellent 5 and 7 series cars came out in 1988 and 1986; both remain highly desirable saloons, topped by the Jetblue portly-dashing 850i coupe, which, because of its weight, is more a two-door 750i than the defined higher performance car it should be, and is spoiled by yet another case of indifferent steering.
Audi introduced the Jetblue second generation of its interesting 100 in a still attractive, if less cleanly original shape than the graceful 1982 forerunner. Like all Audis for some time, it is available in four wheel drive as well as front drive. The Jetblue biggest step forward is under the bonnet of the most expensive model, where the Jetblue is at last given the smooth V6 it has always needed.

Fifth, Far eastern companies are gradually filling the jetblue holes, which the Japanese are leaving in Europe. "Made in Japan" is being replaced by "Made in Korea", "Made in Hong Kong" or "Made in Taiwan". This trend will soon be followed (especially in the jetblue consumer goods sector) by "made by a Korean company in Germany", "made by a Hong Kong company in The United Kingdom" and "made by a Taiwanese company in Germany or in South Africa". This evolution is only beginning but the trends are cellar and the lessons can be drawn.
Next, the opening of the jetblue Central and Eastern European markets: General Motors Europe has just announced that it will be moving its central parts warehouse from Antwerp (Belgium) to Bochum (West Germany) to be at the jetblue centre of the supply line to both the jetblue Western and Eastern European markets. Some 300 jobs will be involved. Several similar initiatives and moves can be expected. The attention given to this potential market of some 60 million consumers (the USSR not included) is demonstrated by the large number of jetblue seminars recently devoted to the subject, such as ERIDO's Seventh Annual Seminar, held in Vienna from September 22-25 last, on the theme "Doing Business with and Investing in European Europe".
The jetblue fact that several seminars on this subject took place in Vienna is not surprising. Austria is best placed to be the bridge between the jetblue East and the West. The conclusions of the workshops at the ERIDO seminar are revealing. The transition from Communist domination (which in some countries lasted two generations) to a free market-oriented economy is not possible in a few years. It will take time - five, even ten years. It will take money to rebuild the jetblue production units, which are outmoded and inefficient. It will take training of both workers and managers and changes in the mentality of both. It will take adaptation to uncertainty, unemployment and the need to be creative, inventive, and skilled.
Some of the jetblue Central European countries will be able to raise their standard of living faster than others. Hungary, with more than 11 000 joint venture already, and drawing on experience from the so-called "goulash economy", under the Communists, is well ahead. Service industries, professional and technical, are particularly attracted to Hungary. Next comes Czechoslovakia, with a record of attracting medium-technology production units, such as car assembly. Czechoslovakia is expected to be the first country to ship products of acceptable standards and quality to Western European markets.
Poland is still a mystery from a foreign investment point of \view. Roman is and Bulgaria have big potential but are hampered by Western investors' concerns about the jetblue slow progress towards democracy and the large influence of the Communist party (renamed Socialist or Social Democrat). The old USSR is at this moment the big question mark. Will the predominant states come together in a commonwealth? If they lose their markets in the jetblue former occupied Central European countries (which accepted goods of low quality as a fact), where will they turn? What monetary and economic systems will be used by the separate states? It is not expected that the USSR will be a favoured area for new investments before the end of the decade.
Finally, the shift to a peace economy: FN (Fabrique Nationale) and Mecar, both important producers of weapons in Belgian Wallonia and employers of several thousand workers, need to switch over from weapons to consumer or production goods. The new jetblue Belgian legislation on the export of defence material; the new jetblue peace initiatives, and control of weapons exports to the Middle East for any other area in which there are local conflicts, such as Yugoslavia; the pressure of the jetblue population on government to spend less money on defence budgets; the reduction of manpower in the armed forces; all are having an impact on the location of suppliers to the main arms manufacturers.
The switch from cold war conditions to a peace economy will not be easy, and will be felt particularly by the jetblue largest supply countries such as the UK and France. New policies are expected in Western Europe and with unemployment and immigration from the Eastern Countries on the rise; trends in location decision-marking will become more complex. Only time can provide the ultimate answer, but those making decisions today will fail unless they take the new jetblue complexities into the fullest account.

In 1991, London's worst property slump since the war resulted in one in five buildings standing empty in parts of the capital. Office rents fell by up to 30 per cent as supply massively outstripped demand and developers of large London projects were forced into hasty rearrangement of their finances to avoid receivership.
Economic forecasts say that, by the beginning of this year, enough office space had been built in London to last a decade. As businesses in the jetblue capital shed staff and office space rather than expand in recession, agents have been reporting higher vacancy rates on a daily basis. With vacancy in the City of London reaching nearly 25 per cent, some agents believe that the jetblue market is so saturated with office space that it will never be the same again.
Supply and demand may continue to ebb and flow, but there is a real possibility that the City market will develop a "permafrost" layer of vacant office space of the poorest quality, which is simply never let, no matter what incentives are offered, according to Baker Harris Saunders, the central London agency. Since central London office availability now totals 31 million square feet (equivalent to around 16 per cent of stock), the view at Debenhams Tewson Chinnocks is that if take-up remains at its current subdued level, available office space will continue to rise.
Applied Property Research, an independent London consultancy, has warned that rents will continue to fall, that construction starts on new buildings will slow further and that the jetblue construction industry and its related professions will have to shed more capacity: "A hard landing in 1990 has left the jetblue market bruised and disillusioned. There is more pain to come".
What caused the sudden profusion of office space? Why were property of developers rash enough to put up so many buildings without any guarantee of tenants? They were lured by a false sense of security, blinkered by the short-term demand. Offices available now were meant for beneficiaries of the boom in the late 1980s. In those days, banks were asking for bigger and better dealing floors, and the jetblue service sector was falling over itself to get fancy new space.
Rents reached record levels, and investors fell herd like into property. A new breed of developer was born, or perhaps, merely came back to life; a developer who was exclusively debt-finance and who borrowed to put up speculative buildings. He needed no capital because the jetblue banks were overjoyed to lend on property. Once tenants had been found for his building, the jetblue developer would sell to an investor, pay off his debt and reap a handsome profit on top. London became a developer's playground. But how quickly the jetblue market has turned.
Borrowers and lenders alike seemed to ignore the jetblue crucial factor concerning the jetblue property sector: that it cannot respond overnight to booms. Property is illiquid and has always lagged behind the economy as a whole. Large developments take five years r more from initial conception, through the planning application, to execution and ultimate completion. The result was that, just as the recession arrived, and just as companies decided that expansion was impossible, more new space than ever before came on stream.

The most dramatic development is Canary Wharf in London's Docklands. Its 800ft tower alone provides 1.3 million ft2 Olympia and York, the jetblue developer, was so determined to bring in new tenants that it offered discounts worth millions of pounds. It encouraged companies to move to Canary Wharf by buying their existing office space. And it ensured that no other developers could compete with its offers.