Hoverbike is an innovative product with a great potential and has impressed scientists and customers. The development was funded by people who were interested in this concept on Kickstarter website. One of the most significant factors that should be considered is that it is cheaper than other similar products. It can be used for research or inspection (Hover-bike.com par. 2). Also, it could be used instead of helicopters in some situations, and it is cheaper to operate (Anthony par. 6). The fact that it can lift significant weight is also quite impressive. Such functions as autopilot also have enormous potential and increase the amount of possible applications (Gadgets-ntech.com par. 3). The possibility to operate it from the distance is significant strength. It is also incredibly safe because its design is not as complicated as the design of helicopters.
Weaknesses
It should be said that this product has a few weaknesses. U.S. Army will be able to use it efficiently. However, there most likely will be issues with the commercial version. A pilot’s license to use it will be required, and it will be hard to obtain for most customers (Turk par. 6). Professionals will need additional training to operate this vehicle because of the way it functions, and it is definitely a disadvantage. Also, there may be issues with standard parts, and it will be hard to find them. Repair costs also should be significant. Also, it should be said that the price of a commercial version is expected to be rather high and not that affordable (Tilgham par. 11). Overall, this is not a product that is going to be produced in large amounts anytime soon.
Opportunities
Numerous opportunities are available for this product. The potential is simply immense, and it can be used for a broad range of operations. The use of this product may also be offered to health care system and news industry. There could be many applications that have not been discovered yet. It is also interesting that such technologies as Wi-fi and GPS may also be implemented. Geolocation services may also play a significant role. A use of an operating system such as Windows may also be considered. There are not many similar products, and it is at the further stage of development than those of competitors. It may also become much more affordable for most customers in the future. Overall, there are many possibilities and opportunities for this product.
Threats
Currently, numerous threats may affect this product. The fact that some prototypes that are developed by other companies are quite similar to this one is a problem (Koch par. 11). A possibility that new technologies will be discovered should always be considered. It will take a long time to start the production of Hoverbikes, and competitors may appear. It is necessary to keep track of trends in the industry and make modifications to the product to make sure it stays up-to-date. New technologies that appear should be implemented if it is possible and reasonable. Government regulations may also cause some significant problems, and license requirements are also an issue. Overall, this market is not that stable, and it is hard to predict possible trends. Nevertheless, this product is innovative and has numerous advantages over competitors, and it should be able to resist expected threats.
This literature review is devoted to three articles supporting the subject of our current interest, which is the impact of transit on local economy. We provide an overview of each article and evaluate their significance for our study. The first article discusses the benefits of light train transit (LRT) in terms of employment rates and urban development. The second article states the negative correlation between bus market situation and fuel economy in the US. The third article encompasses the ideas stated in both articles as exemplified in transit systems in Washington, DC; it argues that both areas of public transit, taken individually or combined, have a positive impact on local economy.
The Impact of Transit on Local Economy: Literature Review
The modern life would be impossible without transportation system. Although the vast majority of the recent researches are devoted to the significance of the issue regarding the extensive usage of vehicles and the negative effect of the fossil fuels on the environment and human health, it should be pointed out that the impact of transit on the local economies should not be undervalued.
The major purpose of the paper is to provide the review of the articles connected to the importance of the usage of the light rail transit and public buses, and what impact they have on the economy. The paper focuses on three articles, namely Public transit bus procurement: The role of energy prices, regulation and federal subsidies by Li, Kahn, and Nickelsburg, Transit in Washington, DC: Current benefits and optimal level of provision written by Nelson, Baglino, Harrington, Safirova, and Lipman, and Light Rail Transit in Hamilton: Health, Environmental and Economic Impact Analysis by Topalovic, Carter, Topalovic, and Krantzberg.
The article by Topalovic, Carter, Topalovic, and Krantzberg (2012)
Light rail transit provides a number of benefits. Aside from the reduction of the pollution of the environment, the system of the light rail contributes to the cutback of the traffic. The article by Topalovic, Carter, Topalovic, and Krantzberg (2012) is devoted to the impact light rail transit (LRT) has on environment, health, and economics in Hamilton, Ontario. The article also briefly overviews the land value effects since it adds up to local economic sustainability. The authors evidentiate that LRT positively correlates with the land values even on the development stage.
The development of LRT contributes to local economics by boosting investments; there is an opinion, however, that the LRT will negatively affect local economy since the vibrations can damage property and reduce its cost. Nevertheless, LRT is approved of by the authorities. Besides, the authors state, the LRT can enhance the employment situation locally by attracting workers willing to move to cities near their workplaces. The authors conclude by stating the benefits of LRT: among others, they enlist the reduce of vehicle and healthcare prices, new jobs, and urban sprawl (Topalovic et al., 2012).
Among the strong points of this article that lie within our current interest, it is worthwhile to mention the deep insight into the issue of land value; the authors give account of the LRT increasing the land value before they are even built. Another positive point is that the authors make a deep analysis of the impact of the LRT on local employment: they draw a parallel between the LRT usage and urban sprawl which is only beneficial on the local scale. Thus, the article contributes to our study by demonstrating the positive impact of light rail transit on local economy.
The article by Li, Kahn, and Nickelsburg (2015)
In contrast to the light rail transit, the system of the public busses sometimes can lead to the traffic disruption and is costs consuming. The article by Li, Kahn, and Nickelsburg (2015) discusses public buses as a crucial part of public transit system. They base their analysis on the fact that no improvements have been made in the buses’ fuel economy. They assert that the stagnation is influenced by several factors. Firstly, there is a demand among not-for-profit transit organizations for federation-subsidized costly buses bought with the help of Buy American mandate.
Secondly, the bus market is supplied mostly by local producers, with the import tending toward zero; this causes a poor market competition with not enough stimulus towards less fuel-consuming vehicles. Thus, both sides taken together make fuel economy irresponsive to fuel costs, the authors state. If the Buy America mandate allowed for import, the buses would cost less; besides, the quality of the transit services would improve, thus causing the increase in demand, which is nonexistent in the current conditions (Li et al., 2015).
Among the strong points of the article we shall mention its critical analysis of the bus market situation, supported by thorough investigation in terms of bus scrappage, purchases, and fuel type. The authors also explain the ways state economy is affected by the stagnant fuel economy, with the fuel costs increasing and triggering extra public transit expenditures. The one and major drawback of this article is the excessive specifications the authors provide discussing the prices of each individual fuel brand, thus complicating the perception of the main idea. However, the article contributes to our study by explaining the congestion in fuel economy through bus market situation.
The article by Nelson, Baglino, Harrington, Safirova, and Lipman (2007)
The comparison of the implementation of the light rail and buses is beneficial for the better evaluation of the effects that the systems have on the local economy. The article by Nelson, Baglino, Harrington, Safirova, and Lipman (2007) can serve as a counterpoint between the first two since it compares the impact of bus and rail transit on local economy. The authors account for an opinion that it is wasteful to invest into public transit, be it train or bus, since the amount of transit uses in on the decrease. Besides, public transit is said to be damaging local economy by paying excessive wages. Others believe transit is beneficial for urban areas and predict a demand for it due to the increase of fuel costs.
The authors apply a microeconomic-oriented theory developed for Washington and define the benefits of transit. They find out that rail transit compensates for the subsidies since it reduces overcrowding on the roads. As for the combined advantages of bus and rail transit, they are able to refurbish what has been subsided and surpass it. The authors conclude by asserting that the current ratio of bus to rail transit systems is optimal (Nelson et al., 2007). This article is significant since it incorporates ideas stated in the previous ones. It also provides a multisided approach to the bus and rail transit and advocates for positive impact of public transit on local economy.
Conclusion
In conclusion, it should be highlighted that it is significantly important to compare the impact of the light rail transit and public buses to get deeper involved in the issue. The discussed above articles provide the better understanding of how the transit influence the local economy.
References
Li, S., Kahn, M. E., & Nickelsburg, J. (2015). Public transit bus procurement: The role of energy prices, regulation and federal subsidies. Journal of Urban Economics, 87, 57-71.
Nelson, P., Baglino, A., Harrington, W., Safirova, E., & Lipman, A. (2007). Transit in Washington, DC: Current benefits and optimal level of provision. Journal of Urban Economics, 62, 231-251.
Topalovic, P., Carter, J., Topalovic, M., & Krantzberg, G. (2012). Light Rail Transit in Hamilton: Health, Environmental and Economic Impact Analysis. Social Indicators Research, 108(2), 329-350.
Traditionally, transportation flow (TF) is defined as the “movement of vehicles carrying various types of cargo and passengers between different geographic destinations or within a certain region” (Davulis & Sadzius, 2010, p. 19). As a rule, the density of the TF may vary depending on the number of vehicles on the road, the width of the latter, the time of the day that the TF is measured at, etc. The above-mentioned characteristics of TF often define the transportation costs spent on transferring people or objects. In their case study, Xie, Waller and Kockelman (2010) analyze the approaches that can be used in order to improve the quality of transportation flow in the traffic congestion environment.
Problem
In the case study under consideration, the issues related to the traffic congestion concern are dealt with. Specifically, the authors of the research outline the reduction in the efficacy of the transportation flow, which is caused by the traffic congestion. According to the solution suggested by the authors of the study as the key means of addressing the problem, the joint use of lane reversal and crossing elimination should be considered in order to make the transportation process less expensive and time-consuming. The designs suggested by the authors incorporate the decision to accommodate the outbound traffic in a more adequate manner by carrying out the reversal of the traffic direction on the inbound lanes and the change in the designated roadways (Xie et al., 2010, p. 106).
The solution, which Xie et al. (2010) suggest for improving the TF in the specified area is quite original, yet completely adequate. According to the authors of the study, the O-D flow organization problem can be resolved with the adoption of a combination of a branch-and-bound and a simple-based method for designing the best transportation route possible (Xi et al., 2010, p. 113). Therefore, the study is a graphic example of the fact that, with a distribution allowing for reducing the density of the TF, the latter becomes much smoother and faster. In addition, the authors make it quite clear that the O-D flow optimization problem is linked directly to the flow distribution concerns (Xie et al., 2010, p. 108).
Significance
Though the pattern of the transportation flow change as the effect of the reconsideration of the distribution strategy suggested in the case study by Xie et al. can be viewed as a unique solution to a very specific problem, the ideas that are conveyed in the paper, as well as the approach adopted to the solution of the issue altogether, clearly deserves a closer attention (Hultkrantz & Lumsden, 2004). On a larger scale, the idea of introducing a joint use of lane reversal as the means for improving the transportation process and optimizing the flow within a specific area with high congestion rates can be viewed as a temporary solution for traffic congestions within any area that is located in the environment suitable for carrying out a line reversal (Guo & Liu, 2013). Thus, the significance of the study conducted by Xie et al. (2010) is rather high. It should be born in mind, though, that the solution suggested is only suitable for the areas with rather wide roads and a large number of cross-sections; otherwise, the solution designed by Xie et al. (2010) becomes pointless.
Alternative Action
One must note, though, that the solution provided by the authors of the study is not the only possible approach for addressing the issue in question. The problems related to the traffic congestion could also have been resolved with the help of the changes in the current logistics strategy of the company. Specifically the type of transportation, as well as the deadlines, could have been altered so that the process could occur in a more rational manner. For instance, it would have been a good idea to spend more on the provision of high quality transportation process, i.e., facilitate a better safety of the products transferred (Koskela et al., 2011).
Recommendation
It can be suggested that the distribution of transportation process should be based on the principles of uninterrupted flow. Thus, not only will the TF be optimized, but also the possibilities for cutting the costs for transportation and maintenance processes will emerge (Xie et al., 2010, p. 106). Indeed, with the distribution process based on the concept of lane reversal and crossing elimination, it will be possible to avoid major congestions, which, in its turn, will lead to a smoother TF and a more rational use of the transportation resources. However, apart from the specified approaches, the idea of incorporating a multi-commodity flow distribution should be considered. With the help of the specified design, one will be capable of controlling the TF better, therefore, creating the premises for an uninterrupted flow. The multi-commodity TF will lead to the rearrangement of the elements of the TF process and a better classification of the latter; as a result, the designs for the optimum location of various types of transport and the definition of the most favorable routes for specific transportation types will become a possibility.
Reference List
Davulis, G. & Sadzius, L. (2010). Modelling and optimization of transportation costs. Intellectual Economics, 1(7), 18–29.
Guo, J. & Liu, Q. (2013). Advances in civil, transportation and environmental engineering. London, UK: WIT Press.
Hultkrantz, O. & Lumsden, K. (2004). The impact of e-commerce on transport. Web.
Koskela, S., Dahlbo, H., Judl, J. & Korhonen, M.-R. (2011). LCA comparison of two systems for bread packaging and distribution. Helsinki, Finland: Cleen, Ltd.
Xie, C., Waller, S. T. & Kockelman, K. M. (2010). Intersection origin-destination flow optimization problem for evacuation network design. Transportation: research record, 2234, 105–115.
The berth and allocation problem is experienced during the distribution of dock space for ships in container terminuses. When ships dock at the terminuses, the terminal operators are required to allocate the vessels to specific berths to be attended within the shortest time possible. Several factors influence the selection of the dock and the time allocated for each ship. Choices on the quay crane tasks and planning are made autonomously. Nevertheless, the effectiveness of container terminus can be enhanced when the choices are made concurrently owing to the interrelation between quay crane tasks and preparation.
There are several kinds of literature explaining the berth and allocation problem. The literature illustrates the different methods of solving the issue. A number of these methods emphasize on (SBAP) static berth allocation problem. Other methods concentrate on (DBAP) dynamic berth allocation problem. The above methods vary concerning the quay design utilized. The design is discrete, constant, or hybrid. Illustrated below is a literature review of six articles focusing on the berth allocation problem.
Literature review
Fu and Tsai offer a new method to examine the incorporated (QCASP) quay crane assignment and scheduling problem (Fu & Tsai 6959). The scholars assert that the challenge defines the task of quay cranes to containers and the order of chores to be administered by each quay crane concurrently. The incorporated challenge is problematic to resolve with precise approaches owing to its intricacy. Thus, Fu and Tsai offer a genetic algorithm called GA. They expect GA to address the incorporated QCASP (Fu & Tsai 6960). Their computational outcomes confirm the performance of the recommended GA. According to Fu & Tsai, the model has taken into account real-world restraints such as security margins and QC arrangement.
Chen, Der-Horng, and Mark present an analysis of unidirectional group-based QCSP (Chen, Der-Horngee, & Mark 198). They propose that an alternative method for solving the above problem. The method seeks to address the group-based quay crane scheduling difficulty, which force dock cranes to travel in the unidirectional bearing during their preparation. Likened with other MIP prototypes for the group-based QCSP, the proposed prototype is effective because it only contains a minute group of twofold decision variables. To assess the operation of the suggested MIP prototype, Chen carried out wide-ranging arithmetical trials to evaluate the quality of the QCSP resolution approaches (Chen, Der-Horngee, & Mark 199). Concerning the trial outcomes, the suggested approach outpaces the LTM algorithm advanced by Legato.
Diabat and Effrosyni recommend a cohesive prototype for the QCAP and the QCSP (Diabat & Effrosyni 115). Their model allocates hoists to ships docked in a particular planning horizon. The most significant attribute of the above prototype is the incorporation of the task and planning problem for quay cranes, which produces superior outcomes than addressing these problems autonomously. Furthermore, the prototype precisely chooses the hoist to be assigned to a particular bay (Diabat & Effrosyni 116). Through this, the prototype seeks to decrease the time needed to accomplish the management of the latest vessel. In their researches, Diabat offers the execution of a Genetic Algorithm GA for resolving the QCASP. Similarly, the scholars report the outcomes of the computational studies undertaken under specific problem cases.
Diabat and Yi-Min offer a numerical design for the QCASP. The design integrates real-world considerations (Diabat & Yi-Min 1194). The considerations include quay crane attributes. Through the model, Diabat introduces a Lagrangian relaxation. Thereafter, the investigators illustrate possible solutions based on the suggested heuristic. Computational outcomes are also presented for the suggested Lagrangian relaxation. Diabat implements Lagrangian relaxation in their model. Through it, they are able to decompose the problem. They are also able to test several problem instances to confirm the operation of their recommended method. The outcomes are then linked to those gotten from the commercial software.
Ahmed and Ali suggest that global freight is a multi-billion dollar commerce, which has experienced momentous development in the last decade (Ahmed & Ali 34). They assert that substantial gains could be attained by refining and enhancing container terminal performance. According to them, the berth allocation problem is a major challenge faced in the international shipping business. In this regard, they formulate a solution for the DBAP. Their goal is to minimalize the aggregate management and waiting time of containers at the vessel terminus. The DBAP is not a deterministic polynomial stage challenge. Thus, they come up with an inherent algorithm-based experiment to address the problem.
Simrin and Nasir assert that several methods have been formulated to address the berth and allocation problem (Simrin & Nasir 3630). The approaches illustrate possible means of solving the challenge. A number of these methods center on (SBAP) static berth allocation problem. Other methods center on (DBAP) dynamic berth allocation problem. In a bid to find a solution to the berth and allocation problem, Simrin utilizes Lagrangian relaxation on an SBAP prototype. Through this approach, they are able to encrypt the cutting plane method using Matlab.
Works Cited
Ahmed Simrin, and Ali Diabat. “The Dynamic Berth Allocation Problem: A Linearized Formulation”. RAIRO-Oper. Res. (2015): 34-35.Print.
Chen, Jiang Hang, Der-Horng Lee, and Mark Goh. “An Effective Mathematical Formulation For The Unidirectional Cluster-Based Quay Crane Scheduling Problem”. European Journal of Operational Research 232.1 (2014): 198-208. Print.
Diabat Ali, and Yi-Min Fu. “A Lagrangian relaxation approach for solving the integrated quay crane assignment and scheduling problem”. Applied Mathematical Modelling 39.3-4 (2015): 1194-1201. Print.
Fu, Yi-Min, and Tsai I-Tsung. “A Multi-Vessel Quay Crane Assignment And Scheduling Problem: Formulation And Heuristic Solution Approach”. Expert Systems with Applications 41.15 (2014): 6959-6965. Print.
Simrin, Ahmed, and Nasir Alkawaleet. ‘A Lagrangian Relaxation Based Heuristic For The Static Berth Allocation Problem Using The Cutting Plane Method’. International Journal of Production Research 50.13 (2012): 3630-3642. Print.
According to Wensveen (2012), air transport industry refers to the aviation sector. It involves all the aviation activities, from passenger to cargo transport using airlines, to management of their airlines. The industry also includes all the activities which support the normal operations of the air transport.
Difference between Certified Air Carriers and General Aviation
Ferguson and Nelson (2014) defines general aviation as “All civil aviation operations other than scheduled air services and non-scheduled air transport operations for remuneration or hire” (p. 48). They include a wide range of flights, from the powered parachutes and gliders, to corporate jet flights (Ferguson & Nelson, 2014). According to Ferguson and Nelson (2014), general aviation involves a wide range of activities from the commercial to non-commercial flights clubs, manufacturing and maintenance of airplanes, trainings among other activities. On the other hand, certified air carriers are airline companies that seek to offer specific aviation services including scheduled passenger airline and military flights. To get this certification, a firm will have to get an approval from FAA and authority from Secretary of Transport’s office.
U.S. Airline Deregulation Act
In 1978, the United States government enacted an Act that transformed the regulations in the aviation sector within the country. According to Ferguson and Nelson (2014), this policy eliminated its control over aviation issues such as market entry, routes, and fares charged by commercial airlines. Till then, these factors were defined by the federal CAB (Civil Aeronautical Board). However, the government realized that it was in the interest of the players in this industry to let these factors be defined by the market forces. One of the biggest advantages of this Act was that it eliminated the government interference into this industry. At the time that government controlled these factors, it was easy for the political class to influence these factors, especially during the electioneering period in order to win public sympathy. This was affecting the aviation sector because most of the members of the politicians do not understand the dynamics in this industry. When they are allowed to exercise tight control into this sector, chances that they will develop ineffective policies for the sake of pleasing the public are very high. As Hamlin (2013) notes, such policies may hurt airlines which will be forced to operate under regulations that are not practical in the aviation sector. Allowing the market forces to define these factors was seen as liberation by the players in this industry because it was now possible to set their prices competitively, but at the rates that would ensure sustainability in the market.
Despite the above advantage of the U.S. Airline Act 1978, some people still feel that the decision was not correct. According to Wensveen (2012), the aviation sector is one of the most important transport sectors in the world. However, due to its complexity and the costs associated with owning and managing private jets, an overwhelming majority rely on the commercial planes when planning to make air travels. Handing over power to these airlines so that they can set their desired prices is a very dangerous move. These airlines’ main interest is to maximize on their profits. When the market forces allow them to set fares to various routes, they will tend to increase the fee to their favor. According to Ferguson and Nelson (2014), it is a fact that when there is a perfect competition in the market, the prices will be adjusted automatically to the best rates that are fair to both the companies and customers. However, it does not stop the airlines from increasing their fares for no justifiable reasons. For instance, some airline companies would increase the fare during high seasons. They do this, not because the costs of operations have gone up, but because they know travelers will have no otherwise but to use their services. These unfair trade practices are common when a government withdraws its regulations in a given industry.
Discussion: Deregulation
According to Hamlin (2013), the U.S. Airline Deregulation Act 1978 still remains controversial three decades after its enactment. A section of the society is yet to be convinced that this move was appropriate. The other section believes that this is the best decision that the government ever made for the benefit of the aviation sector. Although there might be some disadvantages to this Act, the benefits outweigh the shortcomings. In this section, the researcher will focus on the quality service delivery that has been created by this Act. When the government decided to let the market forces control this industry, it allowed all the players to have a leveled playing ground in this industry. Barriers to market entry were eliminated and policies that defined how to price the products were also eliminated. The local firms that enjoyed government protection had to fight for themselves in order to be sustainable. As Gold (2013) notes, firms will always avoid price wars even when they are given the liberty to set their own competitive prices. This meant that many firms had to find a way of maintaining a pool of loyal customers. To do this, many airline companies were forced to deliver high quality products to their clients.
References
Ferguson, M. D., & Nelson, S. M. (2014). Aviation safety: A balanced industry approach. New York: Cengage.
Dubai is one of the cities that have the highest number of vehicles in the Middle East. The implication of this observation is that the city experiences increased traffic congestion. To cater for the increasing number of transport service seekers, the government of Dubai through RTA has invested heavily in road infrastructural development projects such as the Red Line and Green Line works and the purchasing of more buses. However, the rate of these developments does not match the rising number of service demand. As the paper reveals, despite RTA’s success in easing traffic congestion, some passengers are forced to wait for about 2 hours to board a bus. After doing a comparison between Dubai and major cities such as London and New York, the paper confirms that Dubai has to put extra efforts to raise its transport levels if it has to fight the prevailing traffic congestion.
Introduction
Dubai has an elaborate road and transport system. Smooth operation of the system requires ardent management and maintenance by a team of experts. Dubai’s transport scheme was developed in 1998. However, it was later renamed as Road and Transport Authority (RTA). Apart from the management of the system, RTA has an additional mandate of regulating transport systems in the UAE and Dubai. The main goal of RTA is to minimize traffic in the transport system in Dubai (Road Transport Authority, 2014).
The authority also plays a noble role of planning and carrying out various transport projects, construction of the Dubai Metro, and the development of integrated solution to the marine and road transport network issues. Specifically, it aims at ensuring that the transport system aligns well with economic status of city of Dubai whilst meeting the benchmarks that have been set in the international arena. This paper conducts a comprehensive assessment and analysis of RTA as an organizational entity in the context of an interview that was conducted with Mr. Ahmad Mahboub who is the director of customer service center at RTA.
Overall Industry Background
RTA offers transport services to more than 30 million passengers on a weekly basis via 193 routes. Despite its sheer size, the bus system is not big enough to offer services to people who demand them. In some terminals, passengers wait for close to 2 hours before they can use the service. Indeed, buses do not increase congruently with the rising number of service demand. To address this challenge, RTA announced in 2008 its plan to buy 1616 buses (Road Transport Authority, 2014). The buses come in different sizes. They are fitted with a state-of-the-art technology to enhance passenger security and safety.
Apart from the buses, Dubai operates an elaborate taxi system that comprises privately and publicly owned cabs. Dubai Transport Corporation manages the cream-colored cabs. Some of the private cab operators include National Taxi and the Metro Taxi companies among others. The city of Dubai has an excess of 7500 taxis.
Although the main mode of transport that is used by majority of Dubai people is the road transport, RTA has also a mandate of managing trams, marines, and air travel services. It has two main commercial ports, namely Jebel Ali and Rashid port. Minor ports, which are mainly used by various local businesspersons in dhows, include the Saeed and Port Dubai creek. Traditionally, people moved from Bur Dubai and Deira using small boats. However, since 2007, marine transport system as an entity within the RTA has initiated a waterbus transport system in this route. Dubai also has an efficient transport facility. It has one of the biggest duty-free shopping bases. Unfortunately, as evidenced in appendix 1, not all places are connected to metro stations. This situation limits the accessibility of the tram system
The Purpose of the Organization
RTA was established to ensure effective operation of the Dubai road and marine transport system. Road Transport Authority (2014) reveals RTA’s vision of providing secure, smooth, and dependable transport system. An organizational vision or simply long-term plan forms the basis of developing the organizational purpose (Freshwater, Sherwood & Drury, 2006). The purpose statement must also define the core activity and the targeted customers. Drawing from RTA’s vision statement, its purpose is to provide smooth and steadfast road and marine transport system to all Dubai and the UAE people
Reason for the Establishment of the Organization
After the creation of RTA in 2006, all transport systems were unified. This confederation implies that the main reason for creating RTA was to ensure unification of all transport services so that they can be managed from the same set of guidelines and policy frameworks. Establishment of the frameworks by one organization eliminated or reduced conflicts of interest in terms of the number of stakeholders who were previously in the sector. The unification ensured accommodation of various metro facilities under a single brand name.
Organization’s Products and Services
Organizations offer services and products for sale in the marketplace to gain revenues. Customers are the main sources of organizational success. No matter the industry in which an organization operates, it depends on the capacity of the customers to consume its products and/or services so that it can continue with its daily goods and service production routines (Gordon, 2011). For repeated sales, it is necessary for a company to ensure that its customers are satisfied with the offered products and services. RTA offers air, highway, and oceanic transport as its products.
However, it also offers support services to these products to enhance their (products) delivery. These extra services include online bookings and customer interactions with the organization. This service is outsourced to increase efficiency and effectiveness as shown in appendix 1. RTA conducts an online survey to determine the expectations and emerging needs of the product users. This survey aids in strategic planning and development of new policy frameworks to regulate the operations of the organization consistently with the service demand.
Organizational Structure
To address its needs, any organization adopts appropriate organizational structures. Common structures include self-governing organizational structures, hierarchical systems, and bureaucratic structures. RTA has a massive responsibility in developing transportation infrastructural frameworks in Dubai. To ensure that it fulfills this mandate, the organization has six administrative bureaus, namely “Marine, Public Transport, Traffic and Roads, Rail, Dubai Taxi, and Licensing Agency” (Road Transport Authority, 2014, Para. 2). Each of these bureaus is concerned with its respective line of transportation service delivery. For instance, the Dubai Taxi manages the taxi system while the marine transport manages the marine transport system. Since RTA has a responsibility to ensure compliance with the established policy frameworks in the transportation sector, the agencies are bureaucratically structured.
By enhancing compliance via bureaucratic organizational structures, RTA has successfully accomplished its goal of easing traffic flow in the city of Dubai. This achievement has been enhanced by the successful implementation of the Dubai Metro project (Road Transport Authority, 2014). Work in the Red Line project commenced in 2009 followed by the implementation of the Green Line scheme from 2011 to 2014. Despite this success, bureaucratic and hierarchical organizational structures have some had several weaknesses. Armstrong and Daft (2009) support this assertion by claiming that the structure hinders the development of a culture of innovation and creativity since information only flows from top to bottom. A bureaucratic organizational structure is associated with Max Weber.
Weber advocated division of work within an organization where the small divisions were allocated to persons depending on their abilities and skill levels. The effect of this plan was to encourage specialization and divisions of labor, which yielded positive outcomes in terms of easing traffic flow. However, new paradigms in the management and leadership approaches indicate that plans such as division and specialization of labor push people into engaging in repetitive tasks that create boredom and reduced work morale (Chatman, 2011). Hence, it is important for RTA to alter its work culture, which also defines the organizational structure, to enhance its vigilance in dealing with Chatman’s (2011) challenge in case it emerges. This preparedness ensures maintenance of its success and the realization of its vision.
SWOT Analysis
A SWOT analysis is a strategic planning approach for evaluating the strengths, limitations, prospects, and dangers that business establishments encounter (Hill & Westbrook, 1997). The main aim of conducting a SWOT analysis for RTA is to ensure that threats are turned around to become opportunities whilst ensuring that weaknesses become strengths. Strengths are the traits that make an organization have an advantage in comparison with others (Hill & Westbrook, 1997).
The main goal of RTA is to ensure smooth flow of traffic in Dubai by easing passage blockage. To achieve this goal, RTA has the strength of the availability of financial resources to cater for the implementation of various projects. It also has professional experts. Most of the financial resources are used for the right work due to the low corruption prevalence rates in Dubai.
Although RTA possesses the above strengths, it has some weakness. Weakness or the limitations are the traits of an organization that place it at a disadvantage in comparison with other organizations in the same industry (Hill & Westbrook, 1997). One of the weaknesses of RTA is its bureaucratic structure. This structure may affect its communication of strategies for implementing projects, especially where the public must change its behaviors and movement cultures. The rate of developing new road infrastructure does not match the rate of traffic growth.
Opportunities are the existing external chances, which while utilized make an organization improve its performance (Hill & Westbrook, 1997). One of the major opportunities for RTA is the increasing number of people who demand the services and products that are offered by the organization. Such people are also interested in moving efficiently within the city. Thus, they can consent to any strategic plan that is aimed at reducing traffic congestion.
Consequently, RTA can develop the bus system to ensure that private vehicles are not used within the city. Threats encompass the external chances that impair the performance of an organization (Hill & Westbrook, 1997). One of the threats that RTA might face is the inability to move people immediately. As noted before, passengers sometimes wait for about 2 hours to board a bus. This problem may persist upon considering that the number of buses does not grow at the rate of service demand. Additionally, from the interview results, RTA has weakness in raising revenues as revealed in appendix 1.
Operations Process and Challenges
All organizations experience challenges in their operations. The strategies for managing the challenges determine the success or failure of a business entity (Armstrong & Daft, 2009). Despite the success in easing traffic jam in Dubai, the capital remains one of the most congested cities within the Middle East. The challenge of induced traffic jams, especially during rush hours, remains a major problem in enhancing a smooth flow of traffic. Indeed, the most significant reduction in traffic congestion was witnessed in 2009.
However, RTA did not attribute the reduction to investments that had been done to improve the road transport infrastructure. It was also due to mass relocation of workers from the city to other places. Some people were returning to their home countries, following the global financial crisis. Now, the impacts of the GFC have faded. Foreign nationals have begun recovering jobs that were lost during the GFC. The accessibility of the tram system to all people also constitutes a major challenge. From appendix 1, tram in Dubai is in few destinations. Not all people are connected to a metro station.
Benchmarking and the Future of the Organization
The future of RTA in reducing traffic congestion in the city rests on the capacity to reduce the number of vehicles that move down the streets. This goal may be achieved through the development of policies for reducing private vehicle ownership. However, RTA does not have an exclusive mandate in the issue. Consequently, reducing traffic congestion in the future will depend on cooperation from the government in terms of vehicle importation and manufacturing policies and RTA’s proposed frameworks for easing traffic congestion.
Using London and New York cities as benchmarks, such a move is realizable. Dubai car ownership stands at more than 541 for every 1000 people, compared to 444 for every 1000 people in New York and 345 cars for every 1000 people in London. Since Dubai city is minor in relation to New York City, the problem of traffic congestion is even higher in terms of distribution density. Dubai can also raise its tram system levels to match New York’s situation in terms of efficiency of operations.
Conclusion
RTA is an organization that manages and develops strategic plans in the transportation sector in Dubai. Based on the assessment of the organization, RTA has been effective in easing traffic congestion. Several transport systems have been established in Dubai to curb the traffic jam issue. However, challenges remain due to the limited sources of revenue and high number of private vehicle ownership in the city. This finding holds after comparing it with other major cities in the international arena such as London and New York. However, there is a need for Dubai to realize that it is possible to reach London and New York’s transport standards. This goal can only be achieved if all stakeholders work together by sharing a common interest that an improved transport system in Dubai will benefit all people, regardless of their origin, color, or race.
Reference List
Armstrong, A., & Daft, R. (2009) Organization Theory and Design. Toronto: Nelson.
Chatman, J. (2011). Matching people and organizations: Selection and socialization in public accounting firms. Administrative Science Quarterly, 36(6), 459–484
Freshwater, D., Sherwood, G., & Drury, V. (2006). International research collaboration: Issues, benefits and challenges of the global network. Journal of Research in marketing, 11(4), 295-303.
Gordon, I. (2011). Relationship Marketing: New Strategies, Techniques and Technologies to Win the Customers You Want and Keep Them Forever. New York, NY: John Wiley and Sons Publishers.
Hill, T., & Westbrook, R. (1997). SWOT Analysis: It’s Time for a Product Recall. Long Range Planning, 30(1), 46–52.
Road Transport Authority. (2014). Dubai Government Services Directory. Web.
Appendix 1: The Interview Results
Me: Good morning sir.
Ahmad: Morning, it is a pleasure to have you at the RTA call center today.
Me: Thank you.
Ahmed: Need to know something about us?
Me: Yes please.
Me: For how long has the tram system been in operation?
Ahmad: Wow, its day one!
Me: What about customer complaints? do you incorporate them in your policy frameworks?
Ahmad: Yes. RTA values and takes customer complaints very seriously. However, there are procedures to be followed and extents to which such complaints can be incorporated in the established policy frameworks by the top organ of the organizations’ management. RTA solves the current customer problems, but also uses expert’s information like forecasts to prevent and enhance preparedness to handle future likely problems.
Me: How are call centers managed?
Ahmad: Call center employees and taxis are outsourced to improve efficiency and effectiveness in service delivery
Me: What is your main source of revenue?
Ahmad: There are various sources, but Salik gate (pay tollgate) is considered the most important source.
Me: Any major challenge encountered by RTA?
Ahmad: Oh, yes! The tram system is in few destinations. Not all of Dubai regions are connected to a metro station.
Me: Thank you so much for responding to my questions. I am honored to be at RTA
The use of sea transport has increased significantly as businesses continue to expand internationally. Containers are commonly used for the transportation of bulky items hence the importance of port terminals in sea transport. The biggest challenge occurs in the allocation of berthing systems especially in continuous terminals, which may result in undesired delays at the port, the dissatisfaction of customers and building a negative reputation for the port authorities (Petering & Murty, 2009).
Poor berth allocation affects nearly all other functions at the port such as scheduling of the quay and yard cranes as well as jockey truck crew (Lim, Rodrigues, Xiao, & Zhu, 2004). Quay cranes are important at the seaport because they are used when loading and offloading containers from vessels (Van Rensburg, He, & Kleywegt, 2005). Therefore, quay cranes are among the most expensive yet valuable equipment in all port operations. The continuous berth model problem involves the determination of a birthing plan for a given number of incoming vessels with known lengths and predetermined dock or moor days. In this case, the vessel length and processing are positively correlated. Due to a limited number of quay cranes, the loading and offloading should be completed within the shortest time possible (Lee, Chen, & Cao, 2010).
In this case, the planners should assign a given quay crane to a specific set of containers to avoid inconveniences. The total number of cranes in a terminal is limited and, therefore, the assigned numbers should not exceed the number of cranes especially when two or more vessels are being loaded or offloaded (Cheung, Li, & Lin, 2002).
In brief, berth allocation determines the time apportioned to a vessel depending on the number of containers to be loaded and offloaded as well as the length of the vessels to ensure safety when working with quay cranes (Lim, Rodrigues, Xiao, & Zhu, 2004). Quay cranes are usually separated, especially when operating next to each other. It takes about three hours for a quay bay to offload and one minute for the crane to shift from one ship to another (Murty, Liu, Wan, & Linn, 2005).
A survey in China indicates that priority is given to ships that have high processing times (Ak, 2008). Lee and Chen (2009) proposed a model to explain the berth allocation preferences, which was summarized in a first-come-first-served model. However, the model was not efficient at the port terminals and was thus questionable.
Later, Imai, Sun, Nishimura, and Papadimitriou (2005) developed another theory that did not consider the first-come-first-served model but was determined to reduce the total operation times such as waiting and service times as well as lowering the dissatisfaction levels of shippers due to the order of services. They developed a way to curb the problem (static) of quay crane scheduling, which later failed because some ships arrived at the terminal past the scheduled time.
Bierwirth and Meisel (2010) concluded that the berth allocation problem occurred because some ships arrived later than expected. To locate the position of every ship in the berth and to reduce the amount of space occupied in a berth, Lee and Chen developed a model that proposed that the ships should be berthed once they have arrived at the terminal. They used a heuristic algorithm, which performed very well using data obtained from a port in Singapore. Later, this argument failed because it was possible for several ships to arrive at the port terminals before the previous ships had been loaded or offloaded leading to protracted waiting times.
In a different approach, Lee and Chen (2009) assumed that a larger ship took a long time to be cleared than a smaller ship. They presumed that during the processing of a container ship, its position could not be changed and that the berth was only partially available for a non-fixed position. Later on, Liu, Wan, and Wang (2006) researched dynamic quay cranes by considering the minimum distance for safety and non-crossing. They used the heuristic decomposition method but did not consider how to prioritize the handling of each ship at the dock. Therefore, their assumption could not meet the needs of port operations. The method involved the following variables:
K= the number of quay cranes at the port
B= number of bays
Pb= the processing time at bay
M= constant
Xbk= 1, if a ship is attended to at bay b by crane k
Xbb= 1, if ship bay b finishes earlier than ship bay b’
Cb= completion time of the ship at bay b (Huiqiu, 2008).
The quay cranes and ship bays are arranged in ascending order beginning from the front to the tail of the ship. If quay crane K loads or offloads at bay B and quay crane K’ loads or offloads at bay K’ then K+1≤K’. For instance, if the berthing of ship bays 3 and 8 are performed at the same time such that bay 3 is assigned to crane 4 while bay 8 is assigned to crane 2, the formula 0≥4-2+1 does not hold. This observation is a limitation because it does not satisfy the condition that a given crane schedule will cross over between quay cranes.
In quay crane problems, the cranes are assigned space in a berth and handling times according to the workload and crane capacity in an attempt to ensure safe and efficient use of resources (Liu, Jula, Vukadinovic, & Ioannou, 2004). According to Giallombardo, Moccia, and Salani (2010), the tactical berth allocation algorithm is commonly applied when solving this problem at terminals. Tactical berth allocation deals with container handling and keeps note of the costs that are incurred in the process.
References
Ak, A. (2008). Berth and quay crane scheduling: Problems, models and solution methods. ProQuest, 35(4), 401–417. Web.
Bierwirth, C., & Meisel, F. (2010). A survey of berth allocation and quay crane scheduling problems in container terminals. European Journal of Operational Research, 202(3), 615-627. Web.
Cheung, R. K., Li, C. L., & Lin, W. (2002). Interblock crane deployment in container terminals. Transportation Science, 36(1), 79-93. Web.
Giallombardo, G., L. Moccia, M., & Salani, I. V. (2010). Modeling and solving the tactical berth allocation problem. Transportation Research Part B, 44(2), 232-245. Web.
Huiqiu, W. (2008). Berth allocation and quay crane scheduling in port container terminals. Web.
Imai, A., Sun, X., Nishimura, E., & Papadimitriou, S. (2005). Berth allocation in a container port: Using a continuous location space approach. Transportation Research Part B, 39(3), 199–221. Web.
Lee, D. H., Chen, J. H., & Cao, J. X. (2010). The continuous berth allocation problem: A greedy randomized adaptive search solution. Transportation Research Part E: Logistics and Transportation Review, 46(6), 1017-1029. Web.
Lee, Y., & Chen, C. Y. (2009). An optimization heuristic for the berth scheduling problem. European Journal of Operational Research, 196(2), 500-508. Web.
Lim, A., Rodrigues, B., Xiao, F., & Zhu, Y. (2004). Crane scheduling with spatial constraints. Naval Research Logistics, 51(3), 386–406. Web.
Liu, C. I., Jula, H., Vukadinovic, K., & Ioannou, P. (2004). Automated guided vehicle system for two container yard layouts. Transportation Research Part C, 12(5), 349–368. Web.
Liu, J., Wan, Y-W., & Wang, L. (2006). Quay crane scheduling at container terminals to minimize the maximum relative tardiness of vessel departures. Naval Research Logistics, 53(1), 60-74. Web.
Murty, K. G., Liu, J., Wan, Y. W., & Linn, R. (2005). A decision support system for operations in a container terminal. Decision Support Systems, 39(3), 309-332. Web.
Petering, M. E., & Murty, K. G. (2009). Effect of block length and yard crane deployment systems on overall performance at a seaport container transshipment terminal. Computers & Operations Research, 36(5), 1711-1725. Web.
Van Rensburg, J. J., He, Y., & Kleywegt, A. J. (2005). A computer simulation model of container movement by sea. Simulation Conference, 2005 Proceedings of the Winter. Web.
One of the leaders within the world’s automotive industry, Bentley Motors is notable for its history and present-day activities. For a long time, the company has been introducing new products. In this paper, the brief history of Bentley, its key car models and their peculiarities, exhibitions organization, and the most popular car models in the United Arab Emirates are examined.
The history of the company began in 1919 in Great Britain, and W.O. Bentley was its founder (Parissien, 2013). From the first moment, Bentley presented itself as the brand that draws attention to both luxury and performance. Initially, the company was interested in selling DFP cars, but later on, there was a shift to the production of unique models. The Le Mans victory was one of the first indicators of success. Rolls-Royce and Vickers are the former owners of the company, and currently, Bentley is the subsidiary of Volkswagen (Parissien, 2013).
Today, Bentley boasts a wide range of car models of different dimensions and other characteristics (Bentley Motors, n.d.).
Model
Kerb Weight
Fuel Tank Capacity
Overall Length
Width with Folded Mirrors
Track Front/Rear
Boot volume (space efficiency)
Mulsanne
2685 kg
96 liters
5575 mm
1926 mm
1605 mm
443 liters
Flying Spur
2475 kg
90 liters
5299 mm
1984 mm
Not given
475 liters
Continental
2320 kg
90 liters
4807 mm
1947 mm
Not given
358 liters
Bentayga
2440 kg
85 liters
5141 mm
1998 mm
Not given
431 liters
As for the design and the aesthetic appeal, the company continues its approach towards luxury and performance as the core components and regularly emphasizes them. The new products and the events associated with the presentation of the cars are characterized by the “extraordinary new heights” which means that consumers are to be pleasantly surprised with the quality of the models (Bentley Motors, 2016, para. 1). To put it shortly, Bentley states that the car models will be to customers’ liking.
Car exhibitions are large events since they help attract clients and meet their needs and wants (Luxurious Magazine, n.d.). Designing for car exhibitions becomes the issue of paramount importance, and it is necessary to take into account multiple matters one of which is the choice of the cars that will be shown. The selected model is supposed to be innovative, and customers should realize that they want this model. Besides, it is vital to consider the materials that will be used for temporary structures and exhibition stands.
As a rule, copper elements are the fundamental components, and all exterior materials and details are designed to modern Bentley style; moreover, cutting-edge 3D metal printing technology gives the opportunity to use the grille mesh, door handles, and so on (Bourgoo, n.d.). McMorrow (2014) refers to the principles of organizing: a stand should have private meeting rooms, a product and materials showroom, media lounge, and space for display of the vehicles. Because the parts of the construction should be harmless and robust, leather, glass, and chrome may be considered to be the most frequently used materials. Such constituents are advantageous owing to one more reason, the ease of assembly and disassembly, which makes the process of transportation relatively simple.
Speaking of the Bentley models that are common in the UAE, one should mention Continental, Flying Spur, and Mulsanne: the former one is the leader (Bentley Motors, 2016). In comparison with these models, Bentayga is new, and the customers have also shown their interest, but the number of purchased cars of this model remains lower than Continental.
Besides, showrooms are extremely popular in the country, and Bentley devotes much effort in order to inform people and encourage them to buy their cars. The example of the largest showroom in the world on Sheikh Zayed Road in Dubai illustrates that the cars are the subject of growing interests within the UAE: there were many influential visitors who wanted to be aware of the new car tendencies (Bentley Motors, 2016). Thus, the role of Bentley is becoming more significant.
To sum it up, Bentley is a successful company that continues to develop and pay attention to different car models and regions. The characteristics of the main products, the organization of car exhibitions, and the widespread car models within the limited environment, such as a country, give to ground to be optimistic and expect further growth. The company is likely to remain rock-solid, and, in this respect, its activities will be useful.
The smart balance wheel is an electric scooter that can be used by a person to move from place to place. This scooter is made up of two wheels and its defining feature is a self-balancing control system that enables the rider to remain stationary and in balance even when not in motion. To operate the product, the user simply stands on it with his/her legs slightly apart. The rider leans slightly forward to start moving forward. To reverse, all the user has to do is lean slightly back.
Pros
An important advantage of the smart balance wheel is that it has a smart feature, which means that a person automatically maintains balance while on it. It does not require hands to operate, which leaves the rider’s hands-free to engage in other activities. The scooter is small in size, which makes it easy to navigate in crowded spaces. In addition to this, it only weighs 10kgs making it easy for a user to carry. The smart balance wheel is significantly fast with a maximum speed of 12km/h. Finally, the product charges within 1 to 2 hours, and a single charge can run for between 15km and 20km.
Cons
The most significant disadvantage of the scooter is that it is very low and as a result, it cannot move well on uneven surfaces. In addition to this, it can only move at an incline of 15degrees, which means that the scooter will not move up any significant inclines. Another limitation is that it works best on flat surfaces but most roads and driveways are tilted making it hard to maneuver the scooter. Finally, the smart balance wheel has a weight limit of 100kg making it out of reach for some people.
Summary
The Smart Balance Wheel promises to change short distance movement for many people. This product is easy to master and can achieve a considerable maximum speed. Its compact nature and lightweight makes it easy to carry. The most significant demerits of the Smart Balance Wheel are that it cannot move well on uneven surfaces and it stops at small inclines.
Recommendations
The Smart Balance Wheel is highly recommended for people who travel for some distance on foot regularly. The user does not need to acquire any special skills to ride and its speed makes it increase travel efficiency. Most of our walking surfaces are even, which means the inability of the scooter to travel well on uneven surfaces will not affect the rider most of the time.
There is no doubt that we live in a century of technological progress. We use many innovations in the sphere of entertainment, but I believe that the main stress should be put on helping people to feel safe. This is why our group is interested in designing a new half-track that will be able to overcome any obstacles and transport patients to the hospital just in time. The weather and road conditions may be different and our goal is to provide the half-track with as great off-road capability as possible. To increase it, we use treads, similar to those that a tank has, and wheels. The combination of these components significantly increases its ability to move through flooded areas. Besides, it makes the half-track able to be used for transporting people even in case of severe weather conditions. This type of vehicle is able to work properly during heavy snowfall and move through hills, which makes it even more helpful.
To ensure that the half-track will demonstrate proper functioning, we have suggested using quite a power engine. Then, to eliminate the possibility of its running out of gas on the way to the hospital, we designed the fuel system so that the half-track has quite a big fuel tank.
For some drivers moving through such difficult areas can be a sophisticated task. This is why we decided to add a new dimension to our vehicle so that it could be driven by a robot. Such an innovation is able to make the transportation easier. Nevertheless, big sum of money is needed to create a system that will be safe for patients and public health care workers. In the beginning, we need to introduce a control system that will work without errors. This is extremely important as every failure can cost us the health or the life of a patient. The half-track should also have a navigation system that will help it to arrange an itinerary by itself. Nevertheless, each message about the new itinerary should be sent to medical monitoring service in order to be checked. To continue, it will be necessary to create a special database containing information on all the hospitals that are in this area.
It may turn out to be helpful if there is a bad connection to the monitoring service. In such a case, the control system of the half-track will be able to choose an appropriate route from the database. Besides, to provide a patient with security, specialists working in the monitoring service should be able to control the moving of the half-track. Thus, they should be sent an alert message if the half-track goes out of control. Automatic system still cannot be very safe if it works without man’s control (Ohn-Bar & Trivedi 91). This is why the public health care worker who is in the half-track with the patient is recommended to have a driving license to be able to get behind the wheel in case of the major network outage. What is more, there is always a danger of an accident. To minimize it, we suggest introducing a system of sensitive elements that will assess the distance between the half-track and the objects surrounding it. Although these innovations are quite expensive, they will help us to transport patients faster and safeguard their security.
Work Cited
Ohn-Bar, Eshed, and Mohan Manubhai Trivedi. “Looking at Humans in the Age of Self-Driving and Highly Automated Vehicles.” IEEE Transactions on Intelligent Vehicles, vol.1, no.1, 2016, pp. 90-104.