Baskin Robbins Marketing Research Case Study

Baskin Robbins Case Study This case summarizes the marketing research to be performed for the logo redesign project of Baskin Robbins. Case Analysis Baskin-Robbins Brand Officer Ken Kimmel felt it was important to conduct this study because the frozen-food retailing industry had become more hostile to Baskin-Robbins in recent years. A few entrants such as Cold Stone Creamery and others had popularized the in-store experience. Cold Stone Creamery's sales were now almost 75 percent of Baskin-Robbins' sales. The contest has changed since the mid-1980s'. Customers are more demanding about the hospitality experience.They earn more money and they can buy comparable ice creams to Baskin-Robbins in grocery stores now. While BR’s competitors are pushing this mix-in experience – a higher price theater experience. The main purpose of the Baskin-Robbins corporate study was to decide whether or not they should change their logo to gain a competitive advantage. They are also using th is study to find out the implications of a change of logo, and a change in the way the stores are designed. The key questions the Baskin-Robbins brand team is addressing are: should the brand logo be changed to signal something new is happening at Baskin-Robbins?If the logo is changed would there be synergy between the logo changed and the redesign interiors? Also, changing the interior of stores will offer a lot of complications with the franchisees. A main concern is whether or not these franchisees would be willing to buy into the new ideas, considering that they have invested a lot into the franchise. The management of Baskin Robbins wants to change logo based on the customer reaction towards old logo and new logo after showing the drawings of the new logo and new redesign of the stores.The research design to be adopted should be exploratory research that can be based on the focus groups and direct interviews with the customer. Also observational research can be used to perform the research on how the customer reacts to the visits to the store and their reaction during the direct interview with the interviewer on the store and logo redesign. Approach for the research should be developed. Approach can consist of multiple research options such as direct interviews, focus groups and observational research. Research design can include the form of the research for each of the approach.A questionnaire can be designed to have direct interviews with the customers visiting the store. An observational form can be designed to capture the observations during the direct interviews. Secondary data have been collected for purposes other than the problem at hand. These data can be quickly located and are not expensive. Syndicated data are the compiled data available from the external agencies that can be used for the marketing research problem. These data are available in bulk. The secondary and syndicated data can be used for the research.Customer can be interviewed base d on their location by an internet survey or a telephonic call to gather details about their perspective on Baskin Robbins old logo and their experience with the store. Conclusion Marketing research plays an important role in decision making. Professionally done marketing research are practical provides a value to management. References California Intercontinental University – Quality Research in Consumer Behavior Study Guide Marketing Research: An Applied Orientation, Sixth EditionHelp by Naresh K Malhotra Related post: Advantages and Disadvantages of Administrative Management

Explore the various arguments used by John Donne to achieve his aim

Donne's main aim in the poem is to persuade his lover to go to bed with him, to do this he uses various techniques and arguments throughout the poem to tempt her into doing so. We see Donne trying to lure his partner into sleeping with him, â€Å"And in this flea, our two bloods mingled bee† By use of this conceit he suggests that as their bloods have already been mixed by the flea, they have been joined. This implies that when the blood mixes it is the same result as if they had had sex nevertheless as their bloods would have united. This is a very weak argument on behalf of Donne as the blood does not actually pass from one person to another during sexual intercourse; it is only bodily fluids. We can see that in â€Å"The Sunne Rising† that Donne suggests ideas that are unrealistic. â€Å"goe childe† and â€Å"goe tell court-huntsmen† This is obviously not thought about, because if the sun was to go away, life could not continue as the sun is vital to survival. Donne knows that his partner is religious, and so uses this to his advantage by exploiting her weaknesses. â€Å"This flea is you and I, and this our marriage bed, and marriage temple is;† Donne compares the flea to being a temple, which is an obvious religious symbol. He is comparing it to marriage where their two bloods have been merged to become, like the bond two people make when being married. Because his lover is religious, she would believe in not having sex until marriage. Donne is trying to convince her that it is as if they have already been married because their bloods have been unified within the temple that is the flea. John Donne attempts to persuade his lover into making love with him by using metaphysical conceit, a common tactic used by several other poets of this genre. â€Å"A sinne, nor shame, nor losse of Maidenhead† The plan of John Donne at this point is to show the similarity between the two ideas of the body and the flea. This concept would have been appreciated by a reader of this era – Elizabethans believed that sexual intercourse involved the mixing of people's blood. Therefore, the idea that the flea is an example of their mixed blood by this theory proves that intercourse has taken place. The language used n this line is soft in nature and persuades his lover to feel guiltless and secure – in addition the tone is fluent and articulate. Donne uses various arguments to try to persuade his lover to have sex with him. She is tempted but is held back by religion, family and overall fear. Donne's arguments are not very strong, although at the time they would have been considered differently.

Character Analysis of Okonkwo in Things Fall Apart

In the novel Separation of the fall, Okonkwo is portrayed as a respected and decisive figure, and his fatal flaw will eventually work for him. Throughout the novel, he is obsessed with the idea of ​​becoming his father, so readers have been shown that Okonkwo has many of these features. This made him jealous, which banished him and made it difficult for him to adapt to his village changes. Okonkwo is drawn in various forms as a respectable figure. The main character 's main character Okonkwo of things also has its own characteristics. Over the tragic events in Chinasa Ceve, the hero's Okonkou proved to be a tragic person in confronting the task of overcoming the challenge between himself, the society, and his own destiny. One of the biggest civil wars Okonkwo fought was not that everyone he met was considered a masculine person. In the process of the novel, Okonkwo has a very advantageous existence. Each character of Things Fall Apart has its own character. The leading role of Things Fall Apart is okonkwo. He can change his character according to his situation. Okonkou learned these bad habits from my father. The character of Okonkou changed in the whole story of collapse of things. Unoka, the father of Okonks. Unoka is very lazy. He was troubled to plant crops on new fertile land, was at home to play the flute, drinks palm wine, and likes to have to borrow money to maintain this lifestyle, and never You will not be able to repay it. Unoka is at home and does not give any power for her family. In response, Okonkwo completely rejected his father. Since he did not want to become a great wrestler or warrior like his father in his tribe, he started to serve his family since very young, started a new farm and began to raise wealth. Okonkwo is the hero or hero of Chinua Achebe 's Fall Fall Apart. Okonk's father, Unocha is drunk who owes money to anyone. Unoka is not a good supplier, his wife and children often go hungry. As a result, Okonkwo was ashamed of his father, exceeded his growth experience, decided to be a successful citizen and a brave warrior. Okonkwo first asked for wealthy Nwakibie to subsidize his first harvest. Okonkwo explained that when most people are still smoking their mothers, I started supporting myself. If you give seeds of yam, I will not give up. Yukikawa praised Okonko's ambition and gave eight hundred mountains. I learned to use my thread, but I can trust you, Nwakibie said. As our father said, you can see mature corn from its appearance.

3D Computer Graphics in Contemporary Media Essay

3D Computer Graphics in Contemporary Media - Essay Example The modern society has established measures to be applied in presenting current affairs and in the completion of duties. Technology has witnessed vast involvement in the presentation of data and found development in the entertainment system. Computer graphics has been developed to serve as the link to create images that can be stage-managed to give the impression of realism in nature. The technology has managed to support developmental projects within the society to accord an identity to complex structures to be manipulated in a known dimension. Three-dimensional graphics has been used vastly on the entertainment system with games developed, to depict the illusion of real life forms that are capable of being structured in the desired manner. Apart from video games, the manipulation of forms in the technology has been extended to the media in movies and analyses by crime experts who have been accorded the opportunity apply the invented tools. Computer graphic software has been manipul ated into variable forms in mobile forms and miniature gadgets that would aid develop the communication society. The media presents valuable ventures and dimensions and should be considered as a key presentation in generating awareness. The application of 3D graphics on variable ventures in the media and entertainment form has promised to deliver an incentive into a dimension that issues clarity and keen observation of forms. The media, in particular, has boasted on the developments presented in the graphic technology with the leading measure applied in creating a display that fulfills the audience’s desire.

Ethical analysis Essay Example | Topics and Well Written Essays - 750 words - 1

Ethical analysis - Essay Example Even though practitioners are expected to keep the confidentiality of patient information, Richard’s case demonstrates a need to disclose the test results to his spouse. It is argued that, medical situations in which more harm would result from keeping patient information private justify breaching of the obligation of confidentiality (Cornock 18). Richard who has been away in Botswana for four moths contracted HIV and it is necessary that his wife knows the status of her husband so that she would be protected from contracting the virus. For this reason, I would contact the wife and disclose the results. However, the disclosure of Richard’s condition to his wife has to be done in the most appropriate and professional manner. This means that I will first try to counsel the husband as to why the wife needs to be informed about his condition. To protect the health of others from cross transmission of infections, practitioners are obliged to provide relevant information to the parties who are at risk of contacting a disease or infection (Kipnis 7). The decision to inform the wife is reached for the sake of her health. The wife would be informed in two ways. I would persuade the husband to inform the wife by himself and subscribe counseling sessions for the couple. It is possible that Richard could refuse this because he seems adamant to keep this information private. Therefore, I will contact the wife and arrange for a consultation and counseling session with her. During the meeting with Richard’s wife, I would inform her about the health condition of the husband in the most straightforward manner. This will be followed by a counseling session in which I will advice her that she and the husband would live positively regardless of his positive HIV status. My duty of care is towards the whole family. If the wife is informed about her husband’s condition, she would take measures of protecting herself from being infected by her husband. In this case, I

Gay Relationship in the Wedding Banquet Movie Review

Gay Relationship in the Wedding Banquet - Movie Review Example The movie is an intense comedy in the first half, and then it reveals the complexities of the relationship burdened on each other. The character Winston Chao, and Simon his lover were living a convenient lifestyle until his parents demand a marriage in an expectation of an offspring. This movie displays very intense emotional sequences as well as riotously funny movements every audience will expect in a movie.   The movie being the debut of actor Winston Chao, does not depict any flaws or chinks in his acting skill. â€Å"The Wedding Banquet never becomes bogged down by its own seriousness. Lee manages to keep the production buoyant by including scenes that are often riotously funny† (Berardinelli.1993). Interestingly, in this movie all the characters possess their own unique worthiness, which gives the audience a splendid visual treat. The plot of the movie The plot of the movie is the life of a Taiwanese immigrant Winston Chao who is a gay. He is in a stable relationship w ith an American man Simon, and defers his parents about his sexuality and agrees to marry Wei – Wei a Chinese woman. ... e in the initial stage looks like a full-blown comedy but later comes out different when the perception of the sexual and cultural choices of the young generation is portrayed dominantly. This movie seems like a romantic comedy in the beginning, but there is a strong dramatic undertone surrounding this movie which the audience finds out towards the other half unravels. The main highlight of the deceptive marriage is the sumptuous banquet after which the Wei - Wei seduces the intoxicated Winston and get herself pregnant. On a finding of pregnancy, Simon gets upset and fights with Winston, and eventually, their relationship starts to deteriorate. In the moment of tension and rage, Winston let his mother know about his sexual identity and his mother knowing this request her son to hide this from his father. Later in the movie, Winston’s father finds out about his son’s relationship with Simon and with half mind go forward to have an amicable relationship with Simon. In the end the father and mother of Winston leave for their homeland leaving Winston, Wei – Wei and Simon to sort out things by themselves. Background and theme of the story The movie â€Å"The Wedding Banquet† is written by three writers namely; Ang Lee, Neil Peng and James Schamus. Ang Lee is the writer and director of the movie and is a Taiwanese American movie director with versatility and dynamic talent. He has directed this movie with a varied nature for which has won Academy Award and lot of acclamation worldwide. Neil Peng is another writer who contributed efficiently to the movie as a screenplay writer. James Schamus is also a screenwriter with numerous acclamations and awards and is also a producer and CEO of Motion Picture Company called Focus Features.  

Fashion History and Trends Essay Example | Topics and Well Written Essays - 1250 words

Fashion History and Trends - Essay Example The essay "Fashion History and Trends" concerns the changes in the fashion history. Our early ancestors didn’t own all the clothes that we do own. Cavemen wore animal hides to fight the winter cold. In warm weather, they wore loincloths. As time passed, new discoveries made it possible to create new fashions. Thousands of years ago, the Chinese created silk from cocoons of silkworm moths. In 1972, Eli Whitney invented the cotton gin, which removed seed from cotton. By hand, it took several hours to produce one pound of cotton. The cotton gin allowed workers to clean up to 50 pounds of cotton daily. Today silk and cotton are still used for many fashionable styles. The Europeans in the 1700s witnessed a time of great thought and social change. Historians call that time the â€Å"Age of Enlightenment.† The machines of that era changed the way people earned a living. Many people left their jobs on the farm to become factory workers. Throughout the 1700s and 1800s, several b reakthroughs paved the way for mass production of clothes. In 1733, John Kay invented the flying shuttles for the loom. This machine sped up the weaving process. Perhaps the most exciting invention was Edmund Cartwright’s power loom. His loom used water as a power source. Made in 1785, it was the first loom to produce large amounts of cloth. Following in its footsteps were modern sewing machines. Elias Howe and Isaac Singer made these time-saving machines in the mid 1800’s. Some of the world’s greatest fashion pioneers created styles.

What characterises the development of portraiture at the Rajput courts Essay

What characterises the development of portraiture at the Rajput courts in the 17 th and 18 th centuries - Essay Example They ruled in India from the 15th through the 17th Century and partly in the 18th Century. The development of Rajput portraiture led to a major shift in style of art in terms detail, colour, portrait depth, margins, religion, political, and social aspects, as compared to what the Mughals had established during their reign. The painting in Hindu courts are more closely associated with the Rajputs, whereas those in the Indo-Islamic courts are closely linked with the Mughals. Rajput courts consisted of various themes such as those of religion, philosophy, famous rulers and court women; Mughal courts, on the other hand, portrayed secular themes. The Hindu paintings are what is referred to as Rajput and are named after Rajputana and the Hill Rajpput of the Punjab, whereas Mughal painting is closely connected to Islamic art. The Rajput paintings were a representative of religion and they were characterized by mysticism. Although Rajput art seemed to share a religious perspective with Buddhist art, what set Rajput apart was that it also reflected the faith and traditions of ordinary people. On the other hand, Mughal painting was sophisticated, diverse with characteristics of realism. The rise of Mughal painting was greatly influenced by Persian, Indian, Islamic, and to some extent, European art. With these c haracteristics, Mughal Art became something unique that constituted the Mughal Courts (Ananda 316). Rajput painting, alternatively known as Rajasthani painting, is a miniature style of art that is closely linked with the royal courts of the Rajputs (16th to 19th Centuries), the independent Hindu states in northern and western India. Though it followed the Western Indian style of manuscript illustration, it was greatly influenced by Mughal painting. The miniature style of art employed during the reign of Akbar (famous ruler and Mughal advocate, 1556-1605) characterized most of the paintings in the Rajput court. The influence

Learning theories Research Paper Example | Topics and Well Written Essays - 4250 words

Learning theories - Research Paper Example Teachers are regularly struck with suggestions for reforms. They are often asked to use different curricula, new assessment and novel teaching strategies. They are constantly been directed to prepare learners for new standardized test or to assess learner’s work by way of conducting portfolios and performance assessments. They are often advised to practice research based approaches to teach learners in order to enhance their performances (Wilson & Peterson, 2006). Traditionally, learning was perceived as just acquisition of skills and knowledge whereas currently, the concept has been viewed to include emotional as well as social and various societal dimensions. Additionally, learning theories attempts to describe and understand the various ways in which the people learn. Very often, the theories are considered to be the important resource of the educational research as they have the potential to guide in constructing new educational approaches and analyzing along with improvin g the existing approaches and trends (Navarro & Hoek, n.d.). With this concern, the paper intends to critically explore three learning theories of Malcolm Knowles’s learning theory of andragogy, transformative learning theory of Jack Mezirow and experiential learning theory belonging to D. A. Kolb. Brief Explanation of Theories Malcolm Shepherd Knowles and the Theory of Andragogy Malcolm shepherd Knowles is often been considered as the fundamental figure in the segment of adult education particularly in the region of United States during the middle of twentieth century. During the year 1950, he was assigned with the responsibility of Executive Director of the Adult Education Association of the US. The first work of Knowles was termed as informal adult education. Later, he developed a unique theoretical basis for adult education and learning through highlighting upon the notion of andragogy. This work of his was greatly appreciated in the US. Furthermore, his work was consider ed to be the crucial factor that has contributed in changing the views of adult teachers from ‘educating people’ to ‘helping them learn’. Knowles was able to convince that learning practices of adults are different from those of children. He was engaged in building inclusive theory concerning with adult learning that was closely related with the features of adult learners. Earlier work of Knowles concerning ‘informal adult education’ had postulated certain basic elements of process as well as settings. Later, he intended to combine all the elements in order to propose new conceptual basis for improving the adult learning practices. The mechanism or the learning theory that postulated by him was termed as andragogy. According to Knowles, the theory concerning andragogy was primarily based upon four pioneer assumptions that were based upon the characteristics of adult learners. These assumptions were related with the adult learners that are quite dissimilar from the assumptions that dealt with the children learners (Mark K. Smith, 2002). Later, a fifth assumption was added to the theory. Thus, the five basic assumptions relating to andragogy theory that developed by Knowles have been portrayed hereunder. Self-Concept According to Knowles, the maturity that occurs in an individual with the passage of times lead towards self-concept moves wherein an individual tends to become more self-directed person from being a reliant personality (Mark K. Smith, 2002). Experience Similarly, Knowles admitted that as an individual becomes

M2A2 Essay Example | Topics and Well Written Essays - 500 words

M2A2 - Essay Example These individuals may lead the followers to failure by spending too much time socializing and having fun not to mention letting the followers to be extremely free of responsibilities. Such people cannot be effective leaders if results are expected to be seen within certain duration. Attitudes may hinder or enforce the leadership qualities of an individual. This is because attitudes are connected with emotions which make an individual behave in a rational or irrational manner when communicating with others. Leaders with attitude problems (negative attitude) tend to be very pessimist even to the work of his or her followers. This may demoralize and demotivate them hence leading to the failure of a course or organization (Ricketts and Ricketts 2010). Values are acquired through socialization process by different socialization agents like family, school and media. The personal values of an individual may affect their leadership. If for example a person has staunch moral values, he or she will uphold principles of integrity and democracy not to mention good governance hence becoming a good leader. One of the strategies is to have emotional and social intelligence which will ensure the leader understands their emotions and attitudes and that of others and will therefore be considerate and understanding to the followers hence overcoming weaknesses. The other is to have therapies to manage the personal weaknesses the leader may have that hinder him or her from becoming an effective and efficient leader. Situational variables reflect communication of different types of leaders to their followers. It involves defining the tasks accurately and clearly and also understanding the physical and social surroundings that may hinder him or her to be a good leader. These factors may help an individual develop his or her leadership in a way that both the followers and other stakeholders will be supportive to the organization’s endeavors. The organizational variables that may

Black Men and Public Spaces Essay Example for Free

Black Men and Public Spaces Essay The name of the story is Black Men and Public Spaces. It was written by Brent Staples in 1986. Brent Staples is a black man who whenever in public is met with fear from others because of his races stereotype. Feeling like a potential perpetrator can be just as unnerving as feeling like a potential victim. Staples has the ability to alter public space by his physical behavior, his dress and his verbal reaction. Black men have a reputation of being rapist, murders and gang members, therefore many people get worried when a young black man is around. So Staples has learned how to change his perception or level of threat to others. He accomplishes this by his physical behavior. The way he walks or acts around others can change there mood. Now Staples notices if people are frightened by him. Brent Staples attempts to introduce people to something most all are guilty of, but pay little attention to. Using accounts from his own and others’ experiences, Staples essay portrays the racist tendency of people to assume black men are potentially violent and dangerous. Stereotypes are so common in our world today and people don’t even notice how bad they portray it. I hate seeing that a man had to force himself to change the way he acts and portrays himself in public. Why should someone change their ways? It made me think of a time when I was getting gas on Green River Road near Washington Avenue. I was almost done when a car with two black men pulled up and stepped out of their car. I was nervous so I stopped and got into my car real quick. Now that I think about it those men weren’t doing anything, just grabbing some late night food. How could I be that bad of a person? I know now that was wrong of me and I’m working on it. I hope someday society will realize what they are doing and change it. Not just for their sake but for mankind. Staples was viewed as a rapist, murder, and etcetera, all because he was a black man. But in reality he was just as uncomfortable as everyone who looked at him differently. Brent Staples tries to make people aware of what they are guilty of and someday all will realize.

Culturally Inclusive Classrooms Essay Example for Free

Culturally Inclusive Classrooms Essay How to build culturally inclusive and resilient ELEMENTARY classrooms and what types of supports are in communities that can facilitate student efforts to overcome cultural gaps in the home and in the school (elementary/secondary school level) A culturally inclusive classroom may consist of extremely diverse ethnic composition of students. With new immigration, more and more students are entering school, with little or no knowledge of English and have diverse educational and cultural backgrounds. A recent study on 400 school children in California shows that only 4% of enrolled children come from a single racial group (Chang, 1993). This has resulted in making of classrooms that have students coming from various nationalities, languages, social and economic backgrounds. The growing diversity is not only a problem to the teachers who are not adequately equipped to handle them, but also to parents, who are not sure whether the child’s adaptation will help him or alienate him from his community. Efforts are made to give prominence to the learning of the children with diverse backgrounds. Anti-bias curricula, use of home language and culture of the child, is recommended by National Assessment for Education of Young children, to foster learning of English and basic skills. It aims to make the first school experience a positive one. The forum on the Future of Children and Families held a workshop in 1993 in order to frame a sketch, to assess the scope of adequacy of research in early education of culturally diverse children. It tried to assess the most important factors in the early childhood education of a diverse group of students. Efforts were made to understand the influence of culture on human development and emphasis was laid on examining differences within culture and outside culture. Claude Goldenberg warned against treatment of culture as ‘straitjacket that predetermines the learning experience that children benefit from’ ( Goldenberg . C. 1987). It was observed and accepted that exposure at home influenced the adaptation of the children to school norms and environment. The workshop structured three questions that came up as a result of in depth study. These were- †¢ What role was played by the culture and home experience in shaping learning opportunities? †¢ How the cultural and linguistic background of children affects the knowledge skills and expectations they bring with them? †¢ How should the nature of instruction vary with learning and motivation from various backgrounds? A child has to learn the rules of two environments home and school from his pre school days i. e. , age of 3-4 years. Children who face a language and culture thoroughly different at home and school face a lot of conflicts about behavior which might result in incompatibility. Researchers have found that inconsistency in home and school make learning difficult and adjustments uneasy. The children who do not have some insightful understanding of alphabets and numbers are likely to be left behind in class. Sharon, Griffin and her colleagues (Case and Griffin, 1990, Griffin, Case and Siegler 1992) noticed striking difference in the understanding of maths in low income groups. Claude Goldenberg his colleagues designed an intervention to improve the early literacy achievement of Spanish speaking children in Kindergarten. Timothy Shanahan and his colleagues designed the FLAME project to enable parents with limited expertise in Spanish to improve literacy achievements of their children. Both the projects on evaluation showed significant positive effects on the children’s literacy achievement, Goldenberg reported that control group which received structured instructions outperformed those with informal intervention. Research shows that guided learning at home can effect children’s adjustment in classrooms. Children who remain unaware of such guidance become incompatible in learning, may retreat from learning and even become disruptive. It also showed that there was no proof to suggest that children are constrained by culture in their learning abilities. Social Setting of learning constituted teaching, learning and performance. Research with Hawaiian families showed that ( Gallimore, Boggs and Jordan, 1974) children were accustomed to learning in peer interactions and indirect supervision from teachers exhibited a decline in disruptive and inattentive behavior. Classrooms fostering independent learning seemed alien to these students. Study made on Navajo children (Vogl, Jordan and Tharp , 1987) brought in the fact that peer group study was less prevalent in this culture. Effective classrooms brought out best performance when the children were allowed to work independently- as they did in their communities. Culture shapes conversations and paces response patterns. Pueblo Indian children give more elaborate responses and have spontaneous participation when given enough response time. (Winterton, 1977). Native Hawaiian students when given long waiting time are inhibited in participation. (White Tharp, 1988). Claude Goldenberg found that children learn in accustomed way of entering into a speech- guided by their culture. Latino –American students corroborated this experience, whose mothers use highly directive pattern of communication. Research evidence points to the fact that certain amount of compatibility between home and school culture is required to improve classroom activities. Goldenberg says â€Å"with the exception of same studies of cooperative learning and bilingual education, the experimental evidence linking cultural compatible instructions scholastic outcome can be very tenuous†. Constancy in school environment may not be always wanted. Yet some parents seek it so that the child is exposed to different educational experiences. For a child, the process of adjustment to varied environment at school and home may prove beneficial in future years of schooling and multicultural environment. Differences in the two environments may compliment and reinforce their learning. A culturally inclusive environment requires mutual respect, effective relationships, clear communication, explicit understandings about expectations and critical self –reflection. (Flinders University). In a culturally inclusive environment a student will be allowed to express his opinion freely, participate in classroom’s activities, experience stress free classes with no fear of unfair treatment or abuse. It also facilitates that teachers are approachable and open to concepts and ideas from different culture, allow diversity and promote a relaxed setting of learning. When teaching students from diverse background, a teacher needs to plan out his instruction with attention and care, with skills and strategies, specialized with an array of educational aids and materials. He has to keep in mind certain facts about his students, their experience in school, home and outside school and design the curriculum in accordance with their exposure. It should also be guided by the strengths and weaknesses of their experience. Teachers need to connect to the experience of his students. Reading about flowers, fruits, animals children are not familiar with in their culture or may not have been exposed to, makes it meaning less for the child. Readings to build vocabulary and comprehension are meaningful, when the child can connect to it. He also understands that his views are being respected, making him feel secure . Children are intelligent to sense if the support for diverse culture is superficial or genuine. Ysseldyke, Algozzine Thurlow point out that a teacher needs to ask himself if the curriculum is tailored to the interest of the student, are the study materials used in any way reflective of cultural or ethnic diversity. He also needs to be aware of the learning styles adapted by his students. The curriculum needs to be complete and accurate and have materials for all the students. It should avoid being symbolic and should not make the underrepresented group feel ‘the other’. Check should be made to see that the curriculum does not discriminate. Teaching materials used should be unbiased and un-oppressive (male centric, race centric etc). The content must explore a large angle of variety, be accurate and complete. Students need to be made aware about the issues of social justice. Lessons on racism, sexism, classism and other forms of oppression need to be facilitated and discussed in class, to enhance the awareness. In the assessment student feedback should be encouraged. Teachers should work with each other and critically appreciate each others work . Teachers could introduce various awareness activities in the class. Participants can introduce themselves and share their ethnicity, similarities and diversities with other members of the group Students may be encouraged to speak on their multi-cultural experiences . Some activities may include students sharing their identity through a poem. Sharing experiences of prejudices or discrimination as a sufferer or doer, personal experience of gender-bias may be discussed. Students can be encouraged to relate aspects of their personality, identity. Feeling of inclusion or exclusion in a learning process and multicultural awareness quiz etc may be conducted. A model developed by Australian Ministries of Education, aimed at education of educational equality of indigenous people, focused on three areas- community, school and classroom. Parents, Teachers, care givers, and previous school needed to be involved in a common understanding and adopting new approach to teaching of students from multicultural backgrounds. Strong partnerships between school and homemakers made the study supportive. School officials had the duty to look after and assist each student in the development of essential skills and attitude of the students to work independently, cooperatively and responsibly. The programs monitoring and assessment provided vital clues to the future direction of the curriculum. It stated the importance of assessment made as a joint effort between students, parents and community members who provide important input in the assessment. The data collected by various workshops and research points out to the fact that there is more room for study to be made on improvising culturally inclusive schools, classrooms. Very few teachers are trained and equipped to handle such diverse culture classes. Coordination between community and schools are wanted, to make a complete, homogeneous education to students from diverse cultural background. . References Case, R. , and S. Griffin 1990 Child cognitive development: The role of central conceptual structures in the development of scientific and social thought. In C-A. Hauert ed. , Developmental Psychology: Cognitive, Perceptuo-Motor and Psychological Perspectives. Amsterdam, The Netherlands: Elsevier. Chang, H. 1993 Affirming Childrens Roots: Cultural and Linguistic Diversity in Early Care and Education. San Francisco, Calif. : California Tomorrow. Gallimore, R. , J. W. Boggs, and C. Jordan 1974 Culture, Behavior, and Education: A Study of Hawaiian-Americans. Beverly Hills, Calif. : Sage. Goldenberg, C. 1987 Low-income Hispanic parents contributions to their first-grade childrens word-recognition skills. Anthropology and Education Quarterly 18:149-179. In press. Promoting early literacy development among Spanish-speaking children: Lessons from two studies. In E. Hiebert, ed. , Teaching Children to Read: The State of Early Interventions. Boston, Mass. : Allyn Bacon Griffin, S. , R. Case, and R. Siegler 1992 Rightstart: Providing the Central Conceptual Prerequisites for First Formal Learning of Arithmetic to Students at Risk for School Failure. Unpublished manuscript, Department of Education, Clark University. Howard Weiner, Adelphi University, Garden city, New York, Culturally Insulated Students : Assessing the Diversity Disposition Cap in a Predominantly White University with a New Instrument, the Culturally Responsive Educator Test. Journal of Authentic Learning, Volume 2, Number 1, September 2005. National Association for the Education of Young Children 1989 The Anti-bias Curriculum: Tools for Empowering Young Children. Washington, D. C. : National Association for the Education of Young Children. National Association for Family Day Care 1990 Helping Children Love Themselves and Others: A Professional Handbook for Family Day Care Providers. Washington, D. C. : National Association for Family Day Care.

The Expansion Of London Heathrow Airport

The Expansion Of London Heathrow Airport Introduction The Labour Party and many business leaders have been arguing for expanding airport capacity in the South East and the quickest option is to expand Heathrow by adding a third runway. They are arguing the expansion would maintain Heathrows competitiveness, create quality jobs, boost businesses and help the UKs shaky economy. However, the green groups and local residents are concerned and arguing that expanding Heathrow airport is unnecessary and would increase noise and air pollution significantly. The conservative and Liberal Democrats were arguing against expansion. In 2010 the Conservative Party formed the Government with Liberals and according to their manifesto pledge the plan was cancelled. The Conservative leadership now believes the expansion is necessary and good for UKs economy, but there are concerns and opposition within the party against expansion (Pettinger, 2012). [4] Due to opposition to expansion in the Conservative Party and its manifesto pledge in 2010 general electi on, the Prime Minister has postponed Heathrow expansion decision until 2015 (Out-Law.com, 2012). [6] Background In 2003 the Department for Transport published its White Paper The Future of Air Transport in the United Kingdom. The White Paper stated for an urgent need of additional runway capacity and plans to be completed within 12 years in order to deal with future air travel demand. Socio-economic consequences of building additional airport capacity and the question of potential benefits and the need for Heathrow expansion caused concern for Greater London Authority. Greater London Authority undertook a brief review regarding White paper arrangements, especially the potential benefits of Heathrow airport expansion (GLA, 2006, p. ii). [1] Issues Expanding Heathrow will cause destruction of a community to make way for a third runway. If the plan goes ahead the entire village of Sipson could disappear of the map, according to the consultation document no more than seven hundred houses would need to be demolished in order to make way for the third runway. Campaigners say around four thousand households could lose their house and forcing ten thousand people to find new places to live (Beattie, 2007). [2] Environmental campaigners are concerned that the additional flights will increase CO2 emissions thus it would contribute to the global warming. They argue that the CO2 emissions will outweigh the economic benefits of the expansion, so the expansion could seriously weaken the UKs role to play its part in tacking climate change (Greenpeace, 2013). [3] (Millward, 2012) [13] Aims and Objectives Due to Heathrow Airports congestion issues (operating at 99% capacity) and the rise of international competitors like Paris, Frankfurt and China, the third runway is considered a solution to the capacity issues and also boosts UKs economy by making direct connections to countries around the world like Chile, Philippines and Peru (Valentine, 2012). [5] At the moment Heathrow Airport faces a considerable number of flight delays which is considered one of the worst in Europe due to operating at almost full capacity, which means that delayed flights affect other flights, and that means that there is no space to avoid that unless a new runway is made. Economically, the owners of Heathrow Airport claim that the lack of capacity is costing the economy 14 billion pounds every year (Sky News, 2012). [14] Stakeholders At the moment there are great numbers of entities that are interested in building the third runway and there are also entities that are concerned about it. These entities are the stakeholders of this project and primarily they are the following: BAA Government Airlines Environmental Associations Passengers Local Community Local Government Airport suppliers Organizations in the Region Parking Operators Since there is much at stake with the expansion project, these stakeholders are divided in way that some are very interested in the project like the BAA and the Airlines that are aiming to make money with this and against this project we have got stakeholders like the Environmental Associations and the Local Community because they claim that the runway will cause environmental issues and also there are people that will lose their place to live (Schaar et al., 2013 p. 109). [16] Decision Makers This is a large infrastructure project and it is difficult for a Government to decide and deliver. Any Government after 2015 general election first and for most will need to bring all the parties together and make a decision about airport capacity and to look at the issue carefully and bring about the changes, which will address Heathrows capacity problem that will have in future and UKs hub status. Now the decision making process lies with an independent inquiry into the UKs airport capacity and it will be carried out by a commission, chaired by former head of the Financial Services Authority Sir Howard Davies. The commission will look at all the evidence and publish an interim report this year that will include recommendations to the Government. The final report and the decision on action are expected after the next general election (Out-Law.com, 2012). [7] Case Justification Expansion of Heathrow Airport has become an important issue that both government and local people have an idea and overview about it. Labour Government thinks that third runway will cause a growth in UKs economy. If the capacity of the Heathrow airport stays the same, it will cause a decrease in tourism and competitiveness. Also building a new airport (Thames Estuary) will take long time which means there will be a lot of time wasted. Most of the local people dont want this expansion as they dont want to move away from their houses. Local people are also concerned from noise and pollution. Also Environmental campaigners think that third runway will increase co2 emissions and they say that this is plan will cause global warming. In this case study we will have a look at these advantages and issues, so we can evaluate this plan in detail. By Researching the opinions and we can come to a point that if this expansion needed or not. Expansion of Heathrow is currently a potential problem for the local people so they have already started to protest the plan by putting up posters on to the local shops indicating that they dont want this expansion. This plan is a major topic that being discussed in the area at the moment. So we thought that this case would be an ideal case to study in order to find out the benefits and problems of the expansion of Heathrow Airport. Since this case is quite complex and there are different aspects that may influence the final decision, the most predominant sides of the spectrum are the economical and ethical sides. The key driver of this project is without a doubt economical and we chose to provide economic information to the decision makers (Moore, 2012). [12] Critical Decision Making Information How much Heathrow is losing by not implementing the project? Lack of capacity at Heathrow airport costs the UK economy billions a year in lost trade, published in report commissioned by British Chamber of Commerce. British Chamber of Commerce calls for urgent and clear aviation strategy, which implement measures to keep Heathrow as a global hub. Also reading this information we have established lack of enough capacity at Heathrow would deter business leaders in other emerging economies like Brazil, India and China to do business with countries that have better air connection with their countries rather than the UK (British Chamber of Commerce, 2012). [9] Research shows that business leaders in emerging economies as mentioned above see direct air link as important to maintain the UKs prospect in global market. This information could be accessed in British Chamber of Commerce and readily available by surfing the internet for free and the information could easily be accessed in other forms such as interviews and surveys, which were carried out by World Travel Market (WTM) (Woodman, 2012). [10] There are lots of good and up to date information is available as well as some opposing information, which explains it sufficiently accurate in details that would be beneficial to the decision makers. The information we have been looking at comes from respected organization such as British Chamber of Commerce and has been published in many news sites such as BBC (British Broadcasting Corporation) and other news group, so the reliability of information comes from these organization could be trusted to support decision making. As we have carefully examined all the information we have been reading and also checked the provider of source of information, so we have identified some propaganda in opposing the economic side of expansion that could be dismissed and disregarded as propaganda. We will store this information as data in a secure database and will be displayed as a table in the system to be accessed by all decision makers (Osborn, 2009). [8] How much Heathrow will earn by making the project? There are currently two runways and five terminals operating at the Heathrow Airport. More than 69 million passengers a year visit Heathrow airport. This number will increase around to 82 million passengers a year. Heathrow airport is operating at 99% capacity, which means any unforeseen situation would cause lots of disruptions. As the capacity is stretch to its limit British Astronomical Association (BAA) cant sign new contracts with airlines for more flights. By building the third runway, BAA would sign new contracts with airlines for more flights so BAA will earn more money from landing fees and staying fees (Osborn, 2009). [17] According to British Chambers of Commerce expansion of Heathrow airport will produce  £30bn of economic benefits. The research shows that in order to stay in the completion with global competitors like France and Germany Heathrow Airport should be expanded. This report was published in the media and in many websites like BBC. This shows that we can trust the information on this report, which British Chambers of Commerce published. This information could be accessed in the report that British Chamber of Commerce produced about Heathrow Airport. This is a study funded by Future Heathrow (a lobby group for the third runway). This information is available on internet and can be accessed by any internet user (British Chamber of Commerce, 2012). [18] By expanding Heathrow airport, capacity will increase, more passengers will travel and this will put Heathrow airport ahead from their continental competitors. Increasing flights means more tourists, more landing and more staying fees. More shops will be opened after the expansion of Heathrow airport, which will be located in the new terminal (Terminal 6). This means BAA will earn more money from the rents of the shops. How much will it cost? How Heathrow may have an edge over its competitors? Knowing how the competitors may affect this project is an important factor to consider when making the decision on actually going through with the project or not. The reason for this is that the growth of competitors will definitely hinder the purpose of Heathrow as a hub airport and therefore have a negative impact in the UKs economy. However there may be key aspects of Heathrow Airport that can make it more desirable than its competitors and we can find that out. This information can be found in the International Air Connectivity for Business briefing which includes information on how connected the UK airports to the worlds main business destinations. This briefing is available in the internet and can be accessed by anyone. This briefing includes quality information since it takes data from Heathrows main competitors (Paris, Amsterdam and Frankfurt) and compares the connectivity between them with the rest of the world. The data was obtained during the busiest month of the year in the airports and we can assume that the data provided is quite accurate although it is a bit outdated (2011). Moreover, the briefing is reliable since it was produced by AirportWatch and WWF. In our system, this information can be used to estimate the potential of building the third runway by storing the information in a spread sheet and making a graph containing the possible new connections and contrast those connections with its main competitors. The purpose of doing this is to determine if Heathrow can actually compete with the other airports and to support the decision maker by stating if going through with this project will be worthwhile or not (LeftFutures, 2013). [15] Simulation Modelling We are suggesting Stella model, a decision support tool that would help the decision makers to decide in a complex situation as expansion of Heathrow. By using Stella modelling, a model could be created to visualize by linking components together that represents the related mathematical expressions. Stella provides a practical way to stimulate and dynamically visualize how a complex idea works (iseesystems, 2013). [11] Potential Monetary Loss The time that the third runway planned to be built, will affect the success of this project. Decision makers will have to be sure that its the right time to implement this project. Before implementing the third runway, decision makers have to calculate how much money they are going to lose every year that this project is delayed. Potential money loss due to a delay would be reasons like; lack of capacity for new flights or during the time that this project is delayed, other competitors may make new deals with the airlines, so that this can cause a loss in future flights. A model is needed to show the stats to decision makers and by having a clear knowledge about the potential monetary loss every year, the decision makers can make better decisions. This model will be a graph that will calculate the potential money loss for every year that the third runway will not be implemented. The variable of this model will be the time spent to decide to do this project and the time of the construction process. Capacity over demand The current capacity and the current demand for additional capacity will no doubt affect the mind-set of most decision makers that are involved in the third runway e.g. the more demand there is the more capability there is so handle varying flows of customers. Having said that it is of the utmost importance to fully understand the information that is being handled and the implication of any decision that are given the go ahead. One applicable way to allow for the full comprehension of any information is to model it. There are varying methods of data modelling that are applicable to this situation. With data modelling the user is able to alter variables and can see the effect that these altered variables will have to a given situation. One way in which the variable can be displayed is in a graph, the user will be able to alter the demand to show the effects of increased demand on the airport, also the user will then be able to view the required capacity to allow the airport to run efficiently. Long Term Effect of Heathrows Competitors Predicting how the competitors will grow in the future, it is possible to estimate how much they can influence the success of the third runway. The reason for this is that they will take away potential business opportunities and therefore impact negatively the success of the project. To measure this we decided to build a model to allow the decision makers to see how the competitors may affect this project and it will allow them to calculate how risky this project may be. This model will be a graph that will allow comparison between Heathrow and its competitors. The variables of this model will include the growth in flight connections of each competitor and it will have a negative correlation with Heathrows flight connections. Therefore it will also show the amount of business opportunities the airport will lose. For example, if the decision maker decides to set Frankfurt airports growth high, it will show how much it will impact Heathrow airport.

Creon as the Hero of Sophocles Antigone Essay examples -- Antigone es

Creon as the Hero of Antigone       The dilemma of identifying the true hero, or heroine, of Sophocles’ Antigone has tortured students for years. It is indeed a difficult decision to make. The basis for this decision is what the reader perceives to be Sophocles’ dramatic issue in this play. The dramatic issue of the play is twofold: Antigone is a fanatic who is driven by her religious fever to bury the body of her criminal brother, Polyneices, against the edict of Creon. In the second part, Sophocles shows how the new King Creon’s refusal to change his decision in the face of adversity is admirable, but at the same time his political morals end up destroying his family. His fall from grace is tragic, whereas Antigone's fall is welcome.   In this manner, Sophocles sympathizes with Creon, and thus he becomes the hero of the Antigone.   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   Contrary to the belief of Jebb, a critic of Antigone, Antigone cannot be the heroine of Antigone. There are several reasons for this: she is a one-dimensional character who does not go through any development during the course of the play, her behavior is illogical and does not evoke a sense of pity from the audience nor the chorus, and her personal vendetta outshines her religious goal.   These same reasons are also basis for the dismissal of the claims of Hogan, another critic of Antigone who has Antigone and Creon as dual heroes.   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   Antigone’s character does not evolve in the play. Jebb sees her as enthusiastic, "at once steadfast and passionate, for the right as she sees it- for the performance of her duty," and having an "intense tenderness, purity, and depth of domestic affection" (Jebb 1902 p.12); Calder and I disagree with this statement. Calder is a critic of the pla... ...is more likely the tragic hero of Antigone, rather than Antigone herself.   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   At first glance, Sophocles’ Antigone seems to have two protagonists, Antigone and Creon. The hero cannot be Antigone because of her one-dimensional character, illogical behavior and lack of pitifulness. And upon closer inspection, it is revealed that Creon is indeed the tragic hero, through the fact that his original edict concerning the burial of Polyneices contained the means of Creon’s downfall. Works Cited Calder, William M. III (1968). Sophokles' Political Tragedy, Antigone. GRBS 9, 389-407. Hogan, James C. (1972). The Protagonists of the Antigone. Arethusa 5, 93-100. Sophocles (1902). Antigone (Richard Jebb, Trans.). Cambridge: Cambridge University Press. Sophocles (1991). Antigone (David Green, Trans.). Chicago: The Universiry of Chicago Press.   

Validation of Post Traumatic Stress Disorder :: Post-traumatic stress disorder, PTSD

The intention of this study is to validate the issue of PTSD which some have attempted to discredit as a medical condition. To achieve this, the magnitude and incidence rate of the condition requires robust evidence. This study is taking secondary data from the Vietnam Veterans National Readjustment Survey (NVVRS) and developing the analysis further. The technique employed here is Meta analysis which is more typically used for quantitative literature applications. In any analysis of secondary data it is crucial to consider the incidence rates of mental health issues among those who fought in Vietnam. It is also important to differentiate factors between the time periods of their lives before they joined the military, while they served in the military and their lives after they left the forces. It is central to what we are trying to achieve to identify those who might be at high risk of developing PTSD, as people will react in differing ways to different stimuli such as distr essing events or stressful circumstances. Population and Sample The data sample used for this study will be substantial due to the amount of information collected on post traumatic stress disorder. Samples were drawn from the nationwide probability sample of the NVVRS study. The first sample included 479,000 males Vietnam veterans (15.2 % of the total) who met the criteria for current post traumatic stress disorder. The second sample included 7,200 female Vietnam veterans with a current prevalence rate of 8.5%. The third set of samples included 350,000 Vietnam veterans of both genders, with 11.1% male and 7.8% female partial PTSD incidence rates. The last set of samples showed 30.6% of male Vietnam veteran and 26.9% of female veterans who met the criteria for developing PTSD (Kulka et al. 1990). Due to significant time constraints and limited access to information, a decision was made to use a Meta-Analysis. The Meta-Analysis provides a systematic evaluation of the quantitative analysis, which combines and summarizes several different studies. This method offers control over the data analysis, and by using statistical software, it addresses related hypotheses for delivery of precision in the use of codes. The main aim and focus of the Meta-Analysis in this research involves clearly identifying the problem and researching the literature for primary or representative studies. This approach allows for the creation of an appropriate data set for the evaluation, coding and analysis of the data in order to produce a valid analysis of the results.

Creating Slave Laws Essay -- essays research papers

The institution of slavery is a black mark on the record of Americans. Marking a time of hate and racism, an oppression spurred by fear that would plague our nation for decades upon decades. An Act for the Better Order and Government of Negroes and Slaves, and Conflicts between Masters and Slaves: Maryland in the Mid-Seventeenth Century, illustrate the dismay and panic European Colonials endured as they enslaved Africans. This dismay and panic generated laws to be established that further widened the gap between Europeans and Africans, stripping the Africans of any legal rights. The dismay and panic concerned loosing a valuable economic pawn. The first piece, An Act for Better Ordinance, clearly portrays the attitude of the majority of White Europeans. "Whereaes the plantations and estates of this Province cannot be well and sufficiently manages and brought into use, without the labor and service of negroes and other slaves [i.e., Indians]; and forasmuch as the said negroes and other slaves brought unto the people of this Province for that purpose, are barbarous, wild, savage natures, and such as renders them wholly unqualified to be governed by the laws, customs, and practices of this Province; but that is absolutely necessary."1 The white men of the time felt that their superiority was deemed by a higher power, why else would their skin tones be so drastically different. Racist views of these 'savage' men created fear. With the growing number of slaves, they had to be stripped of everything to prevent anarchy, as the white men could not envision a world without slave labor. The white men rationalized that slav es will escape. To prevent this one must allow them nothing beyond the plantation they were running from. The white men turn to government. "And for the better security of all such persons that shall endeavor to take any run-away, or shall examine any slave for his ticket, passing to and from his master's plantation, it is hereby declared lawful for any white person to beat, maim or assault, and if such negro or slave cannot otherwise be taken, to kill him, who shall refuse to shew his ticket, or, by running away or resistance, shall endeavor to avoid being apprehended or taken."2 White men had granted themselves a license to kill Africans whose desire for freedom was too strong. Likewise, the second piece, Conflicts between Maste... ...ord/St. Martin’s, 1999), 48. 5. The Early America Review, Charles P.M. Outwin, â€Å"Securing the Leg Irons: Restriction of Legal Rights for Slaves in Virginia and Maryland, 1625-1791. pg 7. Available http://www.earlyamerica.com/review/winter96/slavery.html 6. The Early America Review, Charles P.M. Outwin, â€Å"Securing the Leg Irons: Restriction of Legal Rights for Slaves in Virginia and Maryland, 1625-1791. pg 7. Available http://www.earlyamerica.com/review/winter96/slavery.html 7. Journal of Black Studies, Joyce Tang, â€Å"Enslaved African Rebellions in Virginia,† pg 2 May 1997, v 27, n, p598. Available http://bess.fcla.edu/cgi-bin/cgiwrap/~fcliac/cgi2iac/UF?RI19998103 8. Journal of Black Studies, Joyce Tang, â€Å"Enslaved African Rebellions in Virginia,† pg 3 May 1997, v 27, n, p598. Available http://bess.fcla.edu/cgi-bin/cgiwrap/~fcliac/cgi2iac/UF?RI19998103 9. Journal of Black Studies, Joyce Tang, â€Å"Enslaved African Rebellions in Virginia,† pg 4 May 1997, v 27, n, p598. Available http://bess.fcla.edu/cgi-bin/cgiwrap/~fcliac/cgi2iac/UF?RI19998103

Matt Barrett: Barclay’s CEO Position

Barclays: Matt Barrett’s Journey- Winning Hearts and Minds Barclays was founded in 1690 in London. After 30 years later, Barclays started to expansion its area to the world, and became the first foreign bank to file with the Securities and Exchange Commission in Washington D.C. in 1981. Barclays’s global market capitalization rank was fourth in 1980. However, it fallen to 22 in 2000. In October 1999, Matt Barrett accepted the invitation of Barclays’s CEO position, and started to work on his challenge. At that time, the situation of the Barclays is that institutional investors were unhappy, employees were demoralized, and the front-line and senior executives had lost confidence. Barrett soon discovered an excessive cost problem of Barclays and realized that the bank needed a shift in culture and mind-set, a new strategic direction, a structural overhaul, and an improved communications policy. Barrett had worked on changing the mind-set and culture of Barclays, and he believed that a more fact-based, value- growth orientation to running Barclays was essential. At first six month, Barrett started to build the foundation. Barrett met approximately 10,000 employees during the initial three month. At the same time, Barrett developed his own vision for the bank- earn, invest, and grow. He planned to reduce cost by  £1 billion for saving money from cost. Six months after Barrett became CEO, Barrett committed the goals were to apply equally to him to management, and everyone in the organization. Barrett started to change the top management. For example, Barrett appointed people to take position, which was a significant change on the ExCo and using young talent to the ExCo. Barrett started to think about group strategy. In addition, Barrett and the ExCo decided to work with Marakon to set about looking at all businesses and activities from a value perspective, identifying where value was being created and where it was being destroyed. Under Barnett’s leadership, and with the help of Marakon’s systematic, fact-based approach, the ExCo developed a long-term strategic.

Bus Frequency Determination Using Passenger Count Data

Tmnspn. RcsA Vol. 18A. No. 516. pi. 439153. Printed m ths U. S. A. 1984 0191-260781 s3. 3+m Pcr&mon Rss Ld. mountain FREQUENCY DETERMINATION PASSENGER depend selective information De leave-takingment USING of civilized Engineering, Transportation Research Institute, Tcchnion-Israel Technology, Haifa, Israel (Received 21 February 1983 in revised work kayoed 5 celestial latitude 1983) Institute of Abstract-The importance of put 1 crosswaysrship randomness has take journey properties to increase the amount of manu all in ally collected selective study or or else to introduce alter surveillance techniques.Naturally, the motor mickle manipulators atomic chassis 18 anticipate to gain useful in body-buildation for operations planning by obtaining to a greater extent accurate annoyr supposes. This writing describes and analyzes several stamp down information line of battle approaches for the coach floozy in cast to set the great deal frequencies/head miens expe ditiously. Four divers(prenominal) orders be presented to derive the stack absolute muchness twain ar base on shoot run off ( goopimum lode) information and twain propose the use of ride add up ( commit pen) information.A ride break down caters to a greater extent make love information than a headspring crack, all at a greater cost, and on that depict is a question as to whether the additive information gained justifies the expense. Based on oper adequate everyplaceaged pens, the quadruplet orders put forward the mountain scheduler with up to(predicate) guidance in selecting the attri howevere of entropy collection procedure. In addition, the scheduler advise evaluate the tokenish expected jalopy runs when the saddle measure is released and avoid overcrowding (in an come up sense) at the akin prison term.Alternative mendtables atomic snatch 18 in any case investigated in fellowship with minimizing the unavoidable mickle r uns and go of passeles for a single course. In this way, the derived minds slew be analyzed inwardly an acceptable roll out eon considering the workable changes incurred indirectly to the choke size. The integration amongst resource. saving and frequence object procedures al blues the schedulers performance to be improved. 1. IN7RODUCIION AND ORJECTIVES It is well cognize that track rent varies ashesatically by season, day-of-the-week, duration of day, military position and cathexis of stumble.However, the absence seizure of accurate information on travel patterns at the street level has do it im thinkable to deploy transit resources to come to these variations and thus to increase the efficiency of system operation. Accurate ridership information is require for transit planning and computer weapons platforming and also to take after with external reporting requirements (e. g. Section 15 of the U. S. Urban Mass Transportation Act). Consequently, nearly t ransit floozys receive s pitchted to use machinelike rider counters mend contrastings argon adding more(prenominal) take forers to collect the entropy manually.The primal objective of rider counts, from the transit promoters view call for, is to set vehicle frequencies/ promontorys efficiently on separately travel guidebook. Other uses of ridership information ar in r scourue estimate and notement of dynamic patronage trends. The field of study addressed in this paper is two-fold. The archetypal segment involves the setting of tidy sum frequencies in order to maintain adequate expediency quality and minimize the count of agglomeratees need by the schedule. The second is an evaluation jibe to efficiently allocate the cost for crowd steal passenger stretch info at the way level.It is car park to to the highest degree all flock operators worldwide for pay ex slope indite information along the inbuilt iThis study was pen while the occasion was in 19 82 at the Transportation Systems touch (IX), Cambridge, Massachusetts, U. S. A. TSC Support is gratefully acknowledged. 439 aloofness of the wad highway (ride assure) to be gathered per annum or every few years. commonly the most recent passenger rouse information will be at nonp atomic exit 18ilness and completedly(a) or more selected lettuce along the travel guidebook where the bus carries its heaviest lashings ( foreshadow learn).A ride enclose provides more expel information than a heading cow chip, bargonly is more expensive because either sur prescribed checkers are needed to provide the compulsory selective information or an automated surveillance system is use. on that mind is a question as to whether the additive information gained justifies the expense. The objective of this study is to explore the way in which a bus operator deal use the old visibility to determine whether the ride check manner or the point check chance is remove in coll ecting the refreshing information. This paper travails to achieve this objective with three major parts.First, a legal brief review is introduced, and thereafter four distinct manners are presented to derive the bus frequence two are g bend on point check ( guck incumbrance) data and two propose the use of ride check ( excite pen) data. Second, a precedent criterion is realised for determining the appropriateness of separately of the data collection manner actings. Third, in order to have it away the evaluation of the point check and ride check regularitys, altemative timetables are derived along with contemplation of the minimum overtake size at the street level. 2. POINT CHECK (MAX LOAD) AND devil CHECK (LOAD PROFILE) orderS . 1 Review Generally, bus operators organize ride check surveys routinely at time intervals greater than or extend to to integrity year and update their point check information 40 AVISHAI CEDER where P, is the clean (over days) slimei mum re bow of passengers (ooze tear) observe on-board in current j, c represents the qualification of a bus ( keep down of seats plus the slimeimum captureable standees), and yj is the dilute divisor during block j, 0 1. 0. For convenience, let us refer to the product y,c as d,, the desire business on the bus at level j. The standard yi chamberpot be set so that 4. s follow to a sought after fraction of the power (e. g. d, = recite of seats). It is worth noning here that if P, is base on a series of measurements, one discount take its variability into account. If the stochastic data allow, this can be through, for example, by replacing the norm lever in eqn (I) with P, + bZj where b is a pre laid aeonian and Z, is the standard deviation associated with P,. The gook appoint data is usually collected by a trained commentator who stands and counts at the bus full point believed to be determined at the beginning of the max incubus section(s).This con ceal has usually been determined from old ride check data or from information prone by a mobile supervisor. Often, these observers are told to count at all one allow during the solid day instead of moving to a antithetical max bill point at every purport j. In this case the programming department identifies the point at which the bus is starting to stretch out a load associated with the heaviest day by day load along the route. This manner is referred to as rule I and can be written more explicitly as $=? ,j=l,Z I , , 9 several quantify a year for assertable schedule revisions (see Vuchic, 1978).It is Copernican to note that the absolute frequency and the cross-sectional symptomatics of these data collection procedures should be determined by the sampling techniques apply. This statistical aspect, which is not part of this study, can be approached through a transformation of literature almost sampling and is mentioned particular(prenominal)ally in Attanucci E d al. (198 I). record revisions range from completely new-fangled timetables for new or revised routes to daily adjustments that guard changes in working arcminutes and school carrier bag multiplication. The methods use by the bus operator to set caputs are comm nevertheless g act on existing help standards.These standards are found on two requirements (i) adequate spaces will be provided to meet passenger demand, and (ii) the upper bound pass judgment is place on the nouss to assure a minimum frequency of service. The premier(prenominal) of all requirement is appropriate for heavily traveled route hours (e. g. wind period), and the second for lightly traveled hours. The low gear requirement is usually met by a widely apply peak loud-voiced fucfor method (point check), which is similar to the max load procedure-both are explained below. The second requirement is met by the form _or_ system of government straits which usually does not outflank 60 min and in so me(prenominal) cases is restricted to nether 30 min.Occasionally, a lower bound quantify is set on the forefront by the bus operator, base on productiveness or r scourue/cost measures. There are also mathematical computer programming techniques to approach simultaneously the problems of route propose and service frequency (see Lampkin and Saalmans, 1967 for an example). Recently such a technique has been adopted to look the appropriate headway so as to maximize the social benefit pendant to the constraints on total subsidy, go along size, and bus line levels (Furth and Wilson, 1981). This sham whitethorn be shown to be useful in indemnity analysis.However, these mathematical programming models have not been generally adopted by transit schedulers since they are not sensitive to a great variety of system specific operational constraints. For example, they cannot simultaneously determine even spaced headways and uneven spaced headways for situations of scheduling exceptio ns. 2. 2 MUX loud methodr The purpose of the prefatorial standard used by bus schedulers is to ensure adequate space to obligate the maximum turn of events of on-board passengers along the wide-cut route, for a attached time period (e. g. one hour).Let the time period be denoted asj. Based on the peak load factor, the number of buses needed for period j is where P, is defined as the load in period j associated with the daily max load point. Additional notations are max i Pii = f P,, and ES j-1 j-l P, = max P, LS where there are q considered time periods S represents the set of all bus clams i, and P, is a defined statistical measure (simple ordinary or perhaps with the standard deviation consideration) of the total number of passengers which are on-board all the buses departing stage i during period j. parry 1 displays the ride check information which will be used end-to-end the paper. This is existent data collected on one route in Jerusalem-route 27(A) of Egged (The Isr ael subject nation Bus Carrier). In accede 1, the first and second columns are the outmatchs (in kilometers) mingled with to distributively one two adjacent bus loot and the stop name, rewardively. The set of stops S includes 34 is excluding the give out stop. The first two rows represent the time interval, j = 1,2,. . . , 14, where each period of one hour is associated with a given column. In the third row are the number of buses scheduled in each period.The stern row Bus frequency purpose development passenger 1. Initial data count A data 441 carry over for bus No. 27 direction 12 59 1. 75 75 20 . 5 75 76 5. 9. 93 99 (25 ,511 102 16. to2 (81) (02 (98 08 206 108 19. ,,, 126 (80 (84 192 (92 132 14, (95 195 (55 196 162 19. (93 18. (93 132 159 I. 1 (47 138 (35 (28 I,7 ,,a t,. (3. (1 I32 10. 9 ,,a 108 96 78 78 78 78 53 33 19 20 (2 ____ ____ 158 20. 208 215 220 252 268 259 28. 280 280 250 28. 295 295 29. 299 252 2. 9 235 236 228 22. 212 2,6 (80 l-72 (5. 452 ,. O tar (0. 72 40 ____ 180 223 225 239 2. 5 2. 5 2. 5 250 2. 8 2. 3 2. 2. 5 2. 5 235 240 2. 0 239 203 198 195 two hundred (98 190 (78 159 (53 I38 135 115 one hundred basketball team 93 95 90 68 ____ 175 235 220 220 220 220 230 255 2. 0 295 3,s 320 320 320 3m 300 290 290 320 250 290 3t0 310 285 255 210 (90 195 (75 (55 (00 (35 90 20 ____ 239 266 255 270 266 263 259 253 29. 265 270 273 253 259 2. 9 239 228 23, 2,7 (93 $75 ,. , 151 1. 7 t. 0 ,,a 95 8. 60 49 . 9 . 9 32 ,I ____ 280 351 375 379 375 378 37, 36, 36. 399 37, 37, 35. 37, 357 3. 7 335 239 2. 5 210 196 199 192 165 133 102 77 ii 50 10 i 42 10 __ 320 411 395 392 397 3,. 395 398 390 387 390 40, 398 403 403 39. 55 339 3. 7 29. 299 270 25. 256 2. 8 209 192 179 136 120 109 (28 (0, 37 ____ 275 4. 1 450 462 . 95 . ,7 455 465 477 495 . BO 47, 455 474 4,. .,, . 50 . 26 120 350 3. 5 336 339 336 303 25. 2. 9 225 (92 183 (68 80 255 26, 25. 273 257 273 285 297 29, 306 32. 3,s 3,2 315 303 29. 2. 9 2. 0 23. 229 20, ,,. ,53 (38 II iii 51 ____ (05 235 295 308 315 3,9 325 329 325 3,s 31. 9 320 320 32. 9 325 335 338 3,9 2. 3 2. 3 239 220 213 cc 170 (65 155 153 155 (43 cxxx 129 (15 70 30 . ___ 90 (08 ,. I 14, 150 I. 7 I. 4 I. 7 f50 (50 1. 4 1. 7 153 159 (59 $55 1. 7 ,,, I,, 4 17 123 (1.Il. iO5 93 57 39 36 30 2, 2. I. 9 6 0 ____ 225 2. 9 2. 5 2. 5 2. 0 23. 23, 228 228 219 219 216 215 20. 198 (85 (7, 1,. 3,. ii9 96 90 8, 69 5, ,A ii ii 15 12 ,a 9 i 3 -___ 37 . 2 42 47 50 5, 5, 52 5, 52 50 50 5. 5. 52 . 9 . , 40. 35 32 28 2, 23 1, 15 12 9 8 4 2 2 2 I , ____ 2. 85 3159 3232 33,3 3399 3. 20 3. 85 3557 3597 3575 3696 3732 37,5 3,,9 359. 3610 350. 3092 3096 2950 2793 25,. 25. 3 2356 2170 ,725 ,673 1596 ,376 12,. (07. (02. 7. 3 356 represents the policy headway which is equal to 60 min, and the fifth row is the desired occupancy, 4.As can be seen, 4 = 65 has been delegate to peak hours and 4 = 47 (the total number of seats) assigned to off-peak hours. The closing column in the table represents ? Pv where each entry in the table is Pu j=l ( an total quantify crossways several checks). Thus, the daily max load point is the 12th stop with a total of 3732 passengers and P, in eqn (2) refers only to those entries in the 12th row. The second point check method is found on the max load sight in each time period. That is, This method is called Met/&Z. submit 2 lists the look upon of P. , and the value of Pi for allj found on the input data given in plank 1.The similitude mingled with methods 1 and 2 and amongst the point check and ride check methods employ more data sets is performed in a quest section. 2. 3 fill profile methodr The data collected by ride check enables the scheduler to observe the load variability among the bus stops. Usually the dissemination ,of lashings will suggest practicable improvements in route end. The most common operational strategy resulting from observ- ing the various loads is swindle turning (shortlining). A turnback point before the end of the route may be chosen, creating a new route overlapped by the existing route.Other route design related actions using the load data are route splitting and route shortening. For the route design considerations, bus operators oft use the histogram of the fair load plot with respect to each bus stop without relating the loads to the surpass amidst the stops. The only concern of these operators is to identify a knifelike increase or decrease in the average load for thinkable route design changes. This has been observed at SCRTD (Los Angeles), CTA (Chicago)while using the EZDATA program provided by the caller-out ATE, Egged (Israel), and other bus properties world-wide.A more appropriate way to plot the loads is to take a shit a passenger load profile. In this technique, the loads are plotted with respect to the outmatch traveled from the qualifying stop to the end of the route. It is also possible to interchange the distance by the average lead time, but in this case it is sought after for the running t ime to be characterized by low and persistent variations. devil examples of the load profile are given in Figs. 1 and 2, exhibiting the data of two time periods appearing in sidestep 1. severally asterisk in the figures represents five passengers.The area under the load profile abridge is precisely passenger-miles, or in this example, passenger-kilometers, both of which are AVISHAI CEDER postpone 2. Output quality of changeables used in methods 1 and 2 320 1259 1359 1459 ,559 284 389 . ,1 0 0. 0 0. 6 . * 50 100 150 2po .. *. **.. **.. * . . .. . .. 2. 1 2. 9 3. 2 3. 5 3. 9 4. t 4. 7 5. 3 5. 5 5. 9 9. 5 5. 7 7. 3 7. 7 9. I 8. 5 9. 1 9. 5 10. 0 10. 4 IO. 6 10. 9 ,,. I 11.. 11. 5 12. 1 2. 5 13. 2 13. 9 I.. 1 14. 8 15. 0 .. .. . .. .. .. . . .. .. .. . . . . . . Fig. 1. A load profile for one morning time period (800-8 59) based on the data in confuse 1. Bus frequency object using passenger count data 443 NIJMSER PISSENGERS OF FOR INTERVAL viosterol TO 1559 DlSTlNc E (KY. 1 50 NUMBEP PAssENGERI OF 200 250 300 350 400 450 500 I 100 150 L.. 1 1.. L L *.. .. *.. * ** *.. *.. .. . *.. * * *.. . .. . . . .. .. .. . .. .. . . .. . . . .. .. . . .. .. . . . . . .. Fig. 2. A load profile for one afternoon time period (15emailprotected59) based on the data in put off 1. measures of productivity.If a straight line is careworn across the load profile at the point where the number of passengers is equal to the observed average hourly max load, and so the area below this line but higher up the load profile is a measure of the non-productive service. When method 2 is used to derive the headways, and dj is equal to the number of seats then this measure is the overturn seat-miles (or quash seatkilometers). Figure 1 is characterized by a comparatively large value of empty seat-kilometers per bus in comparability to Fig. 2. However, the additional information supplied by the load profile enables one to overcome such an undesirable distinctive.Thi s can be through by introducing frequency function methods which are based on passenger-miles rather than on a max load measure. The first load profile method considers a lower bound level on the frequency or an upper bound on the headway, given that the bus capacitance constraint is held. order 3 is q? = max One way to look at method 3 is that the ratio A,/L of the load P, (regardless of its statistical definition) as inappropriate to the max load (P,) in method 2. method 3 guarantees, on the average basis of P,, that the on-board passengers at the max load section will not have it away crowding above the given bus cognitive content c.This method is appropriate for patronize cases in which the schedulers wish to know the number of bus runs they can expect to bring low by relaxing the desired occupancy standard, avoiding overcrowding at the aforesaid(prenominal) time. This allows them to handle the following (i) demand changes without change magnitude the available number of buses (ii) situations in which some buses are needed elsewhere (e. g. breakdown and maintenance problems, or emergencies) (iii) fewer drivers than usual (e. g. due to figure cut, or problems with the drivers union).On the other hand, method 3 can result in beastly travel for an extended distance in which the occupancy is above 4. To eliminate or to control this possible undesirable phenomenon, other method is introduced. Method 4 establishes a level of service consideration by restricting the total route distance having loads greater than the desired occupancy. Method 4 takes the explicit form is an average representative A. P. -A-,1 dj. L c 1 4. L Ai1 pj c where Ii is the distance between stop i and the near stop (i + l), Aj is the area in passenger-miles (km) under the load profile during time period j, and L is the route distance.The other notations are previ )usly defined in eqns (l)-(3). 4? =max St. 1 Ii I jJj. L, *I) 444 AVISHAICEDER by time of day are same to that implyd in Table 2, and for all five sets the capacity is c = 80 passengers. In method 4 based on eqn (5), three values are assigned to /I, for all js 0. 1, 0. 2 and 0. 3. That is, 10, 20 or 30% of the route length is allowed to have an observed occupancy, P, especial(a) the desired one, 4. The results for route 27(A) appear in Table 3. The headway results of the four methods are likend pictorially in Fig. 3 where the results of method 4 are for only the 20% limit case (8, = 0. ). Similarly to Fig. 3, the results of the remain four data sets are displayed only in the computer generated graphical form in Figs. 4-7. . These illustrations are used for get on analysis of the results. The first semblance can be do between method 1 and method 2 for the point check decision. Obviously, it is less costly and more convenient to retain an observer at one bus stop during the entire working day, than to assign the same observer or others to a distinguishable stop at every period j. This aspect bus stop is the one characteiized by P, (see eqn (2)).The equivalence between the two methods is performed by the ,$ shield between two sets of veridical observations-P. , vs P, for each data set (see Ceder and Dressier, 1980). The results are as follows where I, = i (P,,/F,) d, or 4 is the set of all stops i in time period j such that the load Pq exceeds the quantity of 4 times the number of buses determined iteratively by F,, and pj is the allowable portion of the route length at period j in which Pti can exceed the product (4)()(d,). The other notations in eqn (5) are antecedently defined. By controlling the parameter /Ii it is possible to establish a level of service criterion. spirit that for /I, = 0, /I, = 1. 0 method 4 converges to method 2 and method 3, respectively. 2. 4 Results of tangible data and comparison A pL/l program has been written for all the four methods. This program, in addition to calculating the bus frequencies, determines the associated integer headway (in minutes) by simply dividing the length (in minutes) of a considered time period j by 4. , and go it to the adjacent integer. The headway information is essential for the timetable preparation, as is explained in the adjacent section. The input data presented in Table I and also the data taken from four more routes have been run by the program.The additional data are four Egged routes 2(A), 2(B), 12(A), and 39(A)all from Jerusalem. Their policy headway and desired occupancy channel (Direction) 27(A) 2(A) 2(B) d. f. 13 16 18 14 16 X2 63. 24 14. 59 58. 51 492. 82 117. 82 nought hypothesis about equal methods (at the 5% significance level) resist dont reject reject reject reject I&4) 39(A) Bus frequency determination using passenger count data 445 mickle zero(prenominal) 27 , agency A fiction o regularity + system . manner 1 2 3 L (BY2OP a METHOD 0. 7oO . . 9 . . oo 11-00 . . eon 13. 00 OF solar day * 15. 00 . 100 1 . 19oo 21 00 g Fig. . analogy of head way results for route 27(A). Consequently, only in route 2(A) can the daily max load point replace the hourly max load point. The PL/l program provides this comparison. The graphical comparison between the headways in Figs. 3-7 shows the expected result method 2 eternally gives the minimum headways while method 3 results in the highest headways (except in 2 out of 82 time periods). Another characteristic of the headways, exhibited particularly in Figs. 4 and 5, is that the given policy headway (60min) is used during off-peak hours. A point worth mentioning is that the esults might be sensitive to the length of the time intervalj and that different time intervals may be used for peak and off-peak hours. Further analysis and comparison of the results are addressed in the following two sections. 3. A PRELIMINARY criterion IN DETERMINING FURTHER DATA COLLECTION METHODS In this section an effrontery is tested that particular load profile characteristics suggest the data collection met hod to be used. The basic idea is to coach NO. 2 , DIRECTION A . METHOD 3 6, 04.. . . . . . . I a. . -METHOD LCBY20%1 * . 6. 00 800 10 00 12. 00 TIME OF 14. 00 DAY 16OO 16 00 20. 00 2oo Fig. 4. Comparison of headway results for route 2(A). 446 AVISHAICEDER BUS NO. 2 , DIRECTION B . 6 _ METHOD L CBY20T. l 01 . 5oo . . 7 00 . 9 00 * 1100 . TIME . 13. 00 _ 15 00 OF DAY .. , 17 00 . 19 00 . . 21 00 23 00 Fig. 5. Comparison of headway results for route 2(B). provide the bus operator with adequate preliminary guidance in selecting the type of method based on old load profiles. The assumption to be investigated is that a relatively flat profile suggests the use of a point check procedure (method 1 or 2) whereas a ride check procedure (method 3 or 4) would be appropriate otherwise.One property of the load profile is its tightfistedness, p. This is the observed measure of total passenger-miles (total ridership over the route) divided by the product of the length of the route and its ma ximum load (passenger-miles which would be observed if the max load existed across all the stops). Thus, the load profile niggardness for hour j, pj, is P=e. The load profile density is used to examine the profile characteristics. High values of p indicate a relatively flat profile, whereas low values of p indicate a significant load variability among the bus stops. A BUS 60 NO. 39 , DIRECTION A LEGEND % $ s 2 L2. 36. METHOD (BY ZCr%l = 30. p I 9 i P 12. 6. 24. 18. 0. 1 6 00 . a 00 . 10 00 . 12. 00 TIME OF woo DAY 16 00 18. 00 20 00 2200 Fig. 6. Comparison of headway results for route 12(A). Bus frequency determination using passenger count data 447 BUS NO. 12 , DIRECTION A LEGEND o _ METHOD + . METHOD METHOD 1 / 2 3 , / * I 8 METHOD L (ByZoZl 0 500 I I 1 7 . oo 9oo 11oo I . TpF nY1500 . 17oo 19oo Fig. 7. Comparison of headway results for route 39(A). 3. 1 numerical analysis One way to nigh the observed shapes of profile curves is by using a mathematical model.The lognormal model has been selected for this purpose since it provides a family of curves which can be controlled by varying the parameters p and u. The lognormal model takes the form f(x) =. & The equation satisfying (df(x)/dx) = 0, is e-oDX-*/262 x 0. the optimal (7) conditions, x,=d-= (8) This continuous model can only approximate some of the observed load profiles since it has only one peak and represents monotonically increasing and decreasing functions before and after this peak, respectively. Nonetheless, this model is useful in observing some general differences between the ride check and point check methods.In order to be able to compare the methods,f(x) is used as a normalized load (the load divided by the max load) and x is used as a normalized distance (the distance from the departure stop divided by the length of the route). At a given time interval of one hour, j, the considered max load is Pi = 650 passengers. Given that dj = 65 and that c = 100, the determined frequency and h eadway for both methods 1 and 2 are 4 = 10 and Hj = 6. By applying this information to methods 3 and 4, using a variety of lognormal curves, one obtains the frequencies and headways shown in Table 4.The results in this table are aranged in increasing order of density. For method 3, the capacity constraint determines the values of F and H up to an including p = 0. 64 and up to different p values (if any) for method 4. Examples of the lognormal normalized curves are shown in the computer generated Figs. 8 and 9 for two p and variety of p values. Note that the relative location of the max load point can be found by eqn (8). From Table 4 it appears that for method 3 the ride check (load profile) data results in the same go headway as for the point check (max load) data for p 2 a where 0. 4 a 5 0. 87. For method 4 the ride check and point check information tend to yield the same headways for p 2 ai where i = 1,2,3, for the 10, 20 and 30% cases, respectively, and 0. 34 a, I 0. 43, 0. 5 0 a2 I 0. 56, and 0. 64 a, 50. 68. 3. 2 Observed densities and intervention The five data sets mentioned in the previous section were also subject to the load profile density examination. The pi values for each considered hour j, based on eqn (6), were calculated and are shown in Table 5. For example, in Fig. 0, which is part of the PL/l program output, one can visually compare the load profiles associated with the highest and the lowest p value of data collected on route 39(A). As can be seen from Table 5, none of the p values exceed 0. 8. This suggests that one cannot reach, by calculation, same headways for method 3 and method 2. Figures 3-7 reveal that the determined headways of method 3 are unendingly greater than those of method 2 excluding the cases of policy headway. However, no clear cut close can be drawn when nerve-wracking to associate the p values in Table 5 with those 448 Table 4. Frequencies (F) and headways log-normalAVISHAI CEDER (H) for different load profile configurations (derived from the model) using methods 3 and 4 Method 3 profi 1e density T by 10% H F 7. 60 H Method 4 20% H 9 9 9 9 9 8 7 8 -%6 6 6 6 6 6 6 6 6 6 1 by by P F F F 30% H 9 9 9 9 9 9 0. 18 0. 25 0. 27 0. 32 0. 34 0. 43 E 048 0. 50 0. 56 0. 57 0. 59 0. 62 0. 64 0. 68 0. 75 0. 76 0. 78 0. 84 0. 87 *For Note 6. 50 6. 50 6. 50 650 6. 50 6. 50 6. 50 6. 50 6. 50 6. 50 6. 50 6. 50 6. 50 6. 77 7. 46 7. 63 7. 77 8. 41 8. 72 9 9 9 9 E% 9 z 9 9 9 9 9 9 9 7 7 -4. 8. 46 6. 50 8. 36 7. 55 9. 00 7 9 7 7 -i5 6 6 6 6 6 6 6 6 6 6 6 6 6 6. 50 6. 50 6. 50 6. 50 6. 50 7. 05 805 E 7. 5 x 931 8. 85 9. 04 9. 42 9. 36 9. 68 9. 87 9. 76 9. 92 6. 50 6. 50 6. 50 6. 50 6. 50 6. 50 z 945 9. 05 9. 92 9. 76 9. 81 9. 65 9. 79 9. 87 9. 86 9. 93 9. 97 9. 96 9. 97 constraint ?E 8 650 9 6. 50 9 9. 27 6 8. 16 7 8. 46 7 7. 80 7 8. 19 7 8. 72 -b 8. 76 6 9. 23 6 9. 72 6 9. 46 6 9. 82 6 Methods 1 and 2 Uhenever F-10. H=6 where d F=6. 50, H=9 the capacity = 65, c-100. is met. in Table 4 regarding the comparis on between methods 4 and 2. Figures 3-7 clarify this by illustrating the results of method 4 for the 20% case. The matchings (same headways for methods 2 and 4) across all the five data sets range between p = 0. 38 (route 2(B), for the hour 2200-22 59) and p = 0. 744 (route 39(A), for the hour 1600-l659). On the other hand, the non-matching cases range between p = 0. 457 (route 2(B), for the hour 800-859) and p = 0. 777 (route 12(A), for the hour 1500-1559). Consequently, when applying method 4 to the observed load profiles, the results of the lognormal model cannot be explicitly used and an actual comparison between methods 2 and 4 should be performed. In practice, the bus operator wishes to deport bus runs and eventually to be able to perform the matching between demand and supply with fewer buses.As is shown in the nigh section, different headway values do not necessarily save bus runs or reduce the required overhaul size. However, the analysis made about the profile density measure can be used by the bus operator as a preliminary check before entering a more comprehensive analysis. The following are realistic observations (i) for densities below 0. 5, p-o 66 OK 0 1 .2 .3 Fig. 8. Four approximated load profiles based on the log-normal model (a = 1. 00). Bus frequency determination using passenger count data Fig. 9. Four approximated load profiles based on the log-normal model (u = 1. 0). savings are likely to result by multitude the load profile information and using either method 3 or 4 (alternatively for such low p values, the profile can be examined for short turn strategies) (ii) for densities between 0. 5 and 0. 85, it is recommended that an actual comparison be made between the point check and ride check methods-along with further saving considerations (see next section) and (iii) for densities above 0. 85 it is likely that the majority of the required information for the headway calculation can be obtained from a point check procedure (either method 1 or 2). . ALTERNATIVE The TIMETABLES AND FLEET SIZE possible to initiate the task of scheduling buses and crews to the previously determined trips. Naturally, the bus operator wishes to utilise his resources more efficiently by minimizing the number of required buses and the cost of the crew. To accomplish this, the scheduler examines different timetables during the bus and crew assignment processes. This is done by shifting the departure times or by reducing the number of departures without referring usually to the initial source of passenger loads-the profile.Therefore, it is desirable to extend the analysis ancestry appropriate headways, to an evaluation of timetables in conjunction with the required resources. 4. 1 Construction of timetables The number of bus runs determined by the timetable and eventually the number of buses required, is sensitive to the procedure used by the scheduler to CONSIDERATION AT THE street LEVEL products of the derived headways are the time tables for the public, the bus drivers and supervisors. at once the timetables are constructed, it is Table 5. Load profile densities ) for five data sets I 500. 00 7oo 800 9oo looo Time separation 659 759 859 959 1059 559 passageway Z(A) v-e 0. 489 Route Z(B) Route 12(A) lloo 12oo 13oo 14oo 15oo 1600 17oo l 19oo 20oo 21oo 22oo 2300 1159 1259 1359 1459 1559 1659 1759 1859 1959 2059 2159 2259 2359 0. 668 0. 557 0. 687 0. 548 0. 687 0. 477 0. 694 0. 652 0. 699 0. 606 0. 632 0. 73j 0. 610 0. 524 0. 588 0. 543 ___ 0. 524 0702 0. 752 0. 457 0. 586 0. 592 0. 647 0. 620 0. 679 0. 764 0. 662 0. 717 0. 722 0. 618 0. 673 0. 633 0. 588 0. 538 0. 546 0. 661 0. 705 0. 625 0. 731 0. 637 0. 589 0. 680 0. 39 0. 740 0. 712 0. 777 0. 640 0. 565 0. 650 0. 509 a _-_ -se -me ___ 0. 563 0. 567 0. 715 0. 765 0. 717 0. 672 0. 636 0. 733 0. 723 0. 641 0. 712 0. 639 0. 576 0. 593 ___ _____ Route 27(A) _-_ 0. 651 0. 561 0. 589 0. 674 0. 594 0. 559 0. 619 0. 644 0. 599 0. 691 0. 744 0. 626 0. 657 0. 544 0. 686 0. 610 0. 577 _-_ Route 39(A) 0. 0 0. 3 0. 4 0. 7 1. 1 1. 3 1. 7 2. 3 ?. I 2. 7 3. 1 3. 5 3. 9 4. 4 4. 9 .. .. . .. .. .. . . . . . .. 5. 6 5. 1 6. 2 6. 4 6. 7 7. 1 7. 5 7. 8 8. 2 8. 4 8. 6 9. 0 9. 1 9. 2 9. 5 9. 6 . . .. . .. . . .. .. .. .* .. ** .. .. . . . Fig. 10. Two load profiles of route 39(A) with the highest density = 0. 744) on the left and the lowest density = 0. 544) on the right. construct the departure times.Some bus operators routinely round the frequency 5 to the next highest integer and then calculate the appropriate headways for the considered time period. By doing so, they increase the number of daily departures beyond what is needed to befittingly match the demand with the supply. Such a procedure may result in nonproductive runs (many empty seat-miles). For example, in Table 3 the number of daily required departures, F 4, is 77. 01, 55. 64 and 73. 24 for methods j=l 2,3 and 4 (20% case), respectively. When the quantity F, is locomo te up, one obtains respectively 85, 65 and 80 daily departures for these three methods.Obviously, by locomote k to the next highest integer, the scheduler increases the level of passenger comfort but, at the same time, causes an superfluous operating cost. However, in some cases the round up procedure may be justified if the scheduler uses the Pq quantity as an average load whereas the difference of the load is high. In this case (provided that additional runs are made by rounding up Fj), the possible overcrowding situations may be reduced as opposed to increasing the average empty seat-miles. Nonetheless, to overcome the problem of highly variable oads, one can use a statistical load measure which considers its variance as an input to a frequency method (see remarks in eqn (1)). Another characteristic of the existing timetables is the repetition of departure times, usually every hour (see Vuchic, 1978). These easy-to-memorize departure times are based on the time headways 6, 7. 5, 10, 12, 15, 20, 30, 40, 45 and 60 min. Generally, headways less or equal to 5 minutes are not considered by schedulers to influence the time of passenger arrivals to a bus stop. The quantify headway is obtained by rounding the derived headway down to the nearest of the above quantify values.Consequently, and similar to the round up frequencies, the clock headways require a higher number of departures than what is actually necessary to meet the demand. In order to keep the total daily number of departures as close as possible to the sum of the obtained Fjs by the four methods, the derived headways in Table 3 and Figs. 3-7 are simply based on the round to the nearest integer procedure. Note that for a high frequency value it may turn out that rounding Fj result in fewer departures than rounding the derived headway. However, for high frequencies, the timetable is not required.Also, if 5 is rounded first it is necessary to perform a second rounding on its associated headway (sinc e timetables are built by headways-not frequencies). This by itself may ultimately decrease the accuracy of matching the demand with the number of departures. An attempt is made in Table 6 to construct six daily timetables for methods 2,4 and 3 using both the derived and the clock headways based on the information in Table 3. The only incompatability is that Bus frequency determination using passenger count data 451 Table 6. Various timetables for bus 27(A) based on methods used and considered headways Y I9 ii01 3a oa 57 15 a17 22 3a 29 59 36 914 43 24 50 34 57 44 1404 54 I1 1004 1s 15 25 26 32 37 39 4a 46 59 53 1109 15OO ia 08 27 I6 24 36 45 32 54 40 1203 4a 13 56 23 1606 33 la 43 30 si i5 1704 30 12 45 20 a00 2a 20 36 40 44 9oo 52 lO iam 20 la 30 36 40 54 50 19oa 1ooo 19 lO 30 20 41 30 52 4o 2024 50 2117 11OO 07. 5 I5 22. 5 30 37. 5 45 52. 5 12oa lO 30 40 50 13oo 06 12 la 24 30 36 42 4a 54 14oo 06 12 la 24 30 36 42 4a 54 1soo 07. 5 15 z22. 30 I5 52. 5 16Ml 12 24 36 4a 17oo 07. 5 15 22. 5 30 37. 5 45 52. 5 la00 15 20 ll 40 19 a03 27 29 35 55 43 913 5i 23 59 33 1406 43 13 53 20 1003 27 14 34 25 41 36 4a 47 55 5a 15oz ii08 lO 17 ii 26 34 3s 44 42 I 53 5Ll lZOi G 12 16oa 21 34 34 44 47 1254 17W la 27 36 45 54 iaoa 27 46 59 19ll 23 35 47 2ozo 2115 uerved LIOC) Headway 00 1230 16 00 7 12 23 24 46 36 alo 4a 36 17w 55 07. 5 9oa I00 22. s I5 21 10 30 34 20 37. 5 22. 5 46 30 30 45 37. 1ooo 40 52. 5 15 45 50 14oa 30 52. 5 I00 06 45 10 12 la00 1lOO 15 20 18 I2 30 30 24 45 24 40 30 36 19oo 50 36 4a 1oo 42 12 24 12oa 07. 5 48 15 lS 54 36 30 40 22. 5 15oo 45 30 07. 5 2ooo 13oo 45 27. 5 15 ll 45 22. 5 2130 52. 5 30 2oo z37. 5 10 45 44 20 52. 5 20) i . I oo I lO 2o Jo 40 50 2ooo 45 2130 z24 i ( i i 55 uETmb3 He4dw4y , Clock HeadMy 14os 7oo 13so 195 20 14oo 4 14 40 07. 5 2oa 23 I5 a00 21c 32 20 22. 5 41 40 30 50 9oo 37. 5 59 12 45 1508 I4 52. ia 15oo 36 2a 4a 10 3fl 1ow 20 4a 15 30 5a 30 40 16lO 45 50 25 11OO 16OO 40 12 15 55 24 30 1108 36 45 20 48 17oo 32 . 44 12oo 1 2 I56 15 I2 30 36 la 16 44 45 48 1907 13oo 18OO 26 lO 20 20 40 45 30 2023 19oo 2123 40 15 I 1 the clock headway technique includes a value of 7. 5 minutes whereas the derived headways do not allow non-integers. The transition between the hourly periods for the derived headway is based on a smoothing rule that use the rounded down average headway whenever a transition from one hour to another occurs.For example, in method 2 the transition between the departures 8 59 and 9 14 is based on rounding down the average headway of 21 and 1Omin. A point worth mentioning here is that the schedulers often have the knowledge of different load patterns during one period j, e. g. more loads in the first half hour than in the second. In this case they can demand splitting or changing the time period j for further data collection. Also, they can insert more departures in the heavy-load interval than in the remaining interval, while ensuring the approximate total of Fj departures.Further considerati on about creating timetables appears in a report by Ceder (1983). This includes development of methods to construct timetables with even headways and timetables with even (average) loads on individual buses while the headways are unevenly spaced. 4. 2 Single-route fleet size examination Within a large-scale bus system, buses are often shifted from one route to another (interlining) and they ofttimes perform deadheading trips in order to conk out a given timetable with the minimum required buses.It is desirable to analyze the procedures to construct timetables and scheduling buses to trips simultaneously. However, due to the complexity of this analysis, these two procedures are treated separately. Therefore, in a bus system with interlining routes, the alternative timetables can be evaluated on the basis of the total number of required departures. This can serve as an indicator for the number of buses required, but without inserting each alternative timetable to the scheduling proce dure, it will be difficult to predict the effect on the fleet size.One fleet size test that can be performed is based on the assumption that interlinings and deadheading trips are not allowed and that each route operates separately. In this case, given the average round trip time, the minimum fleet size for that route can be found similar to the formula derived by Salzbom (1972). Let T be the round trip time including the layover and turn around time and that departures occur at discrete time points t,, t2, r,, . . . , t,.Also, let N, be the number of departures between and including the two departure points t, and t, such that three conditions (i) are effectuate t, tr, (ii) t, tr I T and (iii) t,+, t, T. Given that if t, = t, then the first tk, k = 1,2,. . . , n to support with the first two conditions is t,. the minimum single-route fleet size, N,,,, is Nmi,=max k i k=l Nk Following Salzborn arguments, eqn (9) simply meaning that N,, is the largest number of buses departin g in any time interval of length T. This result can