Foreshadowing in To Build a Fire :: London To Build a Fire Essays

Anticipating in To Build a Fire   In the story To Build a Fire by Jack London, anticipating is frequently utilized. In this story anticipating is a compelling method to develop a peak. The foretelling is both appeared by the earth and things the characters state.   A case of ecological anticipating was the point at which it stated, Fifty degrees beneath zero represented a nibble of ice that hurt and that must be watched against.... Another model was the point at which the man's fire was rubbed out. These models show that the virus will be the man's fate, however hint just by telling the vital subtleties.   A significant purpose of anticipating was what the oldtimer told the man. The oldtimer told the man that no man must travel alone in the Klondike after fifty underneath. If the man would have tuned in, he could have endure. Since he didn't tune in; he lost his life.   Taking everything into account, in the event that you read this story cautiously you will get the little indications and know the result of the story. This likewise shows anticipating can be immediate proclamations or basic explanations of certainty.   Fearlessness   When a man's self-assurance is shaken, it turns out to be progressively hard to act soundly.   On the off chance that you are in a last chance circumstance, each choice you make stacks the chances either possibly in support of you. When you settle on a couple of awful choices, you understand that your odds for endurance are getting slimmer and slimmer. As this reality sinks into your cognizant psyche, it produces alarm. Frenzy is the thing that happens when the cerebrum can't deal with the data it is given. Frenzy assumes control over soundness, and thus, you do and make statements that are strange of you. Frenzy wrecks your fearlessness.   In Jack London's short story To Build a Fire the peruser watches a man's state of mind go from high to devastatingly low. At the first of the story, he is extremely fearless in his own capacities. This is obvious by the manner in which he continues saying the he will be in camp by six.   Likewise, when one out of nowhere turns out to be genuinely impaired, and capacities that he relies upon and recently underestimated are not accessible to him, he will in general act unreliably and temperamentally.

Tourism Market In Dubai Tourism Essay

The travel industry Market In Dubai Tourism Essay Our central goal is to give visit plans to Business Tour, Normal Tours and UAE Company intending to send their representatives for an excursion, we would like to target traveler coming to Dubai for occasions just as ostracizes and local people living in Dubai. Our objective market incorporates local people, vacationer, regular workers, universal guests, corporate representatives and recently wedded couples. We will plan various bundles to focus on our market sections dependent on segment division. We have sectioned our market based on Income Segmentation as portrayed by Kotler, P. what's more, Armstrong, G. (2008). The travel industry Market in Dubai: The current credit crunch has additionally influenced Dubai vacationer industry, and its been seen that individuals will in general cut get-aways the most as it is a relaxation thing. Given the present credit crunch it is noticed that visitor who will in general travel to Dubai for occasions fall in very good quality the travel industry, which is more averse to be influenced by any kind of financial downturn. Subsequently Arabian visits Income division of the market will permit us to make bundles for the top of the line visitor. (Monetary Sectors, 2009) The financial segments of Dubai as a pie outline are appeared in Figure 1. dubai-economy.png Figure Economic Sectors: Dubai Middle Eastern visits will target business visits, particularly corporate bundles for organizations intending to send their representatives for a vacation. Hamilton, S. (2008) takes note of that the travel industry represents 20% of Dubais GDP and notes that Dubai has additionally become a scene for universal gatherings, classes, celebrations, presentations both on provincial and worldwide level, pulling in considerably more visitor to Dubai. Further clarifies that conventional Arab neighborliness, brilliant winter atmosphere, complex foundation and wrongdoing free condition are the elements which will continue pulling in traveler to Dubai later on. Dubai government is devoted to make the travel industry the significant market of Dubai, consequently concentrating on building the travel industry. There are in excess of 255 lodgings in Dubai and still more are under-development, which will pull in vacationer in Dubai and will grow the market for Arabian Tours later on. (UAEs Consumer M arket, 2011) According to the pie graph gave by division of the travel industry and trade advertising, Dubai the accompanying figure 2 shows the visitors got by Dubai Hotel Establishment by Nationality in January to June, 2010. Visitor Dubai.png Figure Guests Received by Dubai Hotel Establishment by Nationality (Jan-Jun 2010) The above diagram shows that the geographic area of Dubai likewise makes the interest for Arabian visits in Dubai, pulling in vacationer from UK, EU, USA, India, Iran, China, Russia, GCC and Other Countries of the world. Dubai is additionally the financial center point of the Middle East and draws in exiles of worldwide organizations, which is likewise the objective market for Arabian visits and obviously clarifies the development capability of the travel industry in Dubai and an open door for Arabian Tours. Rivalry: Middle Eastern Tours face a wild rivalry in the market as the administration keeps on spending in the travel industry, a portion of the contenders are: Bedouin Horizons Tours Dubai Tourism Safari Visit Experts UAE Bedouin Adventures Travel in Dubai Emir Tours Alpha Tours Visit Dubai Hormuz Tourism Dubai Desert Safari Bedouin visits will have a consistently creating procedure to seat mark all the rivals in the market to increase upper hand. We will offer visit bundles for all top of the line just as low end vacationer. Consumer loyalty will be the center of the administrations gave at Arabian Tours empowering us to separate our visit bundles from our rivals. We will arrive at exceptional arrangements with Burj Al Arab and different inns and resorts to offer the best bundles for the traveler. We will likewise offer extravagance pickups from Dubai Airport in a Rolce Royce to separate our administrations from our rivals. A contender investigation is the initial step the firm takes to have the option to anticipate the degree and nature of its contention with every contender as expressed by Hokisson, R.E., Hitt, M.A., Ireland, R.D. Harrison, J.S. (2008). Bedouin visits will direct an exhaustive contender investigation of all the advertising exercises, advancements and visit bundles offered by its rivals. A nitty gritty industry investigation will be directed to break down all the new contestants, purchasers, providers, contenders and substitutes as clarified by Walker, G. (2004). Middle Eastern Tours will lead contender investigation by surveying contenders goals, systems, qualities and shortcomings, and response designs. Benchmarking will be at the center of Arabian Tours serious methodology and the exploration group of Arabian Tours will consistently keep itself occupied with social event data about contenders advertising blend, and furthermore if the contender is happy with their present promoting blend, and how the contender may respond to something propelled by Arabian Tours. To evaluate the contenders qualities and shortcomings auxiliary information about the contenders will be gathered, which will at that point be utilized to survey the contenders responses. Middle Eastern Tours will have a functioning examination group occupied with showcasing and contender look into. The discoveries of the exploration work will be utilized to create serious quality of Arabian Tours, as substantiated by Luther, W.M. (2011) serious quality is one of the most significant components that decides if you will appreciate productivity, and shockingly, one that numerous business people dont even consider, further expresses that really its the opposition as opposed to the client that decides your incomes, piece of the overall industry and benefit. SWOT Analysis: Technology(Strength): Innovation assumes an imperative job in todays world, Arabian Tours site will be propelled giving the clients access to all the organizations advancements and bundles. Clients will have the option to book an occasion visit by visiting the organization site or by calling one of our agents. Web voyaging is developing on a quick pace, our organization site will be a finished visit answer for the whole visitor around the world. We will utilize site design improvement making connections of our sites on various sites drawing in vacationer all around to our site. Bedouin Tours will have a strong CRM program set up to build consumer loyalty. Web-based social networking will likewise be utilized to get the message out about our organization and the administrations offered, our vacation bundles will be promoted utilizing internet based life, print media and electronic media. We will likewise utilize boards around the city to publicize the advancements and visit bundles offered by Arabian Tour. Middle Eastern Tours site will be obvious in all the web search tools, we will likewise post web journals, messages and eNewsletters to the objective market. Socio-Political Environment: Since January, 2008 the world saw the most exceedingly terrible budgetary emergency that has additionally influenced Dubai visitor industry. Given the current money related emergency it is noticed that vacationer who will in general travel to Dubai for occasions fall in very good quality the travel industry, which is less inclined to be influenced by any kind of financial downturn. Middle Eastern Tours will have an extraordinary approach on distinguishing and taking out human rights riska from its tasks, and it is the essential obligation of the venture to regard human rights in the entirety of the companys rehearses. Debasement and pay off negatively affect any business, Dubai offers a wrongdoing and defilement free condition for all the organizations which will assist us with fighting any degenerate practices. Middle Eastern visits will structure inside instrument to forestall, identify and remediate degenerate practices. Environmental Change is one of the greatest hazard looked by the present reality, worldwide water supplies are reducing, while atmosphere chane is perhaps the greatest danger of 21st century, it likewise presents open doors for Arabian Tours to extend its business and think of exceptional occasion visits in Summers. Dangers and Opportunities: Bedouin Tours needs to confront a great deal of rivalry by its rivals since Dubai is a place of interest and increasingly more vacationer organizations are entering the market. This permits a simple passage of Arabian Tours in the travel industry and yet Arabian Tours needs to seat mark these contenders to increase upper hand. Every one of our administrations will be client situated which gives us a chance to increase upper hand in the travel industry of Dubai. Dubai government has approaches to advance the travel industry which is an open door Arabian Tours can profit and enter the market with no limitations. The entire world glances at Dubai as a vacation spot which draws in more visitors to Dubai consistently, which is likewise an open door for Arabian Tours to pull in universal traveler. Goals To turn into the business head in giving visit bundles to Dubai. Giving visit bundles to all individuals visiting Dubai just as ostracizes and local people living in Dubai. To turn into the pioneer in giving extravagant visit bundles. Setting industry guidelines for visits in Dubai. Giving Customer driven inclinations to visit arranging. Techniques To turn into the business head we will promote to masses just as target advertise the specialty market of the travel industry which are the very good quality traveler. We will get sumptuous vehicles, helicopters and Cessna planes to turn into the rich visit supplier. We will give our clients an encounter which they wont overlook and give them something to recall and take recollections back with them when they leave Dubai. Our universal correspondence office will be open 24hours giving data on our visit bundles and all the extravagant choices which traveler could add to their visit. Activity PLAN/MARKETING MIX Item: We have wanted to offer the accompanying administrations: Desert Safari Morning Desert Safari Night Desert Safari Overnight Dubai Desert Safari Desert Safari by Hummer (Luxurious Tour) Hatta Mountain Safari Journey Packages Journey and Fish in The Gulf (Dolphin an

The Top 7 Reasons Not to Mind Map

The Top 7 Reasons Not to Mind Map Over the years weve talked to quite a large number of people about mind mapping, and based on what they told us, weve put together a list of the top 7 reasons not to mind map. If youre thinking about giving mind mapping a try, be sure to take a look at this list first: 1. “I can’t draw.” While some people are surely more talented than others, saying that you can’t draw is â€" in most cases â€" simply not true. If you can hold a pen and use it to write, you can also use it to draw. Your drawings might not look as good as you’d like them to, but the point of drawing in a mind map is not to create an art piece for a gallery opening. The point is to personalize your map with images and recognizable symbols and thus make it easier for your brain to remember the map’s content. If you still can’t get used to the drawing part, there’s always digital mind mapping, where you can choose your icons and images from a library. 2. “This is kids stuff.” / “Mind maps are unprofessional.” The statement “This is kids stuff” is partially true, seeing as mind maps are indeed a technique even preschoolers can use. But to conclude that they are not suitable for grown-ups or that they are unprofessional would be a mistake. Mind maps are being used by a steadily growing number of businesses and entrepreneurs who appreciate the value of this powerful presentation, collaboration and project planning tool. Digital and online mind mapping solutions usually offer a user interface perfectly suitable for businesses and their maps look as professional as it gets. 3. “Mind maps can hold very little  information.” While this is partly  true for paper mind maps, which are usually limited to the space of an A4 sheet, digital and online mind maps are a completely different story. Since you can add links, images, notes, comments and even upload entire files to each topic, digital maps can actually be used as data pools or knowledge maps, and hold a technically unlimited amount of information (depending on the software used and the way the information is stored). With the right system, even paper maps can hold huge amounts of information while still being clearer than linear notes. More about this under point 6. 4. “Mind mapping takes longer than regular note taking.” A lot of people  think that, because there is drawing involved in a mind map, they take more time to create than your standard linear notes. The truth is, you can spend hours perfecting your mind map to turn it into a piece of art, if that’s what you want to do. But in most cases, note taking with mind maps will actually help you save time. Instead of writing whole sentences and filling page after page in your notebook, a mind map forces you to consciously decide which information is important enough to become its own topic. Sticking to keywords and images eliminates all the unnecessary fluff and thus saves you valuable time, especially when you review your notes later on. 5. “I’m a linear thinker.” Some people  are so accustomed to processing information stored in a linear manner that they’ve really become quite good at it. But that doesn’t necessarily make them linear thinkers, at least not exclusively. Even if you feel comfortable with your old thinking method, why wouldn’t you want to utilize other techniques that can improve your creativity, memory and problem solving abilities? Why would you limit yourself, when expanding your range of tools and techniques might give you a competitive advantage? Linear thinking, radiant thinking, visual, lateral or parallel thinking â€" why not try to combine them all to make use of your brain’s full potential? 6. “Mind maps aren’t practical.” Many people who are used to storing their information in notebooks or Word documents think that mind maps just aren’t practical as an everyday solution. Most of the time, they are worried about 3 things: 1. Running out of space when dealing with big, complex topics As mentioned earlier, digital maps can hold vast amounts of information. Even so, some topics are so large and complex that mind maps can become too cluttered, thus losing the great overview they usually provide. The solution to this problem is to create a network of mind maps that are linked with each other, as you can do with MindMeister and other mind mapping software. Instead of trying to squeeze thousands of topics into map, simply create an index map with the main categories of your topic or project, and create a sub map for each of those categories. Each sub map can be filled with information, or link to even more sub maps. Using MindMeister, you can easily  link your maps  to jump back and forth between them. 2. Not being able to store their maps properly You can store paper maps in a binder or folder, just like you would with any other piece of paper. Alternatively, you can scan them and put them into a digital filing system such as Evernote. Online mind mapping software lets you store all your mind maps in the cloud and access them from any computer as well as your  mobile device. You can also create a practical folder structure to stay organized and retrieve your maps quickly when needed. 3. Not being able to share their maps with others Well, you can share paper maps like you would share any other piece of paper, that is, make a paper copy or scan them in to  share via email, for instance. The various mind mapping software solutions use different formats for their maps, but they usually offer import options for a number of formats other than their own. Online solutions such as MindMeister even allow you to share your maps with entire groups of users and collaborate with them in real-time. 7. “I’ve gone through my entire life without this. Why should I start now?” Well, this is a really bad reason not to try something new. Heres why we think you  should: Mind maps are easy to create. They are a professional business tool. They can hold large  amounts of information. They help you save time. They improve creativity, memory and problem solving abilities. They are extremely practical ?? Can you think of another reason not to mind map? Let us know in the comments below so we can discuss your argument!

My First Semester At College - 876 Words

I would describe myself as a very fast learner prior to coming to college here. I have been preparing for this step in my life ever since I was in school by participating in hard classes and being involved in my community. Keeping high A averages in my classes has given me the opportunity to become involved in national honor society and national art honor society but also granting me with the incredible trip to Blue Bonnet Girls State this past summer. I believe that involving myself in these three organizations gives me the extra drive a student needs to flourish as an aspiring student to UT Austin. I grew up in a good home as a child and my parents both pushed me to the best of my ability that thankfully got me accepted into this amazing university. My first semester at college was a positive learning experience, although it was also incredibly challenging for me. Coming to The University of Texas was a dream come true and I knew the academics here would be difficult, but I had no idea the level of adversity it would take to be successful here. Last semester, I was in two design class and two math classes, because as a Textiles and Apparel Design major in the College of Natural Sciences I have to take the same basics as all of the other Natural Science Majors. In high school, I skipped math my senior year, because I was ahead and assumed that since I had taken calculus my junior year I would no longer need it in college as a design major. Well, when my advisor informedShow MoreRelatedMy First Semester At College876 Words   |  4 Pageschallenges with the adjustment to college, I am proud to conclude that I have finished my first semester of college with complete success. The first semester of college is one of the critical poi nts for freshmen students because you truly learn more about yourself and the skills you are lacking. My experience from last semester was fun yet difficult and I realize that there are many changes that needs to occur in order for improvement and growth. The objective of this semester is to not only to excel asRead MoreMy First Semester Of College962 Words   |  4 PagesSix months ago, as my first semester of college comes to an end, I was diagnosed with severe depression. The news of my family and I moving across the world after my high school graduation is unsurprising, but it signals the time for me to make up my mind. This, along with my new found existential crises, is more or less the reason for the formation of my illness. However, in an ironic twist of fate, my depression, the dreadful enemy of my family, social life and academic achievements, plays theRead MoreMy First Semester at College3050 Words   |  12 PagesI remember my college orientation like it was yesterday although it was almost a year ago. 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However, I learned quicklyRead MoreMy First Semester At Mesa College1556 Words   |  7 PagesThis is my first semester at Mesa College. I am currently a Political Science major. The term that would best describe my current situation would be â€Å"non-traditional† student. I graduated from high school in 2006. Since then I have gotten married, travelled the world, and had two children. While in high school I excelled and took part in many academic extra-curricular activities. In the past ten years I have accumulated work and life experience. Most recently I was able to work as a legal assistantRead MoreEssay on My First Semester of College1157 Words   |  5 PagesMy First Semester of College When I first enrolled in this course I thought it would be a good chance for me to meet new people with an interest in ballet, but I never thought that it would have a larger impact on myself. For instance, I did not believe that I would relate the world of ballet to my economics and statistic class that I am currently enrolled in as well, but that is exactly what I began to do. During these past 15 weeks I have learn much about myself, life, and ballet. The classRead MoreMy First Semester At Touro College1631 Words   |  7 PagesDuring my first semester at Touro College, I took a course on the History and Philosophy of Education and Special Education. Throughout this course, I was introduced to many philosophers and their theories, which helped me to develop a personal educational philosophy that I will implement into my own future classrooms. In our very first class session, we examined the word ‘education’. Education derives from two Latin roots, educare: to bri ng up, to train, to teach, and educere: to lead forth, toRead MoreMy First Semester Of My College Career863 Words   |  4 PagesAs the first semester of my college career comes to a close, I cannot think of a more beneficial class for me to have taken than this university seminar. I learned a lot about a variety of different relationships and the class definitely put a new perspective on how I saw romantic, familial, and platonic relationships. I am and always will be experiencing these relationships all throughout my life, and learning more about them now will help me understand how to approach them and keep the relationshipRead MoreMy First Semester Of College At Embry Riddle919 Words   |  4 Pagescultivate these skills academically. Throughout my first semester of college at Embry-Riddle, I noticed that certain changes are evident, while others are more obscure. A significant development that I perceived is through my writing and writing style, especially how it improved compared to my writing in high school. Another change I discovered is how I seemed less introverted earlier in the semester, and now I sense a regression to how I was like before college. However, I learned that after attendingRead MoreI Am My First Semester Of College1354 Words   |  6 PagesI started my first semester of college, I was very worried about writing essays and research papers. I felt like my writing skills lacked greatly compared to other students. I knew a few things of which I could improve on right off the bat, such as my vocabulary skills and organizational skills. To say the least I was very nervous about how my writing composition course would be like and did not think it would go very well for me. However, I learned so m any techniques that have helped my writing skills

Police Structure And Philosophy. A Traditional Police...

Police Structure and Philosophy A traditional police department’s structure was a top-down, hierarchal system which generated policies and programs from a centralized authority. They were also almost strictly reactive in that they went from call to call and handled each incident by priority. The built-in rigidity of this structure hampered adaptability which became glaringly obvious in the late 1960’s when cultural and societal influences required a certain amount of flexibility. Additionally, communities are organic in that they change; which requires adaptability and flexibility. Family Break-down One specific social issue leading into the 1970’s was that the family units were increasingly becoming single parent or dual income families†¦show more content†¦In the span of a few decades, the neighborhood cop disappeared and the only times the public interacted with a police officer, it was connected to a response. The byproduct of this segregation was that law-abiding citizens pulled away from police and effectively disconnected themselves from their own neighborhoods which led to Kelling Wilson’s â€Å"Broken Windows† theory. Using this theory, Kelling Wilson assert that once community residents feel a sense that disorder has replaced the norm, a balance shifts within the community which cause residents to withdraw (Kelling Wilson, 1982). Once disconnected, neighbors stop looking after the little things that happen within a caring community, such as noticing a stranger or intervening in situations that would have once been normal. The signs of a community in decay are apparent even casually and the appearance is resounding to a criminal element. Declining Community Involvement Kelling Wilson’s theory is that in any neighborhood, if a window is broken, then others will be broken. 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(http://www.ci.long-beach.ca.us/cd/index.htm) Community organizingRead MoreCommunity Oriented Policing : Community Policing5820 Words   |  24 PagesHERE Introduction In 1994, the Office of Community Oriented Policing Services (COPS) was created by the government with the objective to assist police agencies in strengthening public relations and safety through community oriented policing, also known as community policing (USDOJ, 2014). 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It is both a philosophy and an organizational strategy that allows the police and the community to work closely together in creative ways to solve the problems of crime, drugs, fear of crime, physical and social disorder, neighborhood decay, and the overall quality of life in the community. Community policing is difficult to define. AlthoughRead MoreThe Role of Career Development in Improving Organizational Effectiveness and Employee Development6526 Words   |à ‚  27 Pagesfuture and preserves an organizations ability to meet both existing and future needs. Rarely is enough attention given to alternative paths that reflect more personal aspirations, especially when those desires do not fit the familiar pattern of traditional organizational life. Todays employees are demanding more from their work in terms of fulfillment and personal satisfaction. They use words such as empowerment and selfdevelopment in expressing demands. 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Visual Stream Mapping Free Essays

VISUAL STREAM MAPPING 1. 1 Introduction Lean manufacturing is a production practice that considers the expenditure of resources for any goal other than the creation of value for the end customer to be wasteful, and thus a target for elimination. Working from the perspective of the customer who consumes a product or service, â€Å"value† is defined as any action or process that a customer would be willing to pay for. We will write a custom essay sample on Visual Stream Mapping or any similar topic only for you Order Now The goal of Lean is to becomes the creation and maintenance of a production system which runs repetitively, day after day, week after week in a manner identical to the previous time period. Lean is actually the set of â€Å"tools† that assist in the identification and steady elimination of waste. As waste is eliminated quality improves while production time and cost are reduced. Examples of such â€Å"tools† are  Value Stream Mapping,  5S,  Kanban  (pull systems), and  poka-yoke  (error-proofing). 1. 2Visual Stream Mapping (VSM) Value stream mapping is a process designed to reduce lead time, to make product flow, and to eliminate waste (non value added operations or activities), all for the purpose of meeting customer demand at the lowest cost, and with the highest quality. Lean thinking relies on recognizing the â€Å"seven wastes† – over-production, over-processing, inventory, motion, scrap, waiting, and transportation. Target maps reveal which of these wastes can be eliminated now, and where. The key to producing useful target maps is to look for low-cost improvements that encourage flow, reduce inventory, and test the organization’s ability to manage in a lean environment. The challenge of developing the attitudes, systems and communication necessary for a true pull system operating at customer takt should not be underestimated. A high inventory system hides a multitude of problems, which will slowly be exposed as batch sizes and WIP are reduced. The level of organization and standardization required for one-piece flow are rarely found in companies with traditional production planning and traditional management. Visual Stream Mapping can identify wastes such as: 1. Over-production Over-production is the production of material which is not needed now. It usually occurs in the form of large batches, produced faster than the rate at which they can be consumed Over production is caused by a number of factors, such as long setups, poor quality, machine unreliability, avoidance of setups in order to make performance measures look better, or the desire to keep an expensive resource working. 2. Over-processing There are two aspects to this kind of waste which is overdoing it in the sense of doing too much, too soon, and beyond what is necessary and using inappropriate equipment, especially equipment that is much larger, faster, or more complicated than necessary. It can be difficult to distinguish between over-processing and over-production, because the first often leads to the second. Over-processing is usually associated with going beyond what the customer requires. Examples are reports and presentations that have more information than the audience is looking for, and therefore are difficult to understand and act on. 3. Inventory Whether in the form of work in process (WIP) or finished goods, inventory is considered the great problem in production. With material always available, the focus is taken away from the process, quality, and the rate of work. Inventory thus actually hides problems that exist in the production system. In addition, inventory has an impact on waste that is indirectly caused by having more than needed. Inventory leads to a lack of attention to the process. This means that processes are designed with cycle times well outside of the average. By buffering the process with inventory, the wide variance in cycle times is not noticed until an attempt is made to set up a continuous flow cell or line. 4. Transportation When a facility layout extends over a large area, the movement of inventory from operation to operation becomes necessary. It is thus another result of over-production. It also results from laying out production equipment by function. Functional layout places each type of machine in its own cell for a variety of reasons, mainly to do with the perceived benefits of specialization. 5. Motion Motion is a waste associated with both operators and equipment. In the case of operators, wasted motion includes bending, walking to get or place parts, lifting, and taking more than one step to reach or view machine interfaces. Motion can add significantly to cycle time, and must therefore be considered separately when creating and balancing cells and focused factories. . Scrap Scrap and rework are obviously wasteful. In batch production, scrap is rarely visible, since there is always more material available, and the run can be extended for a short while to produce the required quantity. In a continuous flow system, scrap is a serious problem, since every machine loses a cycle when a piece is rejected. This destroys b alance, and when producing to customer takt, results in a missed shipment. 7. Waiting Waiting takes a number of forms. Operators wait for machines to complete their cycle, or for material to arrive so they can work on it. Machines wait for work, and also for operators to load and unload work pieces or other production material. The kinds of waiting that are common in batch production facilities are different from the waiting that is wasteful in a continuous flow system. 1. 3Characteristics of VSM This is an elements that need an observation and a consideration during applying this VSM: 1. Recognize where environmental impacts occur in a product line. 2. Quantify raw materials used by processes and compare it to materials actually needed to produce the product. . Identify pollution and wastes generated by the production activities. 4. Identify root causes of wastes and inefficiencies. There are a number of common icons used in value stream maps, but icons can also be customized to best serve a value stream map. Icons help distinguish different elements of a product line from another. For example, different arrows should be used to distinguish between product and information movement. The figure 1. 0 be low contains commonly used icons in value stream mapping. Figure 1. 0 1. 4Implementation Once future state map completed a plan to achieve this aim need to be developed, the implementation cannot be done unless there is an actual plan that can vividly visualize the aim of VSM. Without a full blown project implementation with full commitment from everyone in the company you will not reach your future state and gain the identified benefits. The future state map will detail the amount by which your lead times will be reduced, lower stock holdings, potential efficiency improvements and so forth so it should be possible to justify any project financially. Also known as the  Deming Cycle  in many circles, Plan, Do, Check, Act is a simple model for improvement, you make your plan, you implement your plan, you check if you have achieved your stated aims and you then act to make any necessary changes. This cycle is repeated over and over again continually driving improvement. This is how you implement your Value Stream Mapping, it is an iterative process, one that you repeat over and over. You make your initial current state map, plan your improvements, then make your improvements. Then you check your progress by creating a new current state map and plan additional improvements, your value stream mapping should be repeated to ensure continual improvement of your processes. 2. 1 Process of VSM The first action of value stream mapping is to map the existing process which is the result is a Current State Map. Once a valid current state map has been constructed, it is then possible to suggest improvements, with confidence that the results from the proposed system will be quite similar to those of the Future State Map. In this way, the lean initiative moves from solid footing to solid footing. There is no â€Å"leap of faith† or â€Å"trust me† required to convince everyone that there really is a better way to carry out the process. 2. 1. 1Current State When reviewing a product or process line, the first value stream map you develop should record the current state of the line. Remember, conventional value stream mapping tends to focus at a facility-wide level. The current state map should take a snapshot of the current practices and materials usage rates for all processes. A current state map should also record where environmental impacts occur in the product line. The following processes typically have environmental impacts: 1. Metal Fabrication (Milling, Welding, Stamping, and Machining) 2. Parts Washing 3. Surface Cleaning 4. Plastic Forming (Extrusion and Moulding) 5. Surface Coating 6. Chemical Formulation 7. Hazardous Materials Handling 8. Waste Management A current state value stream map should also establish baselines for all inputs and outputs which are presented in Table 2. 1. 1 below. INPUT| OUTPUT| Pounds of materials used| Pounds of solid waste generated| Pounds of hazardous materials used| Pounds of hazardous waste generated| Gallons of water used| Pounds of air pollution emitted| Gallons of water consumed| Gallons of wastewater treated| Watts of energy used| | BTUs of energy used| | Table 2. 1. 1 Other inputs and outputs that conventional value stream maps identify include changeover and cycle time, labour, and rework. Exhibit 2. 0 illustrates a conventional value stream map, shows how to denote process inputs and outputs may exist in the product line. . 1. 2Compare ‘Use’ Vs ‘Need’ In the past, value stream maps would examine the time it takes to produce a product and the proportion of that time that is value added or the time spent actually working on the product. The timeline was a graphic representation that compared the two, but didn’t focus on the resources consumed and waste generated in making the product. A materials line is a variati on of a timeline and can be developed for any type of resource (e. g. , water, energy, total materials, and/or a critical substance used in the product). A materials line, located on the bottom of a value stream map, shows the amount of raw materials used by each process in the value stream and the amount of materials that end up in the product and add value from a customer’s perspective. For example, the materials line illustrated below in figure 2. 0 compares the amount of water used and needed in the milling and parts washing processes in a product line. Figure 2. 1. 2 Once you collect data for the materials line, you may notice large differences between the amount of material used and the amount needed for the product. This exercise can help you target the largest sources of waste for prioritizing improvement efforts. Exhibit 2 presents a value stream map with a materials line that focuses on water usage. You can also create separate maps that address other inputs such as hazardous materials or energy use. 2. 1. 3Visualize an Improved â€Å"Future State† Future state maps are created to show what a product or process line would look like after improvements are made. Future state maps should be drafted following the completion of a current state map. Practitioners play a vital role in developing future state maps, as they can help suppliers identify areas where environmental improvements can be made. More often than not, future state maps look closer at process level improvements. Facilities cannot typically make changes to the order in which processes take place in a product line, but they can implement changes to specific steps of a process. Opportunities for process improvement can be shown on a value stream map with a starburst as illustrated in Exhibit 3. Starbursts can identify processes that need to be examined closer, such as in Exhibit 4. Future state maps should represent the product or process line in a perfect state or fully optimized and highly efficient. It should not be restrained by cost. The future state should include the best available technologies and equipment, and estimated waste reductions should be included where appropriate. For example, if a surface coating line could reduce solvent use by installing a solvent recycler, the future state map should represent that improvement. The materials line that should be included on a current state map can be a good indicator of where improvement opportunities exist. If a process showed a large difference between the amount of a material used and the amount of material needed, practitioners should question why the difference exists. Inefficiencies are the root cause of most wastes. Efficient production lines will have little to no difference between the amount used compared to the amount actually needed to produce the product. Exhibits 5 and 6 show the difference between a current state and a future state parts washing line. Current and future state process maps can be generated for one or many processes that occur in a facilities product line. . 1Benefits and Importance of VSM Value stream mapping is often used at the outset of a lean program to identify the current process within an organization. Strictly speaking Value stream mapping is used to map information and materials through a production process but it can be used for so much more than simply transcribing the process. This is the list of benefits and importance of applying VSM technique : 1. It helps portray the process from the start of the production process to the end. 2. It help finds bottlenecks and find waste within the process. . It’s a group exercise and therefore can involve your workforce as part of your lean improvement program. 4. You can use a completed value stream map as an improvement aide to document transitions to a future state value stream map. 5. It’s an inexpensive tool, basically all you need is a paper and pen. 6. It can be easily critiqued by your workforce to highlight problems that exist within the process. 7. It’s not just for manufacturing, value stream mapping has been used in offices, service industries healthcare etc. 8. It’s easy to understand with a little bit of training on VSM, icons maps are easy to understand conveying powerful process in a simple pictorial fashion. 4. 1Conclusion This study has outlined a decision-making process for the mapping of the value stream or supply chain. This general process is grounded in a contingency approach as it allows the company to choose the most appropriate methods for the particular industry, people and types of problem that exist. The typology is based around the identification of the particular wastes the company or value stream members wish to reduce or eliminate. As such, it allows for an extension of the effective internal waste reduction philosophy pioneered by leading companies such as Toyota. In this case, however, such an approach can be widened and so extended to a value stream setting. This extension capability lies at the heart of creating lean manufacturing, with each of the value stream members working to reduce wasteful activity both inside and between their organizations. 5. 1 Reference 1. http//: EzineArticles. com/225609 2. www. gardinernielsen. com 3. www. en. wikipedia. org/wiki/Value_stream_mapping 4. www. greensuppliers. gov/pubs/VSM. pdf How to cite Visual Stream Mapping, Papers

To His Coy Mistress Analysis free essay sample

â€Å"To His Coy Mistress,† represents a speaker that is trying to successfully convince a woman to be his â€Å"significant other. † To add meaning and power within the poem, Marvell uses key rhetorical strategies such as imagery, metaphors, and paradoxes, which are used throughout the poem in order to create the ideal â€Å"atmosphere† for the mistress whom the speaker is referring to and readers. Within the work, the speaker provides a sound argument for why his â€Å"coy mistress† must accept his love. Furthermore, as the speaker provides concrete details and explanations for why the mistress should agree to his proposal, the mistress has critical counter points to rebut the speaker’s accusations regarding his argument. In â€Å"To His Coy Mistress,† Marvell uses specific rhetorical strategies that strengthen the speaker’s argument towards the mistress, but counter-points can be made in opposition to the speaker’s reasoning. The first rhetorical strategy the speaker employs is imagery. We will write a custom essay sample on To His Coy Mistress Analysis or any similar topic specifically for you Do Not WasteYour Time HIRE WRITER Only 13.90 / page Throughout the entire poem, imagery is present, providing readers with powerful scenes. Line twenty-two the speaker states, â€Å"Time’s winged chariot hurrying near,† offering readers a vivid picture of an ancient and godlike chariot flying down towards the mistress and speaker (22). By referring the â€Å"winged chariot hurrying near,† the speaker specifies since death is approaching with growing speed, he is implying to the â€Å"coy mistress† that his love must be accepted before their untimely death. Also, the speaker depicts images of a timeless endless barren desert; â€Å"And yonder all before us lie, Deserts of vast eternity,† obliterating the image of the beautiful river the speaker stated in the first stanza with an image of never-ending desert (23-24). The speaker’s use of the powerful imagery is excellent, because the image of an endless barren desert is present to almost everyone, as well as the psychological effect an endless desert can impose on people. The second of the rhetorical strategies used by the speaker are metaphors. The speaker’s uses of metaphors are vital in the poem because they require readers to give deeper thought on the specific situation. First, a metaphor is used when describing the speaker’s slow growing love, â€Å"My vegetable love should grow,† inter-relating the process of the growth of vegetables and the speaker’s love systematically blossoming in a slow paced speed, signifying that his â€Å"love† will not be wasted, by â€Å"pleasing† the mistress with all his time and effort (11). Also, the speaker states, â€Å"And while thy willing soul transpires, at every pore with instant fire,† indirectly informing readers of how the speaker’s soul is flowing through the mistress’s body. Although, the speaker is not literally stating that every pore is on fire, the fire is used to imply sexual desires, which the speaker wishes for the mistress to have as well (35-36). In addition, the speaker employs paradoxes within his message to the mistress. One paradox is located at the end of the last stanza; â€Å"Thus, though we cannot make our sun stand still, yet we will make him run† (44-45). As the speaker beforehand feels awful that they do not have enough time to be together, the speaker is insisting that they should make the sun â€Å"run,† signifying that time will move faster. This paradox is perplexing, because why make the sun run when the speaker is trying to have as much time as possible for their love to prevail? The speaker states that although they do not have the ability to control time, they do have the ability to control the variables of their death (i. e. suicide). The last couplet’s paradox will never have a definite meaning and will provide deep seeded thoughts for many years. The speaker has a strong argument in regards to his reasons for why the said speaker and mistress should be â€Å"joined. † The speaker’s argument is broken up into three well balanced sections, which include an argument, a viable prediction for the future, and a conclusion. In the first section the speaker is describing what the two would do, if they were together; whether it be a walk on the â€Å"Indian Ganges’ side† by the river, or spending an absurd amount of time performing coitus. In the second section, the speaker focuses on how little time they have and what horrible events will come, if she does not except his love. The speaker states that time/old age will quickly approach them by referring to â€Å"Time’s winged chariot. † In addition, the speaker states that if they are not together, her beauty will diminish and will be locked away in a â€Å"marble vault† with â€Å"worms† eating her virgin corpse. By exploring the results of her denial, the speaker does an effective job employing human insecurities and fear. In the last section the speaker deviates from the terrible events and ends with a calm/smooth depiction of the two performing sexual intercourse. The speaker’s argument is powerful and poignant, because he explores and exploits human insecurities by providing logical reasoning to what would happen to the mistress if she would deny his love. Although, the speaker’s argument is sound, the individual being addressed does have a solid counter-argument. The addressed will begin her counter argument by stating that the speaker is too much of an intrusive and vulgar man. Then the â€Å"mistress† will continue to portray her feelings about how her lonesome old age and â€Å"barren† reproductive system will not occur due to her lack love towards the speaker. In addition, the mistress will address to the speaker that striking fear and exploiting human insecurities are no way to woo a lady. Furthermore, the individual addressed will state that she is a â€Å"lady† and is outraged by the perverse actions, implications, and suggestions he is referring to, within the last stanza of the poem, where the speaker states, â€Å"Now let us sport while we may; And now, like am’rous birds of prey (38-39). The mistress would be offended by being compared to an animal, and state that she will never commit such â€Å"heinous acts. † In, â€Å"To His Coy Mistress,† Marvell does an excellent job providing a sound argument for the speaker of his poem. Marvell’s use of imagery, metaphors, and paradoxes provide readers with an in-depth/vivid understanding to the poem. By allowing readers to deeply explore the contents of the speaker’s desires towards the mistress, including an argument, viable prediction for the future, and a conclusion. The speaker employs an intense argument pertaining to why the mistress should accept his love. In addition, through exploiting human insecurities of age, fertility, and fear of death, the speaker provides for a sound argument. In contrast, the individual being addressed (i. e. the unknown mistress) can present a counter-argument against the intensions of the speaker by disputing the vulgar, grotesque, and cruel thoughts of the speaker. Overall, Marvell’s uses of rhetorical strategies strengthen the speaker’s speech, which delivers a clean, smooth, and effective argument. Works Cited Perrine, Laurence, Thomas R. Arg, and Greg Johnson. â€Å"His Coy Mistress,† by Marvell, Anderson. Perrine’s Literature: Structure, Sounds, and Sense. Tenth ed. Boston: Heinle amp; Heinle/Thomson Learning, 2002. Print.

Gas Essays - Electric Car, Electric Vehicle, Filling Station

Gas And Electric Cars As his car warmed up that morning, Alan Wilson stared with amazement at his gas gauge. "I can't believe it's on ?EMPTY' again," he ranted. "I just spent twenty bucks last weekend!" Alan sped away from his home toward the gas station before he had to be at work that morning only to find out that the gas prices had been raised again. "Why don't I just burn my money?" he said facetiously. Alan grabbed the nozzle and began the weekly task of filling up the gas tank on his 1970 Ford Maverick with a 302 and dual exhaust. "I need to go buy one of those new Styrofoam pieces of junk that get thirty miles to the gallon," he mumbled to himself. Since the invention of the car, people have had to go through this ordeal because we have no choice. It has been over eighty years, and we are still using gasoline as the primary source of power for our vehicles. With all of the new technology created over these years, shouldn't we have thought of something better by now? The truth is that we have. Electricity is a much cleaner, more efficient form of power that could be put to use, but it hasn't (Bradley 444). Is there any particular reason? Of course! Somebody will lose money. The idea of an electric car has been embedded in the mind of people for countless years. Whether it be by a writer, an inventor, or a scientist, it has been thought about for some time. Not only would this idea be safer for the environment, it would save billions of people money. Unfortunately, gas companies haven't preferred these ideas over losing millions of dollars in sales. Although it may not be true, many environmentalists believe that car manufacturers have been bought off by the gas companies in order to keep their millions flowing in (Sullivan 2). How could an idea perfected years ago not have caught on by now? The first working electric car was created in the 1800's before the first gas-powered car. It wasn't perfected until the 1970's so gasoline took its place in the mean time and we haven't changed back until now (Ramo 24). In the past month or two, a few car companies have begun to put half-electric half-gas powered cars on the market (Ramo 25). The work of fiction is slowly becoming a reality. This may be a form of compromise between the people of the world and the gasoline companies. These cars are well designed. The gasoline helps the cars get up to speed and with hills, while the numerous batteries keep the car going when they are up to speed and not on a hill. They run smoothly and the best part is that a car will get between eighty and ninety miles to the gallon (Sullivan 3). It is safe to say that most people would enjoy the idea of filling up their gas tanks once a month. Plus, Gasoline companies will not be put out of business for two reasons: they will still make money on the full gas-powered vehicles, and they will still get money from these new "electri-gas" cars (Ramo 25). What is wrong with a fully electric car though? For one, they only travel at a top speed of 65 MPH for 2 hours. After the 2 hours, the batteries need to be recharged. With the gas-electric cars, a special generator charges up the batteries while the car is using gas (Bradley 445). So every time the car is getting up to speed or pulling up a hill, the batteries are being charged by the generator. There is virtually no way to run out of power on these cars provided the gas tank is kept full, and with only needing to fill up the tank once a month, this should be no problem for the average person. To his amazement, Jerry looked down at his gas gauge and saw the needle almost to the ?E.' "Wow, I haven't seen that in almost 5 months," he smirked to his wife. The brand new blue electric gas car coasted into the local Chevron right next to a certain Ford Maverick. Alan could do nothing but stare with jealous eyes knowing exactly how great Jerry's gas mileage had to be with that new car. Both men finished filling their tanks and left. They never saw each other again for obvious reasons. Imagine owning one of these gas electric vehicles, and

Whats My Age Again essays

Whats My Age Again essays Children have become increasingly violent since the 1970s. Today more gangs exist and homicides occur than in the past thirty years. Crime rates have only dropped slightly in the five previous years (Vieregge n.p.). Now that more juvenile delinquents are entering the justice system, the question arises as to how they should be tried. Being tried in a juvenile court for a serious offense is much like a slap on the wrist. Sure, they can be sent to an adult correctional facility if sentenced to it in a juvenile court, but the longest amount of served will be twenty years. In contrast, trying a juvenile as an adult guarantees that the youth will be held accountable for his or her actions. Children commit violent acts throughout the United States and believe that they cannot be held responsible for their actions; such a practice should change and violent juvenile should be used as examples to the rest of the countrys youth by being tried as adults in the United States Justice Syste m. Overall, the crimes of juveniles have become much larger and the ages of the delinquents have dropped considerably since the first juvenile court was established in 1899. The main purpose of this court was to deal with miscreants that threw bricks or rocks through windows (Butterfield 154). Today, the juvenile courts have a much harder task at hand. In 1985 and 1986, Howard Snyder found an increase of 75 percent among juveniles for crimes involving drugs (Hurst 2). The crime rates seem to have sky-rocketed ever since the early 1980s. The fastest growing crime has become possession of a loaded gun. Yet, the youth of America are not just carrying those loaded guns and not using them. The year of 1991 produced armed robbery exceeding drug-related offenses (Kramer 213). The two previous years had brought a 26 percent increase in juveniles arrested for murder and non-negligent manslaughter. Those same two years lead to a 17 percent increase...

THE LEGAL ISSUE IN NETWORK SECURITY USA Essay Example | Topics and Well Written Essays - 750 words

THE LEGAL ISSUE IN NETWORK SECURITY USA - Essay Example Network security looks after the Local Area Network (LAN) from the external world. For the computer based crimes, it is hard to enforce any law on legal basis as the computer or the network cannot be restricted by boundaries of a country around it. There are many issues that US legal system face when dealing with the computer based crimes as they are bound in one or the other ways. This has made the criminals get a chance to misuse the available resource and be safe from legal issues. Following are some of the federal computer crime laws and status aid the US department: FERPA, TEACH and GLBA Act: ECPA and CFAA Act and Economic Espionage Act (EEA). Though there are many laws, it is important for a common man to know them so that they can use the right one at a given time. The legal system is found to be a part of the society and it cannot do anything in case the owner of a site won’t take the advantage of it. Hence, the major incidents related to network security, the progress ion of laws for safeguarding network security and the future of network security from a legal standpoint is detailed in the paper. TABLE OF CONTENTS 1. Introduction 4 2. Computer and Networks 5 3. Legal issues in Network Security 6 4. Preliminary Boards and Projects for Network Security 7 5. Idea of Separate Jurisdiction 8 6. Law for e-Commerce to Avoid Identification Theft 9 7. The Cyber Crime Agreement 9 8. Approval for Electronic Signature 10 9. Laws for Federal Computer Crimes 10 9.1 The FERPA, TEACH and GLBA Act: 11 9.2 The ECPA and CFAA Act: 11 9.3 Other Laws Used to act against Computer Crimes: 12 10. Controversy 12 11. Goal of Network Security 15 12. Conclusion 15 13. References 19 1. Introduction Today’s world rises with the use of the computer for almost everything. With the introduction of internet, the world is able to keep in touch with one another. Either a common man or a company can do this without moving even an inch but share all the information with the hel p of the strong network. When the network gains importance, the issue with it will also be very important. Having a personal computer is not the only need but one should know how to protect the information that they have in it. Network security can include elements such as intrusion detection systems traffic shaping and firewalls (The Gordon Schools, 2011).

United States Department of Labors Website Case Study

United States Department of Labors Website - Case Study Example It also keeps the country updated about the opportunities that you can gain in the working field. This website focus on issues like health plans for employees defines the minimum wage rates and overtime pay standard, hiring issues, current opportunities for the labor force, safety at the workplace, unemployment plans, etc. Â  All the above-mentioned features, which this website encircles, are important from the point of view of employee benefits. The minimum wage rates as stated here gives an insight to the employees that whether they are being paid fairly, or not. This minimum wage rate is of great significance to the employer too, as it helps them to retain employees. The study showed that long-term unemployment and low labor productivity are associated with low labor wages.(Mark D Partridgea, 2000). So it is better for the employer to give their employees the benefits that they deserve. Â  The unemployment plans that are mentioned on the website can be used effectively by the people who are unemployed. The unemployment plans imply only to those people in the workforce, who unemployed through no mistake of their own. There are various other eligibilities for this plan too. Â  There are various health plans given on this website which explain to the employees about their health service rights. These rights can be an inexpensive mean for the employees to remain healthy. The study shows that not just deprived health but continuous decline in health can be a major reason for retirement. (John Bounda, 1999). So it is better for the people in the workforce to avail such health facilities given by the government than to lead an unhealthy life, which can be a great loss to the employee as well as the economy. Â  This website has a separate section for the employer. In this section sufficient amount of information is stated, which can guide them about all the duties that they have as an employer.

Travel Time Reliability Analysis

Travel Time Reliability Analysis CHAPTER TWO Literature Review 2.1 Introduction Lyman (2007) states that travel time reliability is vital measure of congestion and can serve as benchmark for prioritizing improvements into a city transportation system. This research start with a literature review of travel time reliability and its worth as a congestion measure. Travel time reliability can be denoted as the probability of successfully completing a trip within specified time interval (Iida, 1999). Therefore, the increase of travel time will lead to the unreliability and variability of travel time (Recker et al., 2005). The better understanding of travel time reliability and variability might assist transport planner to select proper transport policy in conjunction with reduction congestion problems as well as lessening the impact of different type of incidents (Recker et al., 2005). It can be said that, the more reliable the transportation system, the more stable is the performance. In addition, lower travel time fluctuation also contributes to less fuel consumption as well as less emissions due to a reduced amount of acceleration and deceleration by vehicles (Vlieger et al., 2000). Moreover, from a transport users point of view, more reliable travel times mean more predictable journey times and improved activity schedules. In accordance with just in time services, reliable travel time will significantly increase the freight industrys performances to deliver goods (Recker et al., 2005). As travel time reliability considers the distribution of travel time probability and its variation at road network, the higher travel time variance the lower travel time reliability (Nicholson et al., 2003). It can be also said that under ideal conditions travel time reliability would have a variance equal to zero. Indeed, the increase of its variance will therefore significantly reduce its reliability. However, the relationship between travel time variance and its reliability is not linear, so that, it cannot be generally accepted that a double of travel time variance will lead to a half of its reliability. To conclude, the greater travel time fluctuations will have significant impacts on transport network reliability. According to different purposes of travel time reliability study, there are several travel time reliability surveys. By comparing different aspect of the travel time study and by considering the complexity of data collection as well the data analysis, Lomax et al. (2003) has reviewed the suitable assessment of travel time reliability. Based on the scope and the limitation of each method this work suggested the different study in terms of measurement travel time variability and travel time reliability. The analysis of the archive traffic data is not proper in measuring the travel time reliability due to the lack of data constant and the lack of other attribute related with the traffic condition. However, the data is easy to obtain. In addition, the micro simulation techniques have been used extensively, however according to Lin et al (2005) there are some deficiencies in travel time micro simulation modeling in terms of the high need for data calibration. In order to gain real life traffic conditions, some travel time reliability research used the probe vehicle methods. Since this method requires ext ensive labour and only covers some of the study area or some of the road segments, it cannot be applied in terms of assessing the travel time reliability on large road networks. Indeed, Lomax et al also recommended some reliability measurements by examining the reliability and variability percentage (e.g., 5%, 10% and 15%). Those approaches take into account the effect of irregular conditions in the forms of the amount of extra time that must be allowed for travelers. The first measurement is the percent variation which expresses the relationship between the amount of variation and the average travel time in a percentage measure. The second is the misery index that calculates the amount of time exceeded the average slowest time by subtracting the average travel time with the upper 10%, 15% and 20% of average travel rates and the last is travel time buffer which add the extra travel time of 95% trips in order to arrive on time. In addition, since reliable travel time is the key indicator of users route choice there are many recent research works which investigated the travelers behaviour under unreliable travel time. According to travelers behavior in route choice survey, the greater the variance of travel time of selected links the less attractive it is (Tannabe et al., 2007). Additionally, Bogers and Lint (2007) investigated traveler behavior on three different road types in The Netherlands under uncertainty conditions, as well as the impact of providing traveller information on route choice. They conclude that providing traveler information has significant impact on effecting travelers decision, in addition, based on travelers experience they will choose the route with minimal travel time variance. It means that the routes that have high travel time reliability are not attractive for users. Indeed, according to Lomax et als review that the best alternative to measure the travel time variability and route choicer behaviour under uncertainty condition is by using probe vehicles. Though this method was highly labourious and expensive, it is more realistic (Lomax et al., 2003). Then Tannabe et al (2007) undertook an integrated GPS and web diary in Nara, Japan. This study found that travelers might change their route to reduce the uncertainty in travel time. In addition, there was a positive correlation between coefficients of variation (CV) of the commuting routes. It is found that the appropriate functional hierarchy of road may be disturbed by the uncertainty of travel time. These findings suggest that a reliability index of travel time is very useful and important for evaluating both actual level of service (LOS) and functional hierarchy of road network. Recent travel time reliability research investigated the relationship between the traveler behavior and their response to the provision of travel information system while they experience high travel time variability. Asakura (1999) concluded that the Stochastic User Equilibrium model can generate the user route choice behavior based on the different levels of information provision. This study analyzed two different groups, the first group being the well informed users and the second the uninformed users. He concluded that providing better information can improve the transportation network reliability. In order to find out the different perspectives of travel time reliability for different persons with different purposes, Lo et al (2006) studied the notion of the travel time budget, in which each traveler seeks to minimize their own individual travel time budget (the amount of time that the individual is prepared to devote to travelling), which means the total travel time of the individual should not exceed their allocation of time to travel. To evaluate the link between the presence of ramps on motorways and travel time reliability, recent reliability network research has been undertaken in The Netherlands. Th is study analyzed whether the geometry of road network also affected the travel time reliability (Tu et al., 2007) by investigating the presence of ramps on six major. This study concluded that the presence of ramps in the road network has reduced the travel time reliability. Since road network reliability considers the probability of transportation system failures in how to meet performance parameters such as reasonable travel time and travel cost, level of service and the probability of connectivity of the transport network and lack of measuring the consequences of link failure to the community, the concept of road network vulnerability might be an alternative way to fill some of road network reliability deficiency, particularly in assessing the adverse socio-economic impact to community (Taylor et al. 2006). ROAD NETWORK VULNERABILITY Due to the potential socio-economic cost of degraded transport network to community, the concept of road vulnerability has been developed by researchers under transport network reliability umbrella. The definition of vulnerability has not yet been generally agreed. Several authors notion of the vulnerability focused on the negative events that significantly reduced the road network performance. Berdica (2002) defined the vulnerability as a susceptibility to incident that can result in a considerable in road network serviceability. The link /route/road serviceability described the possibility to use that link/route/road during a given period of time. Furthermore, since accessibility depend on the quality of the function of the transportation system, this concept relate to the adverse of the vulnerability in terms of reducing accessibility that occurs because of the different reasons. As the idea of network vulnerability relates to the consequences of link failure and the potential for adverse socio- economic impacts on the community (Taylor et al., 2006, Jenelius, 2007a), thus vulnerability can be defined in the following terms: 1. A node is vulnerable if loss (or substantial degradation) of a small number of links significantly diminishes the accessibility of the node, as measured by standard index of accessibility. 2. A network link is critical if loss (or substantial degradation) of the links significantly diminishes the accessibility of the network or of particular nodes, as measured by standard index of accessibility. Therefore, it can be concluded that road vulnerability assesses the weakness of road network to incidents as well as adverse impacts of the degraded road network serviceability on the community. In relation with the road network vulnerability definition which focuses on two different aspects; selecting critical road network elements and consequences of measurements, Jenelius (2007a) has identified that road network vulnerability assessment can be distinguished into two stages. The first stage is to select a critical link by identifying the road network likelihood and by quick scanning of wide road transport and the second one is measuring the consequences of link disruption to community. Based on previous works, different approach has been applied in order to scan wide road network. Jenelius et al ( et al., 2006) selected particular major arterial road which connect the district at the Northern Sweden to be the worst case scenario and selected road links randomly as the average case scenarios. Scott et al (2006) has also introduced topology index and the relation between capacity and volume then select the critical link. Indeed, Jenelius (2007a) has suggested that conducting comprehensive assessment of road network will be helpful for identifying roads that are probably affected by the traffic accident, flood and landslides. Berdica et al (2003) undertake a comprehensive study in order to test 3 types of software to mode l road network interruptions. This study simulated the short duration of incidents on University of Canterbury networks by using SATURN, TRACKS and Paramics. They modelled a total block of one link on the small network then run the model at the macroscopic level by using TRACKS, at mesoscopic level by using SATURN and at the microscopic level by using Paramics. Based on the simulation, the different packages gave different result in terms of their responsiveness to model the short incidents, for instance, Paramics might be considered as a suitable software package for short duration incidents because it is more responsive than other softwares. SATURN which is more detail in its formulation than TRACKS has less responsiveness than TRACKS. Given the lack of generally recognized measurement of road vulnerability, it has been common practice to consider measures such as the increase of the generalized travel cost, the changes of the accessibility index or the link volume/capacity ratio when one or more links were closed or degraded as road vulnerability measurement. Taylor et al (2006) studied the network vulnerability at the level of Australian national road network and the socio economic impact of degradable links in order to identify critical links within the road network, by using three different accessibility approaches. The study introduced the three indices for vulnerability. The first method was the measurement of the change of the generalized travel cost between the full network and the degraded one. This method has concluded that by degrading one particular link the generalized travel cost will increase, and then the links which gave the highest travel cost was determined as the most important link. The second method used the changes of the Hansen integral accessibility index (Hansen, 1959) in order to seek the critical links. It was assumed that the larger the changes were after cutting one link, the more critical that link was on the basis of the adver se socio-economic impacts on the community. The last approach considered the changes of the Accessibility/Remoteness index of Australia (DHAC, 2001). This method was similar to the second method which sought the critical link depending on the difference between the ARIA indices in the full network and the ARIA indices in degraded network. Moreover, Taylor et al (2006) also studied the application of the third approach at the regional level in the state of Western Australia. This study concluded that removing a link gave different impacts for the cities, for example, by cutting one link, the impacts on the several cities were only local, in contrast, other cities where they were available similarly alternative road performance did not give significant changes of the ARIA indices. Due to the importance of a particular link within the wide road network, Jenelius et al (2006) introduced a similar approach to Taylor et al (2006). They studied the link importance and the site exposure by measuring the increase in generalized travel cost in the road network of the Northern Sweden where the road networks were sparse and the traffic volumes were low. By assuming the incident was a single link being completely disrupted or closed so the generalized cost increases, then the most critical link of the operation of the whole system and the most vulnerable cities because of the link disruptions were determined. The study concluded that the effect of closing a link was quite local and the worst effect was in the region where the road network was sparser with fewer good alternative roads. This research suggests that the road network vulnerability assessment can be applied in road network planning and maintenance, to provide guidance to the road administration for road prioritization and maintenance. In addition, Taylor (2007) studied the road network vulnerability in South Australia road network which included all the freeways, highways and major main roads. This research used a large complex road network and evaluated the ARIA indices changes for about 161 locality centers with populations exceeding 200 people. This study found the top ten critical links in the South Australia regional road network. Moreover, in relation with vulnerability approach in D Este and Taylor (2003), Chen et al (2007) tries to assess the vulnerability of degradable networks by using the network based accessibility and by combining with a travel demand model. Their study concluded that themodel can consider both demand and supply changes under abnormal conditions. Thus the vulnerability network assessment can be measured by considering the duration of the disruption (increase the travel time) and modeling the user equilibrium both the cases when there are alternative roads or the case when there are not alternative roads (Jenelius, 2007b). Indeed, Scott (2005) introduced the measurement of the Network Robustness Index by considering the ratio between the link capacity and link volume and assigning topology index for each link then test whether the particular links can cope with the changes of the traffic demand when one or more links were closed or degraded (Scott et al., 2005). Jenelius (2007b) introduced the new method in order to incorporate dynamic road condition and information by assessing the increase travel time using the extended of the user equilibrium model. This study assumed that there was no congestion and there was at least one alternative route between the origin and destination. Further, this study also assumed that the road users have perfect road information about the length of road closure so that they can decide whether they need either to take a detour or to go back to their origin and wait until the road reopened. This method calculated the additional travel time which is calculated since the road users were informed about the road closure, the waiting time until the road reopened. The difference between the normal travel time and t he additional travel time due to road closure was assigned as the increase travel time. However, this study did not take into consideration the change of the travel flow at the alternative routes. This assumed that the mix of the current and diverted traffic can flow at the free flow. In order to assess the increase of the flow when the diverted traffic mix at the current traffic which already meet the capacity or are already congested, the study which conducted by Lam et al (2007) can be considered. This method introduced the path preference index which is the sum of the path travel time reliability index and the path travel time index. To examine road network vulnerability in an urban area, Berdica et al. (2007) studied the vulnerability of the Stockholm road network by examining 12 scenarios involving partial and total closure of selected links, including bridge failure. Also, it assessed the road network degradation in three different times of day, morning peak hour, middle of d ay and afternoon peak hour. This study concluded that by closing one link or all links as well as bridge failure would increase the total travel time and total trip length (on the assumption that travelers chose their minimum time route based on user equilibrium method). The model of different scenarios at different times gave different results but the most vulnerable links were the Essinge route and the failure of Western bridge scenario. To conclude this study calculated the increase of total travel time a day and then multiply that by 250 days to obtain the total increase travel time for yearly basis. Though the highest total travel time increase in only 8% per day, however if it is calculated by 35 SEK (travel cost per hour) it gave significant impact of total travel cost increase. However, it did not take into account the duration of the closure and left some discussion of link disruption impacted such as the effect of noise and pollution during the road closure. Moreover, Knoo p and Hoogendoon (2007) assess the spillback simulation in dynamic route choice in order to examine the spillback effects then evaluated the road network robustness and the vulnerability of links. This study concluded that it is necessary to assess the spillback effect in order to identify the most vulnerable link within the wide road network. Tampere (2007) investigated the vulnerability of highway sections in Brussels and Ghent. This work was quite challenging, it tried to consider the different aspect of the road network vulnerability criteria related to the amount of vehicle hours lost due to major incidents. This work compromised of two steps; the first one is the quick scanning of the most vulnerable link from the long list into short list by considering the several aspects and then by obtaining the short list links then the vulnerability measure was conducted. Since this method used the dynamic traffic assignment, there are some drawbacks during the model run such as the lack of traffic distribution after the occurrence of the incident which resulted an illogical of travelers route choice. In general this method has successfully measured the vulnerability by not only considering the traffic condition but also taking into account the different road networks. Though this method has not considered traffic assignment criteria, it is still considered as a refinement over similar studies Measures of Congestion used in Transportation Planning Measures of congestion are intended to evaluate the performance of the transportation network and to diagnose problem areas. They provide information on how well the system has met certain stated goals and targets, and can also help to explain variations in user experiences of the system. There are four general categories of congestion measures. The first category contains measures that explain the duration of congestion experienced by users in some way; these include delay, risk of delay, average speed, and travel time. The next category includes measures that analyze how well the system is functioning at a given location. This category primarily consists of the volume to capacity (V/C) ratio, which is usually expressed as a level-of-service (LOS) category. LOS is a performance rating that is often used as a technical way to express how well a facility is functioning. For example, a facility functioning poorly is likely to be rated as LOS F, but could just as easily be described as poor. The third category is that of spatial measures, including queue length, queue density, and vehicle miles traveled. It is important to note that some of the duration and spatial measures are actually measured as point measures. The final category of measures is the other category, consisting primarily of travel time reliability and the number of times a vehicle stops because of congested conditions. Easily the most common measure of traffic congestion is the volume-to-capacity ratio. The V/C ratio measures the number of vehicles using a facility against the number of vehicles that the facility was designed to accommodate. This ratio is an important measure for planners to use, and represents an easily understandable measure of whether or not a roadway is congested. However, it can lead to some philosophical problems, such as whether transportation systems should be built to handle the highest demand or the average demand, and what level of service is acceptable. In addition, it is difficult to accurately measure the capacity of a roadway. The volume-to-capacity ratio is an important tool for comparing a roadways performance to other roadways and over time, but does not necessarily reflect the overall user experience and values in the system. Despite the prevailing usage of the volume-to-capacity ratio, and perhaps because of its inherent philosophical difficulties, the (FHWA) ha s strongly encouraged agencies to consider travel time experienced by users as the primary source for congestion measurement. They also state that currently used measures of congestion are inadequate for determining the true impact of the congestion that clogs up the transportation system from a users perspective, and that they are not able to adequately measure the impacts of congestion mitigation strategies. What is travel time reliability? As mentioned in section 1.1.1, the OECD (2010) provides a general definition for Travel Time Reliability: The ability of the transport system to provide the expected level of service quality, upon which users have organized their activities. The key of this definition is that a route is reliable if the expectations of the user are in accordance with the experienced travel time. But this does not directly lead to a TTR measure. Nonetheless, this definition shows that user expectations should be taken into account when selecting a proper TTR measure. Congestion is common in many cities and few people will dispute this fact. Drivers become used to this congestion, always expecting and plan for some delay, especially in peak driving times. Most drivers budget for extra time to accommodate traffic delays or adjust their schedules. Traffic delays are mostly much worse than expected when it happens. All travelers are less tolerant of unpredicted delays, the effect is that it makes then to be late for work or vital meetings, miss appointment, or suffer additional childcare fees. Shippers and freight forwarders who experience unpredicted delay may lose money and interrupt just-in-time delivery and manufacturing processes. Traffic congestion used to be communicated only in terms of simple average in time past. Nevertheless most travelers experience and remember a different thing than the simple average as they commute within a year. Travelers travel time differ from day to day, and remember the few bad days they suffered through unexpect ed delays. Commuter build time cushion or buffer in planning their trip to account for the variability. The buffer helps them to arrive early on some days, though not a bad thing, but the additional time is carved out of their day time which could have been used to pursuit other activities than to commute. Travel time reliability time frames Travel Time Reliability can be categorized by its time frame. Bates et al. (2001) discusses three levels of variability: inter-day, inter-period and inter-vehicle. Martchouk et al. (2009) explains these as follows: Inter-day: Variations in the travel time pattern between days. Some days of the week might have substantially different traffic volumes than others. For example, a Sunday will generally have less traffic than a Monday. Same weekdays should have about the same travel time pattern, but there can still be variations. Also, events such as road works or inclement weather cause inter-day variations. Inter-period: Variations in travel times during a day. Many road sections have a morning and evening peak, during which travel times are larger. These variations are caused by variations in traffic volume. Inter-vehicle: Relatively small differences in travel times between vehicles in a traffic stream. These are caused by interactions between vehicles and variations in driver behavior, including lane changes and speed differences. Although Martchouk et al. (2009) shows that individual travel times on a motorway section can vary strongly in similar conditions, due to driver behavior, this study focuses on inter-day variations. It is assumed that inter-vehicle variations have no significant influence on Travel Time Reliability. In urban areas, the speed difference between vehicles will generally be smaller than on highways. The reasons for this are: the average speed on highways is higher, there is more overtaking, trucks cannot drive at the maximum allowed speed, and routes are longer. Inter-period variations are also not considered, because it is presumed that road users know that travel times within a day vary according to a more or less fixed pattern. It is the deviations from this daily pattern which are interesting in the light of TTR, since these cannot be predicted by road users. Therefore, the focus of this investigation is on inter-day variation. Why travel time reliability is important? Travel time reliability is vital to every user within the transportation system, whether they are freight shippers, transit riders, vehicle drivers and even air travelers. Reliability allows business travelers and personal to make better use of the own time. Because reliability is so significant for transportation planners, transportation system users, and decision makers should consider travel time reliability as a key measure of performance Traffic management and operation activities is better quantified and beneficial to traffic professionals by the use of travel time reliability than simple average. For instants take into consideration a typical before and after study that attempts to quantify the benefits of an accident management or ramp material program. The development in average time may seem to be modest. However reliability measure will show a much greater development because they show the effect of improving the worst few days of unexpected delay. The Beginning of Travel Time Reliability as a Performance Measure Hellinga (2011) states that in the past, analysis of transportation networks focused primarily on the estimation and evaluation of average conditions for a given time period. These average conditions might be expressed in terms of average traffic stream speed; average travel time between a given origin and destination pair; or some average generalized cost to travel from an origin to a destination. This generalized cost typically includes terms reflecting time as well as monetary costs. These terms are summed by multiplying the time based measures by a value of time coefficient. A common characteristic of all of these approaches is that they reflect average or expected conditions and do not reflect the impact of the variability of these conditions. One reason for this is that models become much more complicated when this variability would be included. Also, a vast amount of data from a long period of time is needed. Unfortunately, collecting data is often costly and time-consuming. H ellinga (2011) also observes that more recently, there has been an increasing interest in the reliability of transportation networks. It is hypothesized that reliability has value to transportation network users and may also impact user behavior. Influence on traveler behavior may include: destination choice, route choice, time of departure choice, and mode choice. It is useful for road managers and planners to have knowledge about the relations between TTR and road user behavior, because this can be used to predict or even deliberately influence this behavior by applying traffic management measures. Consequently, there has been an effort to better understand the issues surrounding reliability, and to answer a number of important questions such as: 1. How is transportation network reliability defined? 2. How can/should network reliability be measured in the field? 3. What factors influence reliability and how? 4. What instruments are available to network managers, policy makers, and network users that impact reliability and what are the characteristics of these causal relationships? 5. What is the value of reliability to various transportation network users (e.g. travelers, freight carriers, etc.) and how is this value affected by trip purpose? 6. How do transportation network users respond to reliability in terms of their travel behavior? (E.g. departure time choice, mode choice, route choice etc.) 7. How can reliability (and its effects) be represented within micro and macro level models? (Microscopic models focus on individual vehicles, while macroscopic models pertain to the properties of the traffic flow as a whole.) 8. How important is it to consider the impact of reliability in transportation project benefit/cost evaluations? 9. Does the consideration of the impact of reliability within the project evaluation process alter the order of preference of projects within the list of candidate projects? Hellinga (2011) states that the above list of questions, which is likely not exhaustive, indicates that there currently exists a very large knowledge gap with respect to reliability. Various research efforts around the world are beginning to fill in these gaps, but the body of knowledge is still relatively sparse and there is not yet even general agreement on terminology. Note that the first, second, and (partially) fifth question are part of this investigation What measures are used to quantify travel time reliability? The four recommended measures includes 90th or 95th percentile travel time, buffer index, planning time index, and frequency that congestion exceeds some expected threshold. These measurements are emerging practices, some of