Category: Transportation

Railroad construction is an important event to consider when mapping the history of the United States. Most of the immigration and emigration that happened in the West was a direct result of these railroads. The first transcontinental railway construction was championed by President Abraham Lincoln. In 1862, Lincoln signed the Pacific Railways Act of 1862.

That meant the Federal government would fund the construction of the transcontinental railroad. Although construction of the railroad was set to commence on the same year, events surrounding the Civil War caused delays. When the construction finally began, it was divided into two parts.

The first part of the construction was on the east and it was assigned to the Central Pacific Authority. The western part was relegated to the Union Pacific authority.

Most construction on the railroad was undertaken by Chinese and Irish labourers. The Chinese were mainly in the eastern part of the construction. On the other hand, the Irish did most of the work on the west. Construction of the railway was not solely meant to offer a mode of transportation. It was also a new form of technology that was meant to revive the West.

Construction of the railroads was only second to the Federal government when it came to important factors that were to shape the West. From the time the railway was commissioned, it was clear that it was to become the most favourable mode of transportation. The country’s economy was maturing at the time and railway transport looked like an efficient mode of transport.

When it was completed in 1869, it fuelled the exploitation of the Western plains in a big way. The railroad led to the stimulation of the Union Pacific’s economy.

It also increased the number of immigrants settling in the West. In addition, an immense number of employment opportunities came about as a result of this completion. A great American once said that the railroad was the “key” that was to open up the West and its resources to the rest of the world.

Before construction of the railroad, the west was a forlorn land that was completely shut out from the rest of the world. It is a common perception that the railway introduced the west to the world, and also helped the west receive the rest of the world. Because of the railroads, the West became a permanent addition to the existing world. The structure of the population in the West was also changed.

Some of the Irish immigrants that were involved in the construction of the railroad settled in the region. Economically, the railroad made it possible to undertake large-scale mining. Unexploited land was turned into ranches and through this railroad large scale agriculture finally arrived in the West. The prairies were eventually transformed into farmlands.

This also led to the introduction of new plants and crops to the West. Due to the heightened economic activity that was made possible by the railroads, the region started witnessing construction of tunnels, bridges, depots, and roundhouses. Because of such constructions, it was possible to distribute newspapers and mail in the Great West.

The Union Pacific railroad was mostly constructed by Irish immigrants. The immigrants were former war veterans of the confederate and union armies during the civil war. The Mormons also supplied labour for the construction of the Union Pacific part of the railroad. The Irish did the work strictly for monetary reasons.

The Mormons on the other hand were hoping that the railroad was going to open up their Utah neighbourhood to the rest to the world. When the railroad was completed, the Immigrants who were entering the United States using the eastern seaboard used the railroad to travel to the West.

Those who were in charge of the railroad encouraged this migration because they believed it would lead to increased business. For instance, Kansas had an influx of immigrants from Mexico, Russia, and Europe because of a marketing campaign initiated by the railroad authorities. Some of these early settlements have been responsible for shaping the settlement patterns of the American population.

Not everyone in the west was happy with the construction of the railroad. The Native Americans were against its construction because they believed it would interfere with their way of life. The Native Americans were of the view that the treaty they had signed with the Federal government was being violated by this construction. Some of their activities were also affected by the settlements along the railroad.

For instance, one of the most popular activities in the west was buffalo hunting. When mines and settlements came up, this activity was largely affected. The Native Americans tried to react to this by killing the Irish workers in war parties. However, the tide that was the railroad was too hard to stop. As a reaction to this, the Native Americans migrated further west to what is famously known as the “wild wild west”.

The effects of the railroad on the settlement of the Great West were fast and unprecedented. The population trends and the economic activities of the Great West were also altered. The railroad introduced new people, crops, and occupations to the West. On the other hand, the mines and fertile lands of the West were opened up to the rest of the world. Such was the enormity of the role played by the railroads in changing the West.

Surveillance Cameras

Due to the increasing rates of attacks on commuters in public transport vehicles and trains, the need for surveillance cameras in such modes of transport has reached critical levels. Attacks on innocent people in trains and buses are on the increase, and these people do not have the means to protect themselves. Victims of such attacks need to see justice served against their attackers, but how can this be possible without proper evidence.

Consider the case of the 24-year-old woman who was raped and murder on a bus as her boyfriend watched. The woman eventually died from the injuries she received from the ordeal.

Although the culprits were eventually apprehended, the life of a bright and promising young woman was lost. The fact that the culprits were eventually apprehended using evidence from a roadside CCTV makes the need to have surveillance cameras installed in public transport vehicles greater.

The woman’s boyfriend was eternally tormented by the experience and could not be expected to testify effectively before the court. This is because of the emotional torment that he had to endure, and the utter feeling of desperation and helplessness to protect his beloved girlfriend. In courts, a culprit is either incarcerated or exonerated based on the presented evidence. If a victim or witness is unable to produce evidence properly, culprits are likely to be set free.

This is a double tragedy to the victims and their families, and it can be solved by simply installing surveillance cameras in public transport vehicles and trains.

Although the problem of raping commuters is more common in India, San Francisco can serve as a role model to other states and nations by installing surveillance cameras in public transport vehicles. After the rape and murder of the 24-year woman, another woman was also attacked by a transport bus driver who attempted to rob and rape her (NDTV par. 1).

Presence of surveillance cameras will deter potential safety and insecurity threats to the innocent, weak, and physically impaired members of the society. The innocent includes young school going children who are unaware of the daily dangers they are exposed to as they commute to and from school. The weak members of the society include the sick and elderly individuals who lack the strength to physically fight their attackers.

Most of the women may also be considered to belong to this group since they cannot engage in brawls with men. Members of the society who are physically impaired include individuals with severe injuries, blind or have other bodily deformations.

Although there have been concerns about the issue of tracking the communication and movement of people, surveillance in buses is important in protecting such vulnerable groups. It is not possible to determine whether an individual is a pedophile from his or her appearance. However, these individuals can permanently change the lives of young children by sexually assaulting them.

Sexually molested children are forced to endure a life of shame and regret, although they were not responsible for the experiences they had to go through under their molesters. Sometimes, the emotional damage done to children is irreparable, and some eventually commit suicide or become violent as adults. The children are the future of the country and should be allowed to grow as normally as possible.

Even though cases of children being raped in public transport trains or buses, there have been cases of children being raped in other countries. Consider the case of a 14-year-old girl who was raped in Punjab by a truck driver, or the 18-year-old girl who eventually committed suicide after being raped by a gang, and police did not arrest her rapists.

Individuals with physical impairments are also exposed to attack because they cannot defend themselves. These individuals end being bullied or losing their property to their attackers. This should not be allowed to continue, and such cases can be prevented by simply installing surveillance cameras in public transport vehicles and trains.

Surveillance cameras are also important in the collection of vital evidence and prevention of fraudulent claims. Altercations between passengers and employees of commuter services may arise due to many reasons. Sometimes, these altercations degenerate into physical fights, which may result in considerable injury.

Since such incidences may result in litigations, compensation demands being made on the company or insurance claims which all are bad for the publicity of the companies, public transport companies strive to protect their customers and employees from such situations. For instance, a court exonerated a Californian man in 2010 after videotape records showed that he had been falsely accused of an attack on a Muni driver (Aparton par. 1).

Such false accusations are damaging to the reputation of an individual, and show that a company’s employees are untrustworthy and can behave irresponsibly. This illustrates the necessity of surveillance in public transport vehicles and trains because employees of these companies have shown that they can also make falsified claims.

Another example where a Muni bus employee made falsified claims occurred in 2012 when the driver, Velma Louise Jones, made a false claim of a robbery attack while she was at work on June 1, 2012 (Ho par. 2).

Ms. Jones used her claims to fraudulently seek for compensation but was later charged with various felonies after a surveillance video showed that she had lied while reporting the attack. Without such surveillance tapes, the truth becomes harder to determine, and court cases may become unnecessarily prolonged.

The cameras can also be used for other crucial purposes such as assessment of employees of public transport companies. The competition to have loyal customers loyal to specific public transport companies is high because commuters have the liberty to choose from many options. Commuters may choose to travel via bus or train, and the number of companies offering these services is high.

Consequently, it is critical for companies offering these services to appraise services offered by their employees. However, appraisal using supervisors onboard is likely to provide false results since the employees are likely to modify their behavior. Opinion from commuters may also be unreliable because some commuters would not wish to jeopardize another person’s employment.

Using surveillance cameras enable constant observation of the behavior of transport company employees and helps in proper assessment of the employees. This help in improving the quality of services offered by the employees and helps in the training of other employees (Notbohm par. 7).

Surveillance cameras in public transport vehicles and trains also help in curbing incidences of fare evasion. The captured images are used in identification, tracking, and prosecution of such culprits, and this helps in ensuring that these companies do not lose revenue from such activities.

Security Guards

Another method of addressing the safety and insecurity issues affecting commuters using public transport vehicles and trains is by employing security guards. Since security guards are extensively trained on identification and prevention of security threats, they help in deterring and curbing insecurity threats on commuters in public transport vehicles, commuter trains, and stations.

The July 7, 2005 suicide attacks on the London subway, which resulted in 52 deaths and multiple injuries illustrate the need for security guards in subway stations and trains. In September 2012, an eighteen-year-old was robbed of his belonging after alighting from a commuter train near Glen Park neighborhood (CBS SF par. 1).

The mugger seemed to be aware of the teenager’s movement and was expecting his arrival at the station. Presence of security guards at the station would have prevented the mugging from occurring. The teenager’s refusal to seek medical attention or record the incidence with law enforcement officers shows that he was greatly disappointed by the security.

Although civilians are expected to be the first to ensure their safety, some incidences have shown that this is not so. For instance, a 20-year-old San Francisco State University student was shot in a commuter train in 2013 while his fellow commuters were too engrossed on their smartphones to notice the killer pull out his gun and repeatedly point it at random directions (O’Connor par. 2). Security guards are needed in commuter trains and buses.

At the end of a busy day, passengers are understandably tired and eager to reach their destinations. Smartphones offer them good distractions from their monotonous journeys although expose them to danger.

Employing security guards in the commuter trains and buses will ensure that the passengers are safe from such security threats. Security guards can also help the elderly and sick commuters in boarding the right buses and trains, and also alighting at the right terminals.

Plainclothes security guards can also be used to curb insecurity in some routes. This is because villains will not be aware of who the actual security guards are in their midst. The villains will find it difficult to attack other commuters since they will fear being apprehended. Uniformed security guards can also help in curbing insecurity in commuter vehicles, trains, and stations.

Villains who see such uninformed will behave well and not attack other passengers even though they would seize any opportunity available to do so. Although security guards help in reducing insecurity for commuters, many companies face budgetary and personnel constraints which limits their ability to establish the presence of security guards in their vehicles, trains or stations (Transit Cooperative Research Program 2).

However, it is important to note that the security and lives of commuters are important to public transport companies. As a result, these companies should seek ways of enhancing the security of commuters. Security cameras offer cheaper and long-term solutions although their initial costs are high. This is because once they are installed, the costs needed to maintain them is low unless they are vandalized.

However, this only occurs in very rare and extreme cases such as during hijacking incidences. However, security guards are also important because they can promptly respond to any security threats. Metal detectors can also be placed on doors of trains and buses to alert drivers and security guards of potential guns in the trains. This will help them be more prepared to respond to any unseen situations.

Works Cited

Aparton, Tamara. Tourist acquitted of attacking Muni driver. 2013. Web.

CBS SF. Teen SF Muni passenger robbed at knifepoint after exiting light-rail train. 2012. Web.

Ho, Vivian. S. F. Muni driver accused of fabricating attack. 2014. Web.

NDTV. Banglore: Driver allegedly throws woman from bus after rape attempt. 2014. Web.

Notbohm, Rodell. How transit video surveillance systems play an important role in security and efficiency. 2013. Web.

O’Connor, Lydia. San Francisco train passengers too distracted by phones to notice shooter’s gun in plain sight. 2013. Web.

Introduction

This report is about the Australian Transportation Industry, which has several transit partners, including Onyx that endeavors to transform transportation in Melbourne.

The report is divided into various segments, with detailed information about the technology and how to achieve the intended goal in the transport industry in Australia. Moreover, the status of the industry will be analyzed to ascertain the opportunities of the market.

Background of the market

Like most cities in the world, Melbourne has continued to improve its transport system in order to meet the needs of its people and address emerging challenges in the transport industry. Besides other factors about Melbourne’s transport system, it is known to be the home of the largest tram network around the globe.

The city is well-connected with hundreds of routes, and no other city in the country has a freeway network like the one in Melbourne (Wheeler 2008, p. 344).

The city is mainly served by buses and trains, which are considered to be more effective in facilitating the movement of people within the city and connecting to other destinations in the country. The rural areas are also connected to the metropolitan through railway networks.

Surveys have revealed that less than 20% of Melbourne’s population receives timely and suitable services. Even though the system has tremendously changed, Melbourne’s transportation has remained car-oriented, a trait, which continues to discourage commuters (Battellino 1997, p. 5).

It is also important to note that the transport sector is partly privatized, even though the idea received immense criticism after the public found it more expensive to run the private system as compared to the way it had been publicly managed.

Based on the changing times and advancing technology, most Australians wish to see an automated system, to avoid long queues, which are common in ticketing stations. This is mainly attributed to the high population that requires efficient electronic services in most of the departments including transport.

Even though the ticketing system is becoming digital, many Australians prefer a simplified system, which doesn’t require travelling cards for convenience (Explore Melbourne: Public transport information 2012).

Client Background

The metropolitan transport company aims at facilitating transport in Melbourne by meeting the needs of its clients. Its activities include regulation of the system, by ensuring that the people of Melbourne are served with the best transport services.

Additionally, the company listens to the complaints made by commuters and makes necessary changes in order to remain relevant in the market (Wheeler 2008, p. 344).

With regard to fares and ticketing, the company has been on the frontline in advocating for a payment system that is efficient and convenient to customers.

This has led to the developing of ticketing systems, say Myki and Metcard. Myki is an electronic card, which is used by commuters when they are using the public transport system.

The metropolitan transport company plays a major role in Melbourne, through networks, which connect the city and facilitates the movement of people from one destination to another. There is no doubt that it is a major player in the strengthening of the country’s economy (Public Transport in Melbourne 2012).

Based on the role the company plays in promoting movement of people within the city, it is doubtless that the company is in a position to accommodate an idea that promises better services. For the metropolitan transport company, Onyx would guarantee an improved ticketing system, which promotes efficiency and convenience.

Myki

Myki is a system used for ticketing in Melbourne and other cities in the country. Importantly, the introduction of Myki in Australia was aimed at improving the ticketing process by replacing the Metcard with a more effective system, which addresses the needs of the city.

The card can be used anywhere when one is paying for public transport bills, since it stores value, and is recharged upon depletion. Unlike Metcard, Myki has a wide range of advantages (ABC News 2008).

For instance, it is considered to be convenient in estimating the fare paid with regard to the distance covered and the zone of operation.

By having the Myki card, one can travel around the city using public transport without necessarily carrying money or purchasing fare tickets every day. In fact, the system allows auto top-ups by customers for the sake of convenience while travelling (MYKI: Myki benefits 2012).

Additionally, Myki cards do not get worn out daily; they are made of plastic to allow them last long. The system also charges minimum amount of fare and is flexible in the sense that commuters decide what to spend since there are several payment modes, like “pay as you go” and the prepaid method.

Some of the issues facing Myki include privacy of information, where concerns have been raised over the security of information. Additionally, the plan has taken too long to be rolled out across the city (Summers & Smith 2010).

Onyx

Onyx is determined to bring change in the lives of Australians through an improved payment system when using the public transport system, through the use of smart phone applications. This is based on the fact that Melbourne is concentrated with people who mainly use the public transport system.

Moreover, this group of commuters comprises of employees, students, and visitors touring the city, who spend a lot of money in paying fare. Unlike the current and previous payment systems, Onyx will embrace today’s technology by allowing commuters to pay their transport bills using iPhones and other smart phones.

This will mean that nobody will be required to carry along cards, since the payment will be made using an application on the phone, downloadable from the internet. The technology will be integrated with Myki in partnership with Google to ensure that its services are effective.

The relevance of Onyx is the based on the current status of the industry and advancement in technology. For instance, Melbourne has the largest tram system in the world, with millions of trips and journeys being made annually (Dodson et al. 2012).

As a result, Onyx aims at eliminating delays, which have been witnessed recently by the Metcard system and Myki.

Additionally, no queues are expected since no payment will require the use of a common paying point, as seen with card readers used by Myki. Based on the challenges, there is no doubt that the product will be highly acceptable.

Recommendations and conclusion

From the above analysis, it is evident that Melbourne transport system needs a more advanced ticketing system, in order to address its current challenges. Nevertheless, Onyx has to be well marketed so that commuters can visualize the benefits of the system.

This can be achieved by use of the 4 P’s of marketing in meeting the needs of the industry. The idea is feasible based on the technological advancements, which have been realized in the 21^st century and the opportunities in the Australian transport system.

References

Battellino, H. 1997, Mode choice for non-work trips. 21st Australasian Transport Research Forum, University of South Australia, Adelaide.

Dodson et al. 2012, Transport Disadvantage in the Australian Metropolis: Towards new concepts and methods. Web.

Wheeler, D. 2008, Lonley Planet Melbourne & Victoria City Guide, Lonely Planet, Melbourne.

Explore Melbourne: Public transport information 2012. Web.

Summers, J. & Smith, B. 2010, Communication Skills Handbook, John Wiley & Sons, Queensland.

ABC News: Myki ticket system delayed again. 2008. Web.

MYKI: Myki benefits 2012. Web.

Public Transport in Melbourne. 2012. Web.

Introduction

Transportation and logistics system acts as one of the major reflectors of a country’s economic capability and resource availability. Such elaborate system, determines various trends within market environment based on critical aspects. Consequently, nature of transportation and logistics systems within a region determines costs and ultimately nature of pricing on consumer goods.

For example, significant costs of transportation and logistics on agricultural materials differ depending on whether a country is developed or underdeveloped.

Developing countries within South America imposes higher freight rates making charges on their exports higher i.e. between 10 to 20% compared to other goods from developed nations such as United States. Such cases are also attributed to presence of inadequate transport capacity within underdeveloped regions (Lieb and Randall, 1996).

Argentina Transportation System

Argentina is currently identified as one of the emerging economic power within South America. Consequently, privatization movement within Argentina’s transport sector has attained great advancement within the last few years.

There has been tremendous influx of investment from domestic and foreign bodies acting as major force behind gains in movement and storage of goods and services. However, such positive changes within Argentine logistics environment are expected to remain high within the next couple of years (Cottrill, 1999).

One notable change experienced involves development of river transport systems within the country as well as neighboring Mercosur nations. The water highway system referred to as ‘hidrovia’ project, contributes towards extensive improvement on the access of large vessel ships within inland ports. This has adequately enabled enhancement of economies of scale gained by shippers from various goods within export markets.

Additionally, the railway network within Argentina received necessary boost form investors in mid 1990s. The nation’s five rail lines received uplift through privatization which has ultimately contributed towards concentration of much transportation within railway system.

Such privatization has seen diversion of most traffic away from road transport, since large volumes of goods are moved efficiently over longer distances through rail. Extensive use of rail by Argentine Shippers has contributed towards enjoyment of economics of scale by the nation due to convergence in volumes and operational costs (Cottrill, 1997).

Despite achievement experienced within the rail system, there has been lack of sufficient storage facilities within Argentina’s grain industry. This has forced most farmers to seek for trade opportunities for their grains despite prevailing market conditions within domestic market. Argentina’s logistic system encounters difficulties based on the limited capacity at various elevators and river terminals.

The country’s agricultural sector focuses on attaining high productivity standards within farming zones based on improved nature of the country’s elevator. Such improvements would demand significant shift of investments towards storage facilities for the purposes of alleviating storage deficiencies.

However, the country has significantly improved processes through which commodities and value-added goods are moved from production sites to consumption points. This has eventually made Argentina to be recognized as one of the competitors within international grain market (Argentina Business, 1998).

Motor transport is used in Argentina for the purposes of transporting goods especially agricultural produce from farms to various destinations. However, most feeder roads serving rural locations have been identified as predominantly poor, making transportation of products difficult.

The network of roads serving busy terminal locations such as Rio Parana are considered costly based on nature of breakages usually experienced on transit containers. Such road conditions are associated with frequent failure on equipments and wastage of transit time leading to higher operational costs. This has made trucking costs to be approximately over 60% higher compared to those of developed countries.

In Argentina, various motor operations within agricultural sector focuses on small service providers specializing in the movement of different commodities. Their operations are usually seasonal with high demand being experienced during peak harvests. Such operations have led to relatively growing congestion within major metropolitan regions within the country as well as port locations.

Movement of bulk goods through railway system has created significant economies in terms of volume due to reduction in costs. Argentina has approximately over 34,000 Kilometers of rail which is currently under private ownership of five companies (Cottrill, 1997).

However, a number of problems have been encountered within the rail system which includes loading and off-loading of shipments across rail line which at times results into higher costs based on time. This has solicited concerns based on transit times as well as locomotive failures.

Despite such drawbacks, rail freight in Argentina has risen significantly over the last decade (Argentina Business, 1998). On the side of water transport, there has been elaborate dredging of major rivers for the purposes of accommodating large barge tows with transit goods.

Conclusion

From the discussion above it can be noted that the level of comparative transportation as well as nature of performance on logistics is largely determined by the nature of infrastructure present within a country. Various modes of transportation used in many countries include; water, overland, air and pipeline transportation.

On the same note high seas navigation provides one of the major means of accessing overseas export markets. In the case of Argentina, highway system presents one of the critical links between farmers, elevators and consumers.

References

Argentina Business. (1998). The Portable Encyclopedia for Doing Business With Argentina.2nd Ed. San Rafael, CA: World Trade Press.

Cottrill, K. (1997). Argentina’s Privatization Signals Rail Revival. Traffic World, 2 (10), 8a.

Cottrill, K. (1999). Fairer Climate for Exports? TrafficWorld, 5 (4), 22-23.

Lieb, R. & Randall, H. (1996). A Comparison of the Use of Third-Party Logistics Services by Large American Manufacturers. Journal of Business Logistics, 17(1), 306-21

Traffic is a common problem. However, despite the availability of solutions to traffic congestion, economic viability is a significant barrier. Additionally, any construction may face additional risks according to the area’s weather patterns. Wilmot and Cheng (2003) write that- after the hurricane damage has been accounted for- Louisiana will pay 75% more than the state had projected for the years 1998 to 2015.

These situations create a productivity dilemma as a lack of funding halts construction and create a bigger negative response from the public. Initially, the impact of construction is great. However, the shifting of city centers and the deterioration of the highway system demand extensive changes.

At face value, highway construction may not seem to be worth the initial and residual (maintenance) costs, but, according to the Texas Transportation Institute, traffic congestion cost American motorists approximately 7.2 billion dollars in 1997, and 11% of wage hours were spent in the commute to-and-from- their place of work (Chasey, de la Garza, & Drew, 2002).

Drezner & Wesolowsky (1997) created an algorithm which demonstrates the optimal ratio of one-way to two-way streets, and the authors’ results fell in the middle range of their liberal goal set. This represents an average of 0.25 seconds at every street light. For a cross-town commute, especially in particularly congested cities, a worker will save minutes or even hours.

While the potential gain of building highways may seem small if taken purely as an investment in materials, then the cost-benefit ratio is drastically skewed. This same dilemma faces preventive technologies which seek to avoid accidents altogether.

However, fewer accidents would cut the costs of insurance, or motor vehicle repair, and emergency response teams, i.e., the police, emergency medical technicians, etc. Since these positions would remain necessary, employment would not be lost- merely mainstreamed for greater productivity. This may also decrease the need for accident-related damages and reduce construction costs(Papic, Aronov, & Panetlic, 2009).

For states and countries already facing an uphill economic battle, a simpler, cost-effective solution is to implement stricter regulations for motor vehicles to pass inspection and to provide state tax incentives for maintenance and repair shops to decrease the standard rates which they charge customers (Papic, Aronov, & Panetlic, 2009).

We submit that- at the very least- these lower rates should be available to city buses and handicapped permit-possessing vehicles. As discussed, one of the largest drawbacks to these investments is the reality of the unpredictable nature of the weather, of technology, and of the frequency of pursuing eco-friendly alternatives, such as buses, trains, rails, and high-occupancy vehicles, but the costs of not moving forward are greater than the initial investment.

One-way streets can be very effective for both traffic reduction and accident prevention but must be carefully planned to realize their full potential, because one-way streets may not have turnarounds for each street, creating a problem for traffic flow in some cases.

They must also be accompanied by clear, visible street signs, repainting, and reprogramming of street lights (Drezner & Wesolowsky, 1997). For preventive technologies and laws, the balance of employment shifts to a greater need for quality control and careful regulation (Papic, Aronov, & Panetlic, 2009).

References

Chasey, A. D., de la Garza, J. M., & Drew, D. R. (2002). Using Simulation to Understand the Impact of Deferred Maintenance. Computer-Aided Civil & Infrastructure Engineering, 17(4), 269-279. Retrieved from EBSCOhost.

Drezner, Z., & Wesolowsky, G. O. (1997). Selecting an Optimum Configuration of One-Way and Two-Way Routes. Transportation Science, 31(4), 386. Retrieved from EBSCOhost.

Papic, L., Aronov, J., & Pantelic, M. (2009). SAFETY BASED MAINTENANCE CONCEPT. International Journal of Reliability, Quality & Safety Engineering, 16(6), 533-549. doi:10.1142/S0218539309003563

Wilmot, C. G., & Cheng, G. G. (2003). Estimating Future Highway Construction Costs. Journal of Construction Engineering & Management, 129(3), 272. Retrieved from EBSCOhost.

Abstract

This research paper provides an insight into the convergence of transportation congestion and security at a United States seaport. Most of the streets in various states of the US experience transportation congestion due to increased use of road and rail networks among others. However, the analysis of seaport congestion demands comprehension of its effects of on the national economy.

A purposeful perspective should be applied in vehicle and ship demeanors in the modal networks. It should figure out how these modes of transport compete for the limited spaces on the networks. On the other hand, the user’s viewpoint is a reflection of the expected functionality of the transport system. To manage transport congestion effectively, a combination of behaviors of the physical traffic and users’ expectations of the operational ability of the system are merged.

Transportation congestion has caused problems such as prevention of free movement of people, goods, and vehicles. This situation has further resulted in disruption of daily business performances and increased insecurity among others. Cases such as theft and terrorism have heightened because of nature of traffic at the US seaports.

As a result, there has been increased fear of being mugged or losing large amounts of dollars at the facilities. The U.S. has strived to manage all aspects transport congestion and security at the seaports by addressing the problems and measures that minimize costs. This research paper elaborates on the extent of convergence of transport congestion and security at a U.S. seaport. It also provides the significances of such convergence to the state.

Transport Congestion

Transport congestion arises from a higher need of mobility equipment that surpasses the capacity of the available motorways. This situation leads to traffic jams that slow down business activities. Traffic congestion at the seaport varies depending on rush hours and seasons among other factors, which either accelerate or decelerate the flow of automobiles into and out of the port facility.

There has been notable amplification of traffic volumes that have congested highways and roads within the United States seaports, especially in Los Angeles. This situation has resulted in hands-on difficulties at the facilities that have made delivery of people and goods by the various operators a nightmare due to amplified time wastage.

The United States population is on the rise. This situation corresponds to an increasing number of people who transact their businesses in towns. Although the government has attempted to implement numerous solutions such as establishment of more highways to decongest the port, the slow processes do not match the pace of increasing traffic at the facilities.

The Texas Transportation Institute (TTI) recently revealed that thousands of hours and approximately 3 billion additional gallons of fuel are wasted due to traffic jams in the US seaports (Figliozzi, 2010). The TTI approximations show that freight distribution will be higher in the next 5 years because of transport congestion.

Presently, businesses that deal with distribution of merchandize by means of transits and trucks get low profits due to increased automobile traffic. Numerous researchers have also documented findings concerning higher expenses during distribution and delivery of various products that pass through the port facilities (Figliozzi, 2010). Usually, crammed seaports lead to time wastages due to a higher frequency of traffic jams as vehicles are driven at exceedingly slower space.

This situation has always led to high capacity ratio motorways, especially during the rush hours. Other causes of transport congestion include collisions and other emergencies such as fire breakouts, medical cases, and vehicle breakdowns among others. However, cramming of the seaports is mainly experienced at peak hours while the other causes only happen indeterminately (Goetz & Vowles, 2003).

Transport congestion has raised a major concern that has compelled numerous researchers to conduct studies to investigate variability problems that are brought about by congestion delays, and freight distribution systems.

According to Figliozzi (2010), these researches are expected to provide an insight into quicker methods that will decongest the seaport facilities. Other studies also indicate the degree of transport cramming in relation to how it has led to reduced competition and growth of various businesses in states of the US states such as Los Angeles among other seaports (Weisbrod, Vary, & Treyz, 2003).

Concisely, these studies elaborate on the various negative consequences of transport congestion with respect to costs that are incurred in daily operations and in the localities among others. This state of affairs also leads to more accumulations of inventories that result in minimal distribution of products to minimize risks that are associated with shipping costs (Figliozzi, 2010).

The INRIX traffic record indicates that transport congestion data in the USA increased by three scores in 2013. The gross domestic product (GDP) also increased by approximately 2-percent. This increment is high as compared to the preceding two years. It also indicates that a growth in the economy will lead to further transport congestion. This situation will lead to more time wastage; hence, the overall production in the country is expected to reduce due to slow movement of merchandize.

The report also shows that drivers in the USA waste over 35 hours while sitting in traffic jams annually. Those who reside in congested towns spend additional 40 hours per year on average in crammed traffic. All these situations result in a total of more than15-percent of lost time. The INRIX reveals that Los Angeles is the most affected towns among the US seaports (Schrank, Eisele, & Lomax, 2012).

Interstate traffic in Los Angeles moves by about 14 miles per hour on average as reported by the INRIX. This speed implies a slow pace of combating the problem of transport congestion by the US government. Various other cities that are faced with the seaport cramming are listed in the below table.

Table 1: A table showing INRIX commute time and congestion scores of various seaports in the United States (Schrank, Eisele, & Lomax, 2012)

Schrank, Eisele, and Lomax (2012) reveals that the USA is experiencing increased traffic congestion within its seaports, especially the west coastal towns of Los Angeles, the Long Beach, Seattle, and Tacoma. The main reason for such congestions has been linked to deliberate slow offloading of cargoes that cannot match the pace at which more ships dock at the western coastline.

The shipment delays have resulted in nationwide complaints, especially by merchandizers of the US Agricultural Transportation Coalition (ATC) among others (Schrank, Eisele, & Lomax, 2012).

Causes of Transport Congestion in the USA

Various ways that cause transport congestion in the USA include traffic incidences cause standstill or disrupt automobile flow on the motorways. Such cases include motor vehicle accidents and breakdowns among others (Cohen, Harry, & Southworth, 1999). Other incidences that augment motorway overcrowding at the seaports include debris blockages that make drivers slow down.

Sometimes, repair work in various areas and zones along damaged roads result in reduction of spaces in the driving ways, diversions, blockage, and/or closure of various lanes. Work sites that are located next to the roads also lead to delays and frustrations (Cohen, Harry, & Southworth, 1999). This situations cause slow movement of haulers and other motor vehicles within the seaports.

Frequent changes in weather conditions also lead to transport congestion in the port cities. Bad weather reduces highway visibility. As a result, drivers adopt slow speeds during the rainy seasons and while on highways that are facing bright sunlight. Smokes and fogs among others hurdles also lead to poor visibilities. A need for more haulers and conveyance equipment has also increased transport congestion in various port cities of the US. This situation has resulted in inconsistent transportation patterns.

Variability of traffic congestion at different times of the day or seasons such as peak hours among others also worsens the condition at the seaports. Other events that contribute to this menace include sports, auto and horse races, university ‘Move-in days’, festivals, state fairs, season shopping, and concerts among others (Cohen, Harry, & Southworth, 1999).

USA traffic systems have incorporated various highway features that facilitate traffic flow. For instance, Cohen, Harry, and Southworth (1999) reveal that certain control devices that are installed in various parts of highways that lead to the seaports assist in management of frequent disruptions of transportation flow.

Such devices are used to monitor level crossings on railroads and traffic lights among other functions. Other features that result in transport congestions include physical barriers that are influenced by a number of factors such as breadth of the motorway lanes, merging and interchange points, and alignment and grade curves (Cohen, Harry, & Southworth, 1999).

Negative Impacts of Transport Congestion

At the outset, many motorists and passengers now face direct impacts of transport congestions due to time wastage. This situation has led to reduction of the overall economic growth. The most common effects of traffic delays in the seaports include lateness to work, schools, and meetings among others. These situations further result in loss of business and procrastination of activities (Glaeser & Kohlhase, 2004).

According to Glaeser & Kohlhase (2004), poor time planning by drivers leads to less allocation of production time. The USA is also faced with amplified air pollution due to excess emissions of carbon IV oxide that is released by idling vehicles in the traffic jams among others.

The cost of maintaining automobiles that operate around the ports has also amplified due to repeated starts and stops that speed up tear and wear of various moving parts. Lastly, there are higher chances of vehicle collisions due constant stops and movements (Glaeser & Kohlhase, 2004).

Intermodal transportation

Intermodal transportation involves movement of people and goods in vehicles and/or containers using trains, ships, and trucks from a specific place to a designated destination. The method is very essential because of its ability to reduce frequent cargo handling. It also reduces damages that can lead to loss of products. As a result, it enhances quick transportation of merchandize (Rushton, Oxley, & Croucher, 2004).

The US transportation authorities have strived to merge various shipment networks by implementing intermodal means since the 1960s. For instance, the maritime and inland networks have been joined together through implementation of intermodal transport system.

This mode of transportation closely works together with trans-modal road networks that involve the movement of goods using haulers. Since the intermodal transport involves shifting of goods from one mode of transport to another (such as from rail to road), it is complemented by trans-modal networks that facilitate movement of such merchandize to the interior areas that are not reachable by ships and trains (Crainic & Kim, 2006).

The intermodal shipment mode significantly reduces congestion at the seaports. Consequently, it boosts the economy whilst ensuring shipment flexibility. According to Crainic and Kim (2006), this mode of conveyance is efficient since it operates under some concepts that pertain to the nature and quality of cargo. The USA uses this transportation system for both intermediate and finished goods that weigh below 25 tons (Crainic & Kim, 2006).

However, this mode requires good links with other transport networks that ease movement of trucks and locomotives from maritime to interior regions. Furthermore, it is frequently used when the distances between two terminals are wide apart. For example, it is mostly applied in situations where transportation takes two or three days. In such cases, movement of large containers and other heavy loads from the seaports requires both rail and road transport means.

Rail shipment moves heavy loads to specific terminuses. Trucks are then used to ferry the cargos to desired locations. Shipment and distribution are processes that necessitate quickness to save costs that are incurred during transportation. Therefore, the intermodal system provides a simpler means to save time and cost of transport.

Other concepts that enable intermodal transport include the value of the goods that are to be transported. Goods that have a higher value require direct delivery modes that use roads. Lastly, a consistence flow of goods between different terminuses requires intermodal transport (Crainic & Kim, 2006).

The US government has strived to implement the intermodal transportation system by integrating different modes such as rail and roads, maritime to roads, maritime to rail, mass transit and highways, pipeline and aviation among others. This great interdependent network has enabled the country to cut costs on transportation (Crainic & Kim, 2006).

External Mode

The external mode is only experienced when the modes of transportation of a given country are joined with those of its neighbor nations. For example, Canada and the United States share various transport networks such as the ocean, road, rail, and air. The external mode further eases transaction between the two countries since it acts as a pass-way (Crainic & Kim, 2006).

Terminals in Transportation

The points at which passengers and/or goods are collected or distributed for transportation are known as terminals. Various terminuses include rail and bus stations, airports, and harbors among others. The terminals are found in two positions within a transport network that include boarding and/or loading and destination (offloading) points (Rodrigue & Notteboom, 2012). Good are consolidated at the port and railway terminals to ease further distribution.

Intermodal terminals are frequently used in the United States where passengers travel by air and ship to other countries. At the seaport facilities, they change the transport modes to use the road or rail systems. Effective operational terminals should reduce dwell time. However, this characteristic is determined by the location, accessibility, infrastructure, and maintenance of the terminus (Rodrigue & Notteboom, 2012).

Infrastructure at the Seaport

Most countries that are not landlocked benefit immensely from international trade due to easy accessibility to global markets through seaports. Currently, the United States has been experiencing rapid increase in cargo shipment from cruise ships.

This situation has led to a significant growth of the economy. Currently, the government has prioritized various expansion plans that are aimed at improving its seaports, especially in the west coasts of Los Angeles among others to ensure long-term economic development (Rodrigue & Notteboom, 2012).

Recently, the president of the United States made signed an infrastructure improvement agreement in a move that is aimed at easing transportation on both land and waterways to enable access to seaports. This action was taken to curb problems that arose from frequent docking of large ships and growing population that has led to an increase in trade along the coastlines.

As a result, the government is expected to allocate more funds for expansion of both intermodal and trans-modal transport systems. Implementation of the agreement is projected to bring about interconnection of various seaports to other transport networks. Rodrigue and Notteboom (2012) reveal that this situation will significantly boost economic growth of the United States.

The country is currently experiencing an increased demand for goods in the Latin Americas and Asia. Therefore, shipping more exports to the world markets is necessary. Most of the United States economists have predicted an increase of export that will be higher than the imports in the near future. However, this situation will only be achieved if the infrastructure plan is implemented thoroughly to ease congestion and security at the seaports (Rodrigue & Notteboom, 2012).

To enhance shipment through quick loading and offloading of cargos, the United States port authorities have execute robust plans for further expansion of the harbors and related facilities to accommodate more vessels that dock at these points. Security also needs to be improved to ensure protection of people and cargoes that are collected at the seaports (Rodrigue & Notteboom, 2012).

Other countries also depend on the west coasts of United States due to their reliance on manufactured goods. A recent survey that was conducted by Rodrigue and Notteboom (2012) indicates that nearly all the imports and exports that reach the neighbor countries pass through the seaports of the United States.

Entry points

Entry points are places that are specifically designated for lawful reception of non-citizens of a particular country. The visitors’ passports and other essential records are verified at the entry points before they gain access to the country. Their baggage is also inspected for any arms that can raise security concerns. Most of the entry points in various countries are airports, airstrips, seaports, and other designated places at the boundaries of a country.

The entry points at the seaports are beneficial since they facilitate exchange of imports and exports amongst countries. This situation enables selling of local products in the global market, which allows expansion of businesses and growth of the economy (Jeffrey, 2005).

Currently, the USA entry points at the seaports handle around 2 billion metric tons of cargos per annum. This statistic is an indication of an excellent trade that boosts the country’s economy. As a result, the USA further plans to expand its seaport bases to increase shipment of people and goods.

However, the have been various challenges of illegal immigration due to poorly managed borders and entry points in the north US-Canadian border and the south where immigrants from the Caribbean islands and Mexico enter the country. Jeffrey (2005) reveals that over 10 million unregistered foreigners dwell in the US. This situation arises from laxity at the entry points and porous borders. Particularly, the southern US-Mexican border has been experiencing the highest rate of unlawful immigration.

As a result, the government has attempted to alleviate this situation by building a barrier in accordance with the Fence Act. This move is expected to reduce the rates of drug trafficking and terrorism. The vulnerability of the USA borders is further worsened by the increasing security gap since the patrols never monitor all the barricades. Most of the fences that are built to bar illegal immigrants from entering the country are usually incomplete.

As a result, some places along the borders provide through ways that are used by the illegal immigrants (Jeffrey, 2005). However, the US government is striving to solve various problems that are related to borders and entry-points through establishment of immigration reforms together with current technological information. The government is also planning to liaise with the local authorities to increase vigilance along the borders among other measures (Jeffrey, 2005).

Personnel

Border personnel are people who are employed to monitor the various entry points along the boundaries of a country. In the US, these people are aimed at enabling efficient handling of registration and verification of information of both immigrants and emigrants. They also ensure that security is provided at these places so that incidences of terrorism among others are minimized.

Although the personnel at the border and ports of the USA control such cases, challenges are currently faced at the entry points (Jeffrey, 2005). Insufficient infrastructure and security protocols at such points affect the expected economic gain of the country. Most of the entry points have become more porous due to laxity of the personnel who are also inadequate to protect the border points effectively (Jeffrey, 2005).

The personnel who monitor the southern borders of the USA are facing major challenges due drug trade and increasing security gap that exists between the national and local governments and the environmental personnel. The construction of fence along the Mexico-USA border is also under threat due to disagreement between the patrol security and environment personnel (Jeffrey, 2005).

Security at the Seaport

Countries with most efficient security protocols perform better in terms of trade; hence, they experience economic boosts since many people feel more secure to transact their businesses. Currently, the United States has above 350 seaports along its coastline that require improved security.

The various departments that deal with issues of security at the seaports include Operation Safe Commerce (OSC), Transportation Safety Authority (TSA), the Department of Transportation, customs department, the United States Coast Guard, the Department of Defense, the Immigration and Naturalization Service (INS), the State Department, and the Justice and Commerce Department among other authorities (Frittelli, 2008).

The United States has invested a lot in the security sector, especially in the seaport, since these areas are the hub of its growing economy. The government has strived to enhance the homeland security by creating fusion centers. The Department of Homeland Security (DHS) is charged with the responsibility of sensitizing various workforces to the key issues that influence security in the country. The DHS also has a connection to the federal systems; hence, it enables the government to enhance security in various entry points along the borders.

The government has also remained in the forefront to sensitize its citizens to the importance of reporting activities that pose security threats to the country. To achieve this objective, various authorities are charge with the responsibility of training the local law enforcers on ways of recognizing crime and terrorism behaviors.

This education elucidates on how the behaviors can be analyzed properly by providing relevant information to the security personnel. On the other hand, the DHS has also offered over 30 billion dollars to promote preparation of risk prevention and response to terrorism and other threats (Frittelli, 2008).

The security at various seaports also conducts frequent screening for proper identification of risky passengers. This strategy is practiced to curb cases of terrorism at the seaports. It also ensures that the seaports are more secure. For example, in the 2008, the government identified numerous cases that were related to terrorism before the people entered the country (Frittelli, 2008). Security personnel have been deployed in various intermodal sections at the seaports to improve safety and security.

The government launched baseline surface transportation security assessments in 2006 to ensure safe transit transportation at various harbors. Seaport authorities also conduct frequent container checks to identify containers that can pose potential security risks.

The DHS is now implementing detection technologies at the seaports to scan all containers and cargo. Lastly, security vulnerability assessment is also conducted at the seaports to identify high-risk points and provide security measures that should be taken to in case safekeeping is required (Frittelli, 2008).

Maritime Laws

Maritime laws in the USA are used to regulate operations along the seaports and other water bodies in the country. Specifically, the laws govern navigation, waters, docks, maritime liens, shipping, and piracy activities among others (Papavizas & Kiern, 2007).

Maritime Transportation Security Plan

The maritime security plan of the USA was established to enhance security operations on the seaports and other maritime areas. This system plan ensured improvement of the security at the various networks that cover maritime and shore localities that interrelate to various modes of transport. The maritime security plans are based on various factors.

At the outset, it entails a security component that deals with ships, infrastructure, and cargo in an attempt to ensure that the regulations are put in place to prevent situations of insecurity (Helmick, 2008). The second aspect deals with interface security at various points of maritime transportation systems where there are interactions of various modes; hence, it ensures security at all times. Information security is the third element whereby cases of exploitation by terrorists as well as corruptions are curbed.

This aspect ensures efficient management of security data to improve security of the maritime areas. Lastly, a network of security ensures security enhancement during maritime transportation activities. The maritime security personnel work together with the DHS to ensure risk management and proper handling of security information. It also regulates both national and international safety frameworks to improve the business environment at the seaports (Helmick, 2008).

Transportation Security Systems (TSS)

The Transportation Security Systems (TSS) operates under the Transport Security Administration (TSA), which is a department of the Department of Homeland Security (DHS) that ensures transport security within the United States. The transport security system is mandated to transport safely goods and people all over the country as well as outside the country. A committee of the US Department of Homeland Security manages the transport security system (Wensveen, 2012).

The committee ensures that various modes of transportation such as railroads, mass transits, trucks, and pipeline among others are secured properly. The security of transportation in the USA has been facing problems that emanate from issues of terrorism due to multiple entry points that are heightened by the surface transportation system. Currently, a combined force from the TSA and DHS sections provides a unique approach to handling of security issues that pertain to transport systems (Wensveen, 2012).

Various transportation security systems have been established to manage aviation sectors such airstrips and ports, and heliports among others. In addition, other security infrastructures have been installed along motorways to monitor motor trucks, maritime transportations, mass transit, passenger trains, pipeline systems, freight rail systems, postal, and shipping systems (Wensveen, 2012).

This situation has led to a notable improvement in the overall seaport security due to monitored movement of products and people in and out of the facilities.

Federal Highway Administration

The Federal Highway Administration (FHWAS) operates under the transportation department. The FHWAS is mandated to ensure mobility efficiency on highways through provision of good leadership, management, and innovation in the sector. This administration works together with other departments that include federal, state, and other local agencies to ensure protection of highway systems. It covers areas such as roads that pass through the interstates among others.

The highway administration also ensures reduction of transport congestion on highways, safety, and usage of current security technology. In addition, the FHWAS has also introduced new mechanisms and techniques that ensure efficient transportation of passengers and goods within the United States (Figliozzi, 2010).

Regulated laws

Various stakeholders of the highway administration and department of transport consistently regulate the laws that govern transportation mainly to ensure safety. Most of the passengers commute by buses across the states and cities of the United States (Kwasniewski et al., 2009). Currently, the department of transport has proposed regulations to protect passenger coaches and large buses against roller crashes. This proposal has been endorsed to improve on the designs and shapes of buses to improve safety of the passengers.

According to the laws, the buses should ensure that the emergency doors are operational at all times. In addition, the spaces between the passenger seats should be favorable (Kwasniewski et al., 2009). Furthermore, they emphasize on technology that assures improved stability of the buses to prevent rollovers (Kwasniewski et al., 2009).

The laws that determine the hours of service for trucks are also regulated. The law allows drivers to operate within a range of 11 to 14 hours in a day. Goetz and Vowles (2009) reveal that the maximum working period for truck drivers was reduced from 82 to 70 hours in a week. The Federal Aviation Administration (FAA) also provides regulations that govern aviation in the United States (Goetz & Vowles, 2009).

Other regulated laws address cases of disabilities. For instance, the ‘Americans with Disability Act of 1990’ ensures that incapacitated individuals are given opportunities to use public transportation systems at all times. Both public and private sectors must assist these people in cases where they need transportation services. As a result, the law requires the sector to promote installation of assistance gargets and equipment such as lifts to facilitate entry and exit of transport facilities by the disabled people (Goetz & Vowles, 2009).

Deregulation Laws

Deregulation of laws entails the total removal or minimization of strict regulations. An example of a deregulated law is the 1978 Airline Deregulation Act that partly changed the control of air travel that was initially done by the political section. The control of air travel was taken by the economic liberation air travel from the Civil Aeronautics Board (CAB).

The shift has benefitted the United States economically since challenges of low cost carriers are handled effectively. Although the deregulation of the law was beneficial, it was not implemented fully since the sectors that dealt with the grid infrastructure were under the control of the government (Goetz & Vowles, 2009).

Department of Transportation

The United States Secretary of Transport superintended the formation of the department of transportation (DOT) in 1966 in an attempt to ensure efficient and accessible transport networks across the United States (Kwasniewski et al., 2009).

Various agencies that work under the DOT include the Federal Aviation Administration (FAA), the Federal Highway Administration (FHA), the Federal Motor Carrier Safety Administration (FMCSA), the Federal Railroad Administration (FRA), the Federal Transit Administration (FTA), the Maritime Administration, and the National Highway Traffic Safety Administration (NHTSA).

The Office of the Inspector General and Secretary of Transportation also operate under the department of transportation. Other government agencies that work together with this department include the Pipeline and Hazardous Materials Safety Administration (PHMSA), the Surface Transportation Board (STB), the Research and Innovative Technology Administration (RITA), and the Saint Lawrence Seaway Development Corporation (Kwasniewski et al., 2009).

Functions of the Department of Transportation

The department enables formulation of policies to ensure effective utilization of transportation systems such as railroads, mass transit, ports, and waterways navigation among others. It also plans the development of both public and private transportation modes. In addition, it controls and administers safety means for railroad and motor vehicles in interstate businesses.

Furthermore, it also manages rules and regulations that govern the transport sector. Lastly, it supervises safety activities on various bus lines, railroads, and subways in an attempt to maintain high-end security for passengers and cargo (Kwasniewski et al., 2009).

Policy and Politics

An effective transportation system needs understanding of policies and the political situation of a given nation. Activities that involve planning and execution of strategies to build infrastructure require inclusion of various stakeholders such as the government and private sectors (De Jong, Gunn, & Walker, 2004).

Government Roles

The United States government has taken the initiative to provide facilities for transportation system. For example, it has continued to invest money in building more facilities to promote railroad construction and maintenance. The government has also collaborated with various organs of the private sector to promote contribution of funds to construction activities among others (De Jong, Gunn, & Walker, 2004).

Another role of government is its involvement in the initiation and provision of proposals that seek privatization of some facilities such as airports, highways, and ports within the country. The federal agency enables the running of these programs and establishing the scope for inclusion the government. The local authorities are also involved in the transportation system to raise their economy through formulation of decisions that promote trading systems.

The involvement of the government in the transportation sector has significantly influenced the flow of freight from one terminal to another (De Jong, Gunn, & Walker, 2004). Various functions of government at this stage involve investment in the ports, railroads, and airports.

It also encompasses collection of taxes from the businesses that operate the freights in the seaports and other sectors of the transportation system. In addition, it provides regulations that control the movement of freights in the intermodal system. Finally yet importantly, it provides guidelines that pertain to environmental management, safety, and security among others (De Jong, Gunn, & Walker, 2004).

Political Aspects

The political aspect mainly entails the influential technique towards enhancement of various projects that are related to the transportation system. Most stakeholders in the United States adopt varying lobbying strategies in an attempt to seek government support with a view of expanding the transportation networks due to increased shipment at the various seaports.

Good policies that support greater investments in the transportation sector can only be implemented through the influence of the initiators and policymakers among others. Therefore, politics play a crucial role in commanding high numbers of people to support the idea (Wensveen, 2012).

Most of the lucrative projects fail due to lack of political backing at the time of implementation. In the context of transportation, the government can impose tough measures and laws on traffic through lobbying activities by various stakeholders in the transport system. However, such laws can be easily regulated to benefit the majority.

Politics are also significant in processes where the networks across all the aspects concerning transportation and economy are required. For example, ferrying freight across various transport modes in different states can only be successful if the politics of the two states in context are in consensus (Wensveen, 2012).

Conclusion

The Although the United States of America has experienced various positive impacts on the economy due to congestion of people and freight within its seaports, the negative outcomes outweigh the benefits. As a result, the government and other stakeholders are investing heavily in the development of the existing seaports.

Various security systems have been established along various modal networks in an attempt to ease traffic congestion in the seaports. There is also a need to ensure constant improvement of security not only at the seaports but also in the interior transport networks and the entry points where higher risks of insecurity are detected frequently.

Reference List

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Crainic, T. G., & Kim, K. H. (2006). Intermodal transportation. Transportation, 14(1), 467-537.

De Jong, G., Gunn, H., & Walker, W. (2004). National and international freight transport models: An overview and ideas for future development. Transport Reviews, 24(1), 103-24.

Figliozzi, M. A. (2010). The impacts of congestion on commercial vehicle tour characteristics and costs. Transportation research part E: logistics and transportation review, 46(4), 496-506.

Frittelli, J. (2008). Port and maritime security: background and issues for Congress. Washington, DC: US Congressional Research Service.

Glaeser, E., & Kohlhase, J. (2004). Cities, regions and the decline of transport costs. Papers in Regional Science, 83(1), 197-228.

Goetz, A., & Vowles, T. (2009). The good, the bad, and the ugly: 30 years of US airline deregulation. Journal of Transport Geography, 17(4), 251-63.

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Kwasniewski, L., Bojanowski, C., Siervogel, J., Wekezer, J., & Cichocki, K. (2009). Crash and safety assessment program for paratransit buses. International Journal of Impact Engineering, 36(2), 235-42.

Papavizas, C. G., & Kiern, L. I. (2007). 2005-2006 US Maritime Legislative Developments. J. Mar. L. & Com, 38(1), 286-7.

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Wensveen, J. G. (2012). Air transportation: A management perspective. London: Ashgate Publishing.

Introduction

Our today’s society faces a lot of problems and environmental ones are in the list of the most serious of them. Technologies, especially cars, have an adverse influence on the nature. They not only pollute air with exhaust gas, but also waste a great amount of oil. Modern motor vehicles seem to be created in order to prevent the further impurity.

To reduce the dwindling oil supplies a number of different alternative fuels was thought to be used. However, each of them seems to have some problems to be solved. Moreover, agricultural crops suffered earlier, as were used for human food consumption. A temporary response to this problem can be the usage of natural gas or biogas, while the best decision is a carbon-free fuel.

Different hybrid cars were created to find the best suitable solution. Electronic and compressed air vehicles, hydrogen concepts are one of them. Such advanced technologies were created with the assistance of Australia, as it has a great experience in upgrading new concepts and projects.

Not long ago, the government provided the companies with grants for hybrid production. For new participants such regulatory areas as safety standards might be challengeable (Australia’s automotive manufacturing industry, 2014). One more problem that can stay in the way of applying new systems is the supply of alternative fuel. Of course, the contribution of Toyota and Australia’s cooperation in the global industry is just a small part of the whole.

Leaving Japan for Australia

Since 2000 the fuel prices have been rising, so Australia and its auto industry in particular were not able to react as quickly as it was needed. People are not looking for the large cars as they want to reduce a bad influence on the nature and their fuel bills. The costumers’ interest is kindled by smaller cars and the sales of the others reduce.

A helping hand to the Australian auto industry came from Japan, as Toyota claimed to build the first hybrid cars there starting with 2010. Still, it is not clear whether such direction will be always adhered or not. However, there is no doubt that now Australian cars become known as green ones.

The decision made by Toyota to undertake the foreign direct investment (FDI) in Australia had several factors. It was based on the idea of “absolute” competitive advantage, as the company was awaiting higher value being abroad than on the native land. This happens because of the production superfluity, extremely high requirement for resources, advanced manufacturing sciences, and high labour productivity. These elements enable the company to come in contact with others that have something else and are ready to exchange.

Japanese companies chose the location where they can gain the best reward and be sure that the risks are minimized. These things were impossible to find in Japan, as it is considered to be one of the most expensive countries and a lot of money is to be paid for taxes, labour and other staff. So the FDI is the way out for Japanese companies.

Low production costs attracted them to Australia, where the world-class production standards are bided. The infrastructure there became better, and economic development gained momentum rapidly (Bayari, 2008). Thus, three main factors were considered when it was decided to start investing: the economic development, the lowering of institutional barriers and technology.

Why Melbourne?

According to the research of the Australia-Japan Economic Institute more than a half of all Japanese companies located in Australia are in Melbourne. However, it cannot be said that this region has a high level of unemployment or low wages. Still the choice of location can be made due to the low unionism, as its high level proved to have an adverse influence on the investment purposes.

Moreover, the busiest port of Australia is located in Melbourne, which streamlines the transportation of vehicles to other cities and countries. Toyota pointed out that the reliability of the port and waterfront is very important for the international competitiveness. The access to the port is limited, which has a negative effect on the industry; however, they hope the situation will improve (Perspectives on Japanese investment, employment and management in Australia n.d.).

The government of Victoria (where Melbourne is situated) promised to buy 2000 of the new green cars to attract people to the innovation and bolster demand for the vehicles. It is said that Toyota chose Melbourne instead of Japan provided the suppliers with the opportunity to export the subsidiaries in other countries. The commercial research and development in Australia is important for this. A huge advantage was also in the Green Car Innovation Fund.

It was set by the Australian government and secured the production of the hybrid in the country. The Australian government also invested 35 million dollars in the Toyota’s Altona plant, which is thought to be the branch of the main plant and is located in West Melbourne. So the local community assistance and the federal government assistance with manpower help the company to develop and extend (Toyota plant in Australia to build greener engines, 2010).

Toyota’s Reputation

Australia is a centre for investment from Japan. Their connection is built on the mutual trust and interest that already exists for several years and becomes stronger. The foundation for these relations is the Agreement on Commerce that was signed in 1957. Since that time the countries developed them, so Japanese people were not extremely surprized by the Toyota’s decision.

The company has its main office in Japan, so it is treated as a Japanese one. It is prominent and is known all over the world as a provider of decent cars of good quality. That is why people do not worry that the vehicles are made in Australia. Of course, there are people who are dissatisfied with such location, but it is a minority. Others support the Toyota’s wish to save money and provide customers with worthy products.

International buyers always pay attention to the place where the cars were assembled. However, in this case Toyota is also on the winning side. Commonly, people believe Australia to be a good supplier of automobiles. Its development in different spheres attracted the customers and insured them in the standards compliance of vehicles. Toyota itself is believed to prepossess drivers due to the quality of its cars.

Toyota’s Approach to Managing FDI

FDI is the investment of a company into the creation of its plant abroad; it can also be a combined investment with the company from another country into the market. The development of trade industry increased the level of the FDI in the 21^st century. Such investments have a positive influence on the both countries and their industries.

Japan’s investment gave Australia an opportunity to get access to new technologies and to gain skills needed for the work. It also provided the citizens with working places and raised the economical level of the city. This happened as people were needed to build the plant and then to maintain services. As an automobile industry is partially located abroad, the company does not have to extend immediately. It can wait for some time and give small businesses more opportunities.

At the same time Japan is able to reduce its expenses, create a competitive product and force Australian businesses to bring down the prices. Citizens may now ignore their local automobile companies and refer to the Japanese one. In the meantime, Australia gains the access to the other countries as it has a competitive product. The number of Toyota’s customers increases as it starts to gather those who prefer Japanese cars and those who prefer Australian ones.

However, if some problems occur at one of the sides (natural disaster, war or any other serious issue) the whole company will suffer. Its shares may fall, the workers can quit or lose their jobs, and the production itself might stop within a particular plant. Such things are sure to have a negative influence on the company, industry and country.

Conclusion

Thus, Japan decided to undertake FDI in Australia because of the expensive labour, resources scarcity, availability of funds for investment, and the specificity of the company. Australia needed an impulse for the development and some new approach to the automobile industry. The relations between the countries brought both of them many advantages and a promise for further extension.

References

Australia’s automotive manufacturing industry. (2014). Web.

Bayari, C. (2008). Japanese auto manufacturers in the Australian market and the government industry assistance spending. The Otemon Journal of Australian Studies, 34(1), 87−107.

Perspectives on Japanese investment, employment and management in Australia.(n.d.). Web.

Toyota plant in Australia to build greener engines. (2010). Web.

There are many ways of how American business may be improved, and recently, the government came to the conclusion that it was possible to promote the development of appropriate rail systems to meet several professional goals.

It is stated that “the train stations are all beautiful, and most are real Antiques and well maintained in daily use” (Letters to Leaders), and if it is possible to improve the connection between different cities and save people’s time and nerves, it is necessary to use such a chance and provide people with more abilities.

A not long time ago, there was an announcement from the Obama Administration that “Florida will receive a down payment of $1.25 billion toward the eventual $2.56 billion required to build the project expected to ruLocan by late 2014” (Jackovics).

On the one hand, this decision is supported by many citizens as it is a good way to improve their lives. On the other hand, the vast majority of people cannot realize why such huge money should be spent on improvements to rail systems, and other aspects of life are still neglected.

The Tampa-Orlando light rail system is one of the most contradictory questions in many spheres; this is why it is so difficult to define its true worth and realize its urgency for the citizens of Florida.

According to the plans, the Tampa-Orlando line may run about 84 miles: people get a chance to reach the Orlando International Airport from the downtown of Tampa in 55 minutes (Florida Department of Transportation).

This line will be provided with a variety of tools and facilities, and each passenger will be able to enjoy the offered air-conditioned areas for waiting and other services at each station.

To support the idea of an improved rail system, people admit that the Tampa-Orlando line is one of the good bases to start various private-public relations and partnership (BocaGrandeTalk).

The chosen area in Florida has not seen considerable improvements for a long period, and it seems to be appropriate to get such kind of help and show the citizens how generous governmental care could be.

Still, there are several opponents who cannot agree to the fact that billions of dollars have to be spent on rail systems in such poorly populated area in comparison to other places of the USA.

One of the Republicans underlines the necessary to “take another look at all of the $10 billion in federal grants awarded by the Obama Administrations for high-speed rail nationally – and specifically money allotted for the nation’s first line” (Napper).

There are so many other spheres of life which need some improvements as well as there are many other areas which have to be supported by certain governmental grants. This is why the opponents cannot support the necessity of a rail system that is going to connect Tampa and Orlando.

In general, the development of the Tampa-Orlando rail line has many positive as well as negative aspects. Taking into consideration the fact that the main purposes of this line are to improve human lives and save time, it is possible to support the idea and believe in its worth for the citizens.

On the other hand, it is hard to believe that there is no other sphere of life that is in need of financial support. This is why it is still necessary to realize a true worth of the chosen suggestion.

Works Cited

“Fast Facts.” Florida Department of Transportation. 2010. Web. 9 Dec. 2010.

Jackovics, Ted. “Local officials look for how high-speed rail can pay off.” TampabayOnline. 29 Jan. 2010. Web. 9 Dec. 2010.

“Light rail, electric cars, and the intercity BUS”. Letters to Leaders. 15 Jul. 2010. Web. 9 Dec. 2010.

Napper, Robert. “FL: After light rail tax defeat, doubts about Tampa-Orlando high-speed rail light.” The American Independent. May 2010. Web. 9 Dec. 2010.

“Tea party vows to put brakes on Florida rail deals.” BocaGrandeTalk. 17 Nov. 2010. Web. 9 Dec. 2010.

Currently, the airport in Dubai has from 1000 to 1100 movements per day. Currently, it can have about 34 departures and 32 arrivals each hour. In turn, there are approximately 1286 movements in Heathrow (London Heathrow Airport, 2014). There can be about 45 arrivals and 40 departures at this airport. Overall, these airports are among the busiest ones in the world. Moreover, in both cases, governmental officials pay close attention to the development of infrastructure. These are some of the main details that can be distinguished.

There are other important airports in the UAE; for example, one can mention Abu Dhabi, Sharjah, Fujairah, and many others; yet, their capacity is lower in comparison with the airport in Dubai. For example, Abu Dhabi International Airport has about 370 daily movements. The departures and arrivals are evenly split. In turn, the approximate number of flights in Sharjah Airport is 189.

Finally, at Fujairah International Airport there are 35 flights, including both arrivals and departures. On the whole, these airports receive different types of air traffic. For instance, one can speak about passenger flights and cargo.

Overall, it is possible to argue that the air capacity of the UAE has increased significantly in the course of the two decades. To demonstrate this trend, one should look at such indicators as the number of flights and passengers. For instance, the number of passages has increased by more than 30 times (Crown Prince Court, 2010, p. 57).

In turn, the number of passengers coming to the UAE has grown by more than 183 times (Crown Prince Court, 2010, p. 57). This is one of the reasons why this country has become one of the most popular destinations in the world.

Reference List

Crown Prince Court. (2010). United Arab Emirates: 40 Years of Progress. Web.

London Heathrow Airport. (2014). Heathrow Key facts and figures 2013. Web.

Introduction

Studies show that personal jets in the United States using gas turbine engines for propulsion make use of a connection of over five thousand airports. On the contrary, commercial planes only reach minimal destinations approximated to be slightly above five hundred airports in the US (Holloway, 2008). Also, in the global fraternity, eight thousand private aircraft are registered to operate.

In terms of global market share for the private jets, the United States leads followed by Europe with fifty and twenty percents respectively. Asian Pacific makes up twelve percent while Africa and the Middle East make up six percent. Moreover, Latin and South America composition of personal jets account for twelve percent of the world’s private jet market. In the US, the Super Bowl forms the largest occasion for personal aircraft travel. Airbus A380 is the world’s most expensive jet approximated to cost over $500 million.

Factors to consider when owning, operating and maintaining private aircraft

There are many factors to consider regarding private ownership of the aircraft. To begin with, in owning the aircraft, the owner should spend time in analyzing the personal needs before rushing in making decisions. In other words, flight loading, trip expanse, as well as conditions of air travel are important aspects that determine how best the jet suits the owner’s needs (Williams, 2011). Also, the owner should consider doing pricing with the aviation trade association and fixed base operators to find the latest prices and bluebook values for aircraft. Further, the owner should consider the engine hours, aircraft’s installed equipment such as avionics, air conditioning, deicing gear as well as inner designs. Damage history of the aircraft and the conditions of sale contract are also an important consideration in owning a jet.

In the operation of the aircraft, the operator must ensure the aircraft has airworthiness certificate that is a condition for safe operation and grants the authorization for the operation of an aircraft in flight. For instance, the primary category of special airworthiness certificate authorizes the operation of aircraft for pleasure and private use.

In the maintenance of a personal jet, the owner must ensure that the aircraft is in an airworthy condition. The owner has to ensure compliance with the concerns relating to airworthiness directives (ADs) are met (Williams, 2011). The ADs include the total time of engine and propeller service, the status of life-limited parts of the engines, rotor, and airframe as well as the present inspection condition. Modifications that have occurred in the aircraft should also be considered.

Types of aircraft ownership

Several options regarding the ownership of aircraft exist. First, through full ownership, an individual owns a hundred percent stake of a plane. In this type of ownership, the owner of the aircraft is liable for the security, safety as well as the comfort and cost aspects of the journey. Secondly, joint ownership option enables the prospect of individuals or entities the legality of sharing costs that validates the utilization of the jet at economical rates (Speciale, 2003). Another ownership option is the fractional ownership where an entity purchases stake in the possession of the aircraft; however, flight undertakings are the responsibilities of the fractional program executive.

Additionally, an individual can also own an aircraft through charter. In this option, an individual can decide on the jet, the airport as well as the time of departure and arrival. Moreover, aircraft ownership can be obtained through aircraft leasing. In this case, the leaser maintains the legal ownership of the plane but transfers the possession of the jet to the person to which the aircraft is leased.

Benefits and drawbacks of owning aircraft

Owning a jet comes with its benefits as well as negative aspects. To begin with, the advantages of full ownership of an aircraft present the owner with absolute elasticity concerning the scheduling usage on an ad hoc as well as short notice basis. Also, the owner benefits from taxes through depreciation. Further, professional piloting and maintenance supervision from the airline firm is also a great befit to the owner. Moreover, the owner is capable of generating proceeds from chartering the plane (Holloway, 2008).

Through fractional ownership, the owner’s share in the aircraft provides the opportunity of accessing the aircraft fleet, thereby improving the flexibility of flight schedules as well as the size and type of the jets. In essence, the achievement of the best-suited flight mission is made possible by the selection of aircraft on a flight-by-flight basis (Holloway, 2008). Additionally, sharing of the fixed expenses among the owners is a huge advantage to the owners of the jet.

The disadvantages associated with owning an airplane range from the large capital expenditures incurred by the owners to cost inefficiencies resulting from lack of full exploitation of the aircraft by the owners (Holloway, 2008). Further, private aircraft ownership normally suffers from the depreciation of the market value of the aircraft. Moreover, another setback resulting from aircraft ownership is the inadequate number of support jet personnel, thereby occasioning long hours of travel by the airplane operators such as the pilots.

Regulations governing flight operations

All the regulations governing all the flight operations in the United States are contained in the Federal Aviation Regulations (FAR). The regulations in the FAR are under the rules of the Federal Aviation Administration (FAA), which is a wider governing body of the aviation operations in the United States (Matt, 2003). However, the regulations contained in FAR are part of Federal Regulation Codes (CFR) under the title 14. The rule asserts that the authority concerning the operation of the aircraft is partly vested in the pilot-in-command. Further, during emergencies, the pilots are allowed to digress from the normal regulations and avert the dangers that may arise from the situation (Speciale, 2003).

Further, the FAR’s temporary flight restriction guidelines include the movements of the president, air shows as well as space launches. Major sporting events and areas perceived to be of natural catastrophes also form part of the temporary flight restrictions (TFR). The TFRs confine the airspace around the president to about thirty nautical miles. Further, the TFRs offer a twenty-kilometer radius no-fly zone for non-scheduled flights around the president’s jet (Won, 2008).

Moreover, in the event of radio communication failure with the ground and the aircraft during visual flight rules (VFR) conditions, the pilot in command continues with the flight under VFR and land within the soonest possible time following the altitude as well as the route in the last contact with the air traffic control (ATC). Concerning the route, the pilot will maintain the assigned route during the last communication with the air traffic control. If there is no assigned rout by the ATC, the pilot utilizes the path in the flight map (Brown, 2003). On the same note, the pilot maintains the flight levels set by the instrument flight rules (IFR) of operations as well as the altitude suggested by the air traffic control. The pilot should also maintain the altitude during the preceding communication with the air traffic control.

Maintenance criteria found in FAR pert 43 appendixes D

The individual carrying out the yearly as well as the hundred-hour assessment of the aircraft remove the scrutiny plates, access doors fairing together with cowling and clean the aircraft and the engine in detail before the inspection. Performance of the inspection involves checking the components of fuselage and hull group comprising fabric and skin, systems, and components as well as envelope, gasbags, and ballast tanks (Matt, 2003). The inspection of such parts allows for the identification of defective attachment of fittings, improper installations, and poor conditions. Also, the elements of the cabin and cockpit are assessed to determine defects, poor conditions, and improper operations. Moreover, the inspection of the landing gear, propeller, empennage, and wing, as well as central constituents, enables effective operations.

Owner/operator maintenance, and mechanic certifications found in FAR Part 65

Part 65 of FAR includes the requirements and standards that are essential for certification of the airframe as well as power plant mechanics. Eligibility for mechanic certification call for the attainment of eighteen years of age as well as the possession of a certificate endorsed “valid only outside the US” as well as the knowledge of speaking, reading and speaking the English language. Any person holding the mechanic certification normally presents it for assessment upon the request of the transportation safety board and other law enforcement officers (Matt, 2003). Further, the mechanic must be capable of maintaining the components of the aircraft.

References

Brown, M. W. (2003). TFR: airspace obstacles and TFR trivia, a pilot’s guide to understanding restrictions in today’s national airspace system. Aviation Maintenance, 4(2), 99-104. Web.

Holloway, S. (2008). Straight and level: practical airline economics. Burlington, VT: Ashgate Publishing. Web.

Matt, T. (2003). Electronic code of federal regulations. Journal of Aeronautics and Space, 2(1), 11-13. Web.

Speciale, R. (2003). Aircraft ownership: a legal and tax guide. New York, NY: McGraw Hill. Web.

Williams, J. (2011). We are on a mission: taking the mystery out of temporary flight restrictions. Journal of Aeronautics and Space, 42(16), 889-993. Web.

Won, H. T. (2008). A system-of-systems modeling methodology for strategic general aviation design decision-making. Michigan, MI: ProQuest. Web.