Transport Techniques and Management - Research Paper Example

Transport Techniques and Management Answer 1: Alternatives of Diesel Powered Road Vehicles Introduction The source of alternative fuel is other than petroleum; a few are produced locally, decreasing the reliance on oil, and a few are obtained via renewable sources. In majority of the cases, they generate lesser toxic waste as compared gasoline or diesel. Due to a combination of issues, for instance, ecological apprehensions, rising oil cost and the possibility for ‘peak oil’, creation of uncontaminated alternative fuels as well as highly developed ‘energy systems’ for automobiles has turn out to be a high priority for many nations around the globe. 1.1 Electric Vehicles First alternative to diesel powered road vehicles are electric vehicles. Electric vehicles use an electric motor for propulsion instead of being driven by a gasoline-supported motor. During 1835, the first small-scale electric car was made in Holland and later in United States; however, it could not get much acceptance at that time. During the end of 1800s, France along with Great Britain was the primary nation to support the extensive growth of electric vehicles. During the year 1899, a Belgian created electric racing car and named it as “‘La Jamais Contente’; it sets a world record for land speed of 68 mph” (Larminie & Lowry, 2003, p. 92). During the year 1895, Americans started to give attention to electric vehicles following the creation of electric tricycle and a six-passenger wagon. A large number of improvements trailed and awareness about electric vehicles increased to a great extent during the last part of 1890s as well as early 1900s. Actually, William Morrison's plan with a “capacity for passenger is often considered the first real and practical electric vehicle” (Larminie & Lowry, 2003, p. 123). Near the beginning of this century, America was affluent and automobiles were turning out to be more and more popular. The years 1899 and 1900 were the best part of electric cars within America, as they outperformed every other form of automobile. “One example was the 1902 Phaeton built by the Woods Motor Vehicle Company of Chicago, which had a range of 18 miles, a top speed of 14 mph and cost $2,000. Later in 1916, Woods invented a hybrid car that had both an internal combustion engine and an electric motor” (Larminie & Lowry, 2003, p. 173). Electric vehicles had a lot of benefits over their opponents during the start of 1900s. They did not include the “vibration, smell, and noise associated with gasoline cars” (Vitor & Serra, 2012, p. 119). Shifting gears on gasoline vehicles was the most complicated aspect of driving, whereas electric vehicles did not need gear shifts. While steam-driven cars as well had no gear shifting, they were faced with the problem of lengthy starting times of more or less 45 minutes during cold weather. The steam vehicles s had smaller range before requiring water as compared to an electric's range on one charge. “The only good roads of the period were in town, causing most travel to be local commuting, a perfect situation for electric vehicles, since their range was limited” (Vitor & Serra, 2012, p. 173). The electric vehicle was the ideal selection of numerous as it did not need the manual exertion to start, “as with the hand crank on gasoline vehicles, and there was no wrestling with a gear shifter” (Vitor & Serra, 2012, p. 173). Whereas basic electric cars are of less than 1000 USD, for the most part, early electric vehicles were complicated, huge wagons made for the upper classes. They had decorated inner space, with luxurious supplies, and cost 3000 USD till the year 1910. Electric vehicles witnessed triumph in 1920s with manufacturing going to its peak during1912. The reasons due to which electric vehicles were not a big hit in their early days are: In the 1920s, America had an enhanced infrastructure that currently linked cities, carrying with it the requirement for longer-range vehicles. The breakthrough of Texas crude oil dropped the cost of gasoline so that it was within the means of an average customer. The creation of the “electric starter by Charles Kettering in 1912 eliminated the need for the hand crank”. The beginning of mass production of inner combustion engine automobiles by Ford made these cars broadly accessible as well as reasonably priced within the price range of 500 USD to 1000 USD. By comparison, the cost of the less competently generates electric vehicles carried on to grow. During the year 1912, an electric car can be purchased for 1700 USD, whereas for a gasoline car, one only had to pay 650 USD. Due to the same reasons mentioned above, electric vehicles were disappeared by 1935. The years until the 1960s were considered as dead years for electric vehicle growth as well as for their utilization as ‘personal transportation’. 1.2 Solar Vehicles Second alternative to diesel powered road vehicles are solar vehicles. Typically, photovoltaic cells enclosed in solar panels change the “sun's energy directly into electric energy” (Carroll, 2003, p. 221). The expression ‘solar vehicle’ generally indicates that solar energy is applied to control the entire or part of a vehicle's driving force. Solar power may as well be applied to give power for infrastructure or controls, or other supporting activities. Solar vehicles cannot be purchased separately as useful, everyday transportation machines at this moment in time, but are mainly exhibition vehicles as well as manufacturing exercises, mostly subsidized by government organizations. On the other hand, ultimately, solar-charged vehicles are prevalent and solar ships are commercially accessible. The majority did not accept solar vehicles earlier because of the following reasons: The volume of the vehicle as well as area that can be exposed to sunlight restricts power from a solar arrangement. At the same time, as energy can be collected within batteries to decrease maximum requirement on the arrangement and function in situation without sunlight, the battery includes mass as well as cost to the vehicle. The power restraint can be lessened by application of conservative electric cars provided by solar - or some other - power, “recharging from the electrical grid” (Thacher, 2003, p. 09). Despite the fact that sunlight is free, the production of photovoltaic cells to confine that sunlight is costly. Expenditure for solar panels is going down bit by bit - 25 percent cost cutback for each doubling of production volume. Despite the fact that sunlight has no duration, photovoltaic cells do. The life span of a solar unit is more or less 25 years. Basic photovoltaic usually available with a service contract of 90 percent past 10 years and 80 percent past 25 years. Current photovoltaic panels are generally made for immobile equipments. Nonetheless, to be flourishing in transportable applications, photovoltaic panels should be developed to endure trembling. In addition, solar panels, particularly those including glass, have considerable heaviness. In order to be practical, the energy gathered by a panel is required to go beyond the additional energy utilization sourced by the extra heaviness. Moreover, solar vehicles are not very resourceful. Actually, they are not capable to do well for long distances except that the there is a bright sunlight in full force. Their batteries can accumulate a little energy, although it is not sufficient to drive the car for extensive periods of time, which indicates that you either have to get a couple of batteries with you or drive the vehicle just for small drives. Batteries can be utilized when there is no sunlight to give power; however, it can be burdensome as well as heavy to take, decreasing the vehicle’s competence as well as storage space. Solar cars mostly look relatively different to normal gas cars; this is due to the fact that they require an additionally aerodynamic body in addition to a bigger open exterior in order to carry the solar panels. This can give rise to unusual or strange shapes, which the majority of individuals may not value. Large number solar cars appear like to golf carts, with no doors or a cover because they become the cause to increase its weight as well as wind resistance. 1.3 Biofuel Powered Vehicles Third alternative to diesel powered road vehicles are biofuel powered vehicles. Biofuels take account of energy obtained from biomass adaptation, in addition to solid biomass, as well as a number of biogases. Biofuels are attaining more and more public as well as scientific consideration, fueled by issues such as sharp increase in oil prices, the requirement for better energy protection, apprehension regarding greenhouse gas discharges from relic fuels, and sustenance from government’s financial assistance. There are a number of communal, financial, ecological as well as technological concerns with biofuel creation as well as utilization, which have been widely talked about. These take account of: (1) the outcome of restrained prices of oil, (2) the ongoing argument on ‘foodstuff versus fuel’, (3) scarcity lessening prospective, (4) extent of carbon discharges, (5) sustainable biofuel creation, (6) negative effect on forests and erosion of soil, (7) drop in biodiversity, (8) effect on water resources, and (9) energy equilibrium and competence (Muschal, 2008, p. 60). The International Resource Panel, which offers autonomous technical evaluations as well as professional recommendation on a large number of resource-centric subjects, evaluated the concerns concerning the biofuel utilization in its initial account in the direction of sustainable creation as well as utilization of resources. “In it, it outlined the wider and interrelated factors that need to be considered when deciding on the relative merits of pursuing one biofuel over another” ((Muschal, 2008, p. 78). It further mentioned that not every biofuel does uniformly with respect to their effect on weather, energy protection and ecological units, and recommended that ecological as well as social effects have to be reviewed all the way through the whole life cycle. Even though there are several existing concerns with biofuel creation and application, the growth of latest biofuel harvests in addition to “second generation biofuels attempts to circumvent these issues” (Caille & Jhonson, 2011, p. 103). Various scientists as well as researchers are making efforts to create biofuel crops that need a smaller amount of terrain and utilize smaller quantity of resources - for example, water - as compared to existing biofuel harvests do. An answer to controversial terrain related fuels is algae, which is a basis for biofuels that could exploit presently unbeneficial terrain as well as wastewater from various industries. Algae are capable of growing in wastewater, which does not have an effect on the terrain or freshwater considered necessary to create existing foodstuff as well as fuel harvests. In addition, algae are not component of the ‘human food chain’, and as a result, do not deduct food supplies from humans. The consequences of the biofuel business on foodstuff are still being argued. “According to a recent study (Mueller, Anderson, & Wallington, 2011, pp. 1623-1632) entitled ‘Impact of biofuel production and other supply and demand factors on food price increases’, biofuel production was accountable for 3-30% of the increase in food prices in 2010.” This has encouraged researchers to create biofuel crops in addition to expertise that will lessen the effect of the rising biofuel business on food generation as well as cost. A step to overcome these concerns is creating biofuel crops “best suited to each region of the world” (Caille & Jhonson, 2011, p. 183). If every region used a particular biofuel crop, the necessity to utilize fossil fuels to carry the fuel to different regions for dispensation and utilization will be lessened. In addition, some specific regions of the world are inappropriate for growing crops that need huge quantity of water in addition to nutrient rich soil. As a result, existing biofuel crops, for instance, corn, are not realistic in some situations. A panic among conservationists is that by using additional land to generate crops for biofuels, additional habitations will be vanished for animals as well as for wild plants. For instance, it is feared that a few Asian nations will give up their tropical forests to create additional oil plantations. Another apprehension is that if biofuels turn out to be profitable for cultivators, they may plant crops for biofuel creation rather than production of foodstuff. A reduced amount of food production will raise prices and become basis of rise in inflation. It is anticipated that this can be contradicted by “second generation biofuels which use waste biomass” (Vert et al, 2010, p. 201) - despite the fact that this will affect the habitation of a lot of organisms. The effect is mainly high within developing nations and it is projected that more or less 100million individuals are in jeopardy because of the rise in food price. The UN and several other ecological groups, has condemned the creation of non-sustainable biofuels. Consequently, various governments have “switched their support towards sustainable biofuels, and alternatives such as hydrogen and compressed air” (Vert et al, 2010, p. 274). Answer 2: Barriers to Inland Waterways Transport Introduction Since centuries, humans have used different modes of transport to move from one place to another, and as the technologies evolved and time passed, new modes were introduced and with them, came new barriers. This way will include discussion on different barriers to transport, particularly, inland waterways transport. In addition, the discussion will include different examples of organizations that altered their modes of transportation, and the essay will include attempt to identify and evaluate different factors of such change. 2.1 Funding In more or less every nation’s study, barriers were recognized linked to the funding of “investments in vessels and also in a number of countries barriers seem to exist with regard to insurance of vessels” (McCaffrey & Jones, 2011, p. 219-225). Issues regarding funding are (1) need of synchronization of the forms of funding as well as indemnity among nations; (2) difficulties with compelling banks of prosperity forecast; (3) inadequate experience of financial institutions; and (4) not enough support from the system. This could give rise to hostile funding situations; besides, it was seen that funding issues are even poorer for new ventures. The threshold of access within the business was known to be high for every form of fresh competitor. Inland Water Transport is a capital-concentrated field, so an advanced investment is a regular feature of the business. This was the issue in the earlier period and will as well be the issue in the times to come. An advanced market entrance charges “as such is no reason for taking measures” (McCaffrey & Jones, 2011, p. 229). The same is applicable to variations in financial support and necessities from banks. This as well appears to be a standard trait to a certain extent. Moreover, it is not unanticipated that banks as well as financial institutions in nation like Netherlands, Germany and Belgium have additional understanding of inland waterway transport as compared to other nations. The result is that banks are less hesitant to offer finances, and are tending to be in agreement, reasonably, lesser interest rates. On the other hand, when the more encouraging funding situation within a country are because of nationwide or local strategies of the system and not to particular plans of organization within the banking as well as finance industry there will certainly be discrimination in the market that cannot be termed as normal. At this point, taking steps to make the aggressive atmosphere more identical seem to be necessary. There is a small uncertainty that these discriminations currently exist within the industry. For example, the government or bank assures directive within the United States. The presence of these forms of investment sustenance plans explains to a large extent the variations within fleet savings on macro level. Another example can be of the details why the American fleet has a comparatively advanced of new constructing activities in addition to high rates of restitution. An additional area of action to synchronize market situation links with the needs regarding indemnity of vessels. Huge variations are present among nations of the European Union. In some regions of the European waterway network ships are permitted to function that are partially indemnified. Conformity on standardized lawmaking values could enhance the aggressive circumstances within this market and successfully leave out transportation protection from opposition by asking from every operator’s satisfactory exposure levels. 2.2 Official Recognition In many countries, businesses are not pleased with the performance of the scrutiny system. For example, long hindrances while getting official documents, blunders and so on were checked in several countries, and are known to be a major barrier. Largely, the performance of the system could be clarified via the lack of experienced workforce. This is especially accurate in Western Europe and United States. Following the “inactivation of the “old-for-new” scrapping regulation” (Brown, 2010, p. 91) as well as the constructive market expansions in the last couple of years there has been a rush within new creation of vessels. The subsequent quick rise in demand for the scrutiny system during the last seven years is among the major causes of the issues that are now noticeable. The existing concerns could have been anticipated to a certain extent. As a result, the “understaffing could be blamed on the authorities themselves” (Brown, 2010, p. 152). On the other hand, the present boost in investments is as well linked with the expansion of the business all-together and relies on international fiscal growths, and these are less conventional. “Everything that could be done to improve the performance should be done, but it may not be advisable to expand the number of inspectors too much” (Brown, 2010, p. 188). 2.3 Barge Process In nearly all nations the shortage of knowledgeable employees is revealed as a key barrier. It is remarkable to see that countries at times believe that relocation of personnel hired from fresh affiliate regions might be a solution to the concern in the times to come, whereas it is obvious that the fresh affiliate regions have an identical, if not even worse issues with lack of employees. A few reports show that the shortage of appropriate guidance facilities is among the reasons for the deficiency of workers. On the other hand, some reports reveal the more basic crisis that careers of workers within the industry are merely not lucrative enough to create a center of attention for youth. The second basis appears to be more reasonable in view of the fact that nations where training opportunities present the similar crisis of employees shortages takes place. It does not appear to be a barrier directly linked to a particular type of directive or organizational constraint. Just the directive on the staffing needs naturally has a direct effect on the mount of staff considered necessary in the inland waterways transport region. In view of transformation of vessels in addition to openings offered by ICT issues are raised regarding the real requirement for amount as well as qualifications of employees to deal with the vessel in the coming times. Perhaps, to a certain level, the number of personnel considered necessary could be lessened because of mechanization of particular functions. Besides, when the setback is with the careers as such there appear to be no way out for the lack than to increase income and or make minor labor working situation a lot more striking. At this point, “market forces of supply and demand on the labor market should do their work and there is little justification for involvement of other parties in this process” (Stephen, 2010, p. 111). The requirement of standard / harmonized professional profiles corresponding to working group requirements was as well considered as a barrier. This seems to be a strange level, which in fact is connected to guideline. A number of countries to be a significant barrier mentioned the crisis of non-conformity with guideline on relaxing and seafaring times. This is as well a barrier, which are ready struggle between organizations iniquitous. Therefore, in case of dada kay beech, main expect of non-compliance is completely reasonable. Unexpectedly there is a little number of regular barriers within these countries. It appears that following the liberalization of the market and the finish of the “old-for-new” (Stephen, 2010, p. 132). This is the class of hurdles which has shown a considerable increase in the last couple of years. Many studies talk about oppressive necessities that operators have to complete for the “transportation of liquid cargo, animal feed and transport of waste” (Stephen, 2010, p. 135) with the intention of being put on a list of organizations out of which the transportation businesses are chosen with which delivery services discuss agreements. It looks as if little can be done to lighten the inland waterways transport industry from this stress. At most instances, the constraint were initiated as types of self directive within the market which, in addition, did not instigate in the inland waterways transport industry itself. The barriers were normally started as element of a structure for communally popular reasons. For example, this agreement with the lessening of calamity threats, lessening of harmful ecological effects, the development of foodstuff security and so on. Besides, the systems are mostly part of corporate social responsibility plans of bigger businesses. At this time, a number of corporate social responsibility activities are rather general among better organization. 2.4 Communication Channels Even though a lot of barriers were revealed in this category; a small number succeed as authoritarian or managerial. The most significant ones which do so and which are regular barriers are setbacks with local or port authorities. Setbacks are reported on non-precision of the port outstanding amount, restricted opening times, inadequate facilities in port and dropping the number of services. A large number of nations indicate at the need of a common language as a dilemma for operators within global transportation. In air as well as in sea transport, English is utilized as a general language for the business. The option for United States in inland waterways transport, on the other hand, is quite complicated. In point of fact, English is barely used anywhere at all in the inland waterways transport market in the United States. “It is politically sensitive to introduce one language, and there are proponents for the current system with the use of relevant national languages as well. Alternatives could be the formation of a global record for “multilingual operating instructions, or the use of one common language for communication along the Danube” (Zumerchik & Danver, 2009, p. 213). The final would at least enhance information exchange between vessels as well as land based services in those areas. Generally speaking, the opinion of a number of operators as well as transporters was that the barriers have risen during the past few years. However, the overall picture is not clear. A survey that was held last year, after you Netherlands, designated that here is approximately an even crack among “on the one hand the group of companies having no problems and / or seeing clear improvements and on the other hand the group of companies having problems and/or thinking that the problems are getting worse” (Bauer, 1999, p. 92). Despite the fact that there has been a considerable lessening of barriers as a result of the liberalization the market during the 1990s, it looks like that a number of fresh forms of barriers have surfaced again. Above all, the category of harms linked to a diversity of enhancements in society has improved during the last couple of years. With others, the fresh barriers include “quality systems like GMP, EBIS, ISO-systems” (Wheat, 1999, p. 17), garbage transportation needs, unsafe merchandise management etc. At many use as the rules / administrative needs in this new category are to a large extent of a commercial nature - types of self guideline of other market parties. A number of occasions / achievements that could be taken to try or at least “weaken the collision of issues are doable and have been planned during the last part of the study. However, the possibilities to achieve such reductions are limited when market parties impose restrictions on themselves or when the type of regulations or administrative requirements originates not in the industry itself” (Wheat, 1999, p. 23). It seems that, unhappily, this is the instance for a large number of barriers found in the United States Inland Waterways Transport industry. Other forms of these barriers are: (1) variations in the rates of taxation as well as communal; (2) concerns within France with the 35-hour regulation and unique financing situation within financial markets in an amount of required goods. Either other forms of success should be chosen, or some specific associate region and / or private groups should be addressed. In short, these barriers take account of the following: Issues with seafaring - as well as resting time guideline and workforce composition Extensive postponements to get official documents The shortage of appropriate career profiles - moreover, to a particular point, issues with shortage of personnel could be dealt with The mystification on the subject of inland water transport centric charges The impediments as a consequence of red tape as well as unproductive methods on the borders with non-European nations countries. Moreover, “perhaps, the problems due to different languages within the inland water transport industry might be such a prospect as well” (Handly, 2005, p. 34). Case Study a. The company has already boosted its marketing efforts in order to increase sales however it is very important to understand that increase in marketing, advertisement and promotion of services can only be effective if it is backed by the quality of the service which is being conveyed to the customer. Marketing alone may increase sales but it will only be for short time period as when customers will not be satisfied they will not bother to avail our services again so effective marketing strategy should be adopted. The other thing that the JIT trucking limited should do that they should diversify its operations by introducing new modes of transport facilitating different segments of consumers or they can also introduce specialized transportation services for dangerous and perishable goods thus increasing its market share. It should also render its services as a third party contractor by providing high quality services for maximum satisfaction (Armstrong & Kotler, 2011, pg 45). b. JIT should focus on improving its relations with local residents by promoting recreational activities and by ensuring that they strictly adhere to the environmental standards. They should ensure that their trucks fuel emission strictly complies with the standard fuel emission rate and all steps should be taken to lower this rate. c. Following are the advantages of Outsourcing: Outsourcing lowers the cost. Gives an opportunity to access wide range of skills anytime without hiring a person with these skills Gives you flexibility as now you can get trained workforce anytime at short notice Following are the disadvantages of outsourcing: It may give rise to risk of miscommunication, as the workforce is not directly being hired and trained by us. Difficulty to find the right and reliable service provider who can live up to our expectations It will give rise to lack of control over employees hired through third party contract (Langfield-Smith, et al., 2000, pg 33-38). References Armstrong, G. & Kotler, P. 2011. Marketing: An Introduction: Global Edition. Upper Saddle River, NJ.: Pearson Prentice Hall. Bauer, K. J. 1999. A Maritime History of the United States: The Role of America's Seas and Waterways. South Carolina: University of South Carolina Press. Brown, E. E. 2010. Commerce on Early American Waterways: The Transport of Goods by Arks, Rafts and Log Drives. New York: McFarland. 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