Metaphor in Hamlet Essay -- essays research papers

Metaphor in Hamlet In Shakespeare’s Hamlet, Act III scene 1, Hamlet’s soliloquy of â€Å"To be or not to be† is full of metaphors that bring the various themes of the play together. One of the primary themes of the play is Hamlet’s uncertainty of action and inability to decide how to cope with the problems he faces. In Hamlet’s soliloquy, Hamlet metaphorically discusses his indecisiveness about the importance of continuing his life and asks himself â€Å"whether ‘tis nobler of the mind to suffer the slings and arrows of outrageous fortune or to take arms against a sea of troubles, and, by opposing them, end them.† Hamlet wonders whether it is worth facing all his problems (â€Å"slings and arrows of outrageous fortune†) or to commit suicide (â€Å"and by opposing them, end them.†) Hamlet metaphorically comp...

Airline Demand Forecast

STIMATION OF AIR TRAVEL DEMAND IN TURKEY ENAR TUNC, Orhan sIvrIkaya* Okan UNIVERSITY Title: ESTIMATION OF AIR TRAVEL DEMAND IN TURKEY Orhan Sivrikaya*(Candidate Phd. ), OKAN UNIVERSITY Tel: 0-532-4265392 Fax: [0-212-4652299] Email: [email  protected] com Enar Tunc, Professor of Industrial Engineering, OKAN UNIVERSITY Keywords * Domestic Air Transportation, City Pair, Origin and Destination, Demand, Forecast, Gravity Model, Multivariate Regression and Detour Factor. Total Page: 11 AbstractAccuracy in estimating airline market demand is a key element while an airline is planning its short term or long term business plan regardless of its status quo being an incumbent or startup company. Turkish domestic market of air travel industry has been dramatically grown in recent years especially after the deregulation commencing on the renewal of air transportation policy in 2003. However there is not any relevant scientific research in the literature to analyze the determining factors on air travel demand of domestic city pairs in Turkey.A multivariate regression model is generated in order to fit the air travel demand in number of passengers carried. The model is based on aggregate individual market which consists of on-line city pairs. The model is found significantly representative within the experimental data out of the years 2008 and 2009 including the origin and destination pairs for 40 on-line cities. Then, the model is tested by using 2010 figures in order to compare prediction values with actual figures. Accuracy level is found to be encouraging for potential new airports or potential new routes to be evaluated by using the model estimates. . Introduction The deregulation of air transportation market in Turkey in 2003 has started revolutionary changes in the airline industry. New government having the target to increase the portion of air travel out of all modes of local transportation attempted to encourage more airline companies to enter the market and enabl e them to offer more attractive prices by tax cutting specific to the airline sector. Price oriented competition has worked very well to generate significant airline passenger traffic.Low Cost Carriers have contributed to exercise a sustainable two digit growth by stealing passenger traffic from bus transportation as a result of shortening the gap between relative prices. Turkish Airlines as a legacy carrier has responded to structural changes in the market by applying dynamic pricing policy and growth strategy to benefit from economies of scale resulting in increase in productivity. Big changes in airline passenger traffic in Turkey create a challenge to testify any claiming model built to estimate air travel demand. Macroeconomic or demographic changes do not seem to be responsible for whole boost in air travel demand.Competition doubled or tripled available seat capacity on some routes so that it was required a different strategy to generate additional demand to achieve in satisf actory load factor which is a key performance indicator for airline profitability. Airline traffic is most of the time considered as a significant indicator for the performance of the nation’s entire industry since it is highly correlated with the number of business events and interactions with other industries simultaneously. So, it implies that changes in economies may influence airlines traffic indirectly.However, airline specific parameters like ticket price and degrees of competition are also supposed to be main driver for passenger demand besides the macroeconomic factors. The sustainable success of any organization or company is closely related with how well management or decision makers are able to foresee the future and develop appropriate strategies. The objective of this study is to examine the demand size for air transport in Turkey and show its implications for air transport planning. 2. BACKGROUND It has been seen throughout the results of the previous research in the iterature that one of the most important issue to develop a predictive model is to choose the right combination of the variables which represent the determining factors involved in the model. These variables are categorized by two subgroups (Carson et al. 2010): 1. Geo-economics Factors: which consist of geographical characteristics, economical activities, social factor etc. 2. Service Related Factors: which are related to airline dependent factors. The other prominent aspect of model generation is the level of forecast which can be classified by two groups as well; 1.Microscopic Model: Airport specific or city pair specific data is involved such that it refers the total number of incoming and outgoing passengers per particular airport or per city pair. 2. Macroscopic Model: Region or country specific data is involved such that it refers to aggregated number of passengers in a region or country regardless of origin or destination city. Aggregate Individual Market (AIM) foreca st outperforms the aggregate approach since the forecasting power gained by exploiting heterogeneous information across markets dominates the forecasting power lost due to estimation of many coefficients (Carson et al. 2010).Local area information appears to be more relevant in determining local O&D travel than of national information such as gross domestic product (Bhadra 2003). ————————————————- 3. OVERVIEW OF THE determ? nants for air passenger demand ? n turkey Turkey is spread over a wide geographical area and road ways are not adequately constructed for all direction. Hence, air transportation is supposed to have more shares out of total statistics in domestic transportation covering all possible city pairs. While the gap between relative prices is being shortened, more and more people find it affordable to fly.This study is aiming to find out the determining fac tors which are concerned to turn potential demand into air travel passengers. The proposed model is not only to explain actual traffic results but also to estimate potential traffic between cross cities which are not connected directly or to evaluate off-line cities to build new airport. Population, gross domestic product per capita and employment rate are considered as the leading macroeconomic dynamics behind air travel demand as depicted in the Table 1. Average fare has a stimulating effect on airline demand as Brons et al. 2002) pointed out that ticket price is an elastic driver for airline demand generation. There are also specific indicators for a particular city pair traffic representing interactivity between the concerning cities such as distance and number of migrants from each other. The number of bus registered in a city is indicating the volume of bus transportation which is considered to be negatively related with air travel demand. Since number of carriers as a degree of competition contributes to market expansion, it is also embedded in the model expecting a positive relation with air travel demand.Table 1 Commonality in Types of Variables Variable’s Name| Percentage of Occurrence*| GDP| 50. 0 %| GDP per Capita| 35. 7 %| Unemployment Rate| 14. 3 %| Fuel Price| 7. 1 %| Number of Employees| 7. 1 %| Population| 42. 8 %| Average Fare| 57. 1 %| CPI| 14. 3 %| Trade per Capita| 14. 3 %| Exchange Rate| 14. 3 %| Service Frequency| 28. 6 %| Distance| 42. 8 %| Expenditures| 7. 1 %| * The percentages are calculated out of a sample of 14 different relevant articles. Most of the itineraries between city pairs are not directly connected that means air passengers travel with connecting flights via one or more transfer points.If there is no direct service the dummy variable transit gets 1 and 0 otherwise. Naturally, passengers would not prefer to fly with connecting flights so it is anticipated to be negatively affecting air travel demand. 4. ECONOMETRIC ESTIMATION data, Methodology and results Data availability is main issue when data coverage is decided. Experimental model is based on the data of the two years 2008 and 2009 since all explanatory variables are available within the specified period. There are 40 on-line destinations in domestic network in Turkey.This number of destinations can theoretically generate 1560 different origin and destinations (O&D’s) on which direct or connecting flights are possible. However experimental sample does not cover data for all possible on-line O&D’s because some city pairs which are at close distance are not meaningful to fly with connecting flights or the concerning flights are not connected each other. There are 231 city pairs which are served with direct flights, whereas the remaining city pairs are found to be flown by connecting flights via an appropriate domestic hub.Under the assumption of approximately the same number of O&D’s for each year, data size will be duplicated for the two year’s period. Airport statistics for all scheduled carriers are used in the experimental model as a source of the dependent variable. Transfer traffic is removed from the statistics for each city pair, since the proposed model is to estimate pure O&D passenger by using data specific to the corresponding city pairs. Average prices for each city pair are estimated by using airlines’ web site. Road distance between the cities is taken from the web site of the General Directorate Highways of Turkey.Population of the cities, GDP per capita of the cities, the number of migrants between the cities, the number of bus registered in the city’s account and labour rate of the cities are obtained from the Bureau of Statistics in Turkey. Weighted average of the corresponding city’s population is used, while GDP per capita and the labour rate are being converted to O&D level. A variety of different models exist for passenger volu me estimation. Since no single model guarantees accuracy, airlines in fact compare forecasts from several different models.Within this set of forecasting methods, the most demand models used are of the simple gravity type formulation. (S. C. Wirasinghe et al. 1998). The gravity model for the estimation of domestic passenger volume between city-pairs is examined in this study. By excluding unavailable service-related or market specific input variables, and using cross-sectional calibration data, the model is particularly applicable to city-pairs where no air service exists, historical data is unavailable, or factors describing the current service level of air transportation are not available.Average price for city-pairs with no air service is estimated by fall back mechanism that it uses the average price which is normalized by distance of the cities having similar market structure. All other explanatory variables are not service related factors and available for the city-pairs with no air service. The gravity model takes the form: D=?. AaBbCc†¦ This model assumes that the marginal effects of each variable on demand are not constant but depend on both the value of the variable and the values of all other variables in the demand function (Aderamo 2010).In other words, the explanatory variables affect demand in multiplicative manner. Partial derivation of any independent variable proves aforementioned relationship. However, this model can be made suitable for multiple regressions by applying logarithmic transformation. Logarithmic form of the gravity model takes the form: LogD=? 0 + ? 1LogA + ? 2LogB + ? 3LogC +†¦ where ? 0=Log? It is obvious that interdependency is resolved in this form so that multiple regression model can be applied. The proposed multiple regression model is generated by using SAS Jmp 9 tool.Table 2 shows the matrix of correlation between the independent variables. The results show that some of the variables are interrelated. For exa mple, Log_Migrant has a correlation coefficient of 0. 8661 and 0. 8150 with Log_Pop* and Log_Bus* respectively. Where both Log_Migrant* and Log_Pop* are calculated by taking the product of population of origin and destination cities. However, omitting any of these two variables would substantially reduce the model fit. As the goal is to obtain a reliable estimation of the passenger volume, all interrelated variables were included (Grosche et al. 007). Furthermore, it has been said that if the sole purpose of regression analysis is prediction or forecasting, then multicollinearity is not a serious problem because the higher R2, the better prediction(R. C. Geary, 1963). In order to verify stepwise regression fit of the model, stepwise process by backward direction and minimum AICc selection is used. When all independent variables as depicted in Table 2 are entered, the smallest AICc value 2665. 913 is found. Adjusted R2 as shown in the Table 3 is 0. 823991 which is fairly good.In the Table 4, adjusted R2’s are compared including the relevant articles in the reference list. This comparison table shows that the studied model efficiency is relatively successful. As shown in the table 5, the F test also shows that the regression is significant since F statistic of 497. 2411 is obviously higher than the critical value of 2. 32 at 0. 01 level of significance. In the table 6, parameter estimates are depicted. As seen in the table, all independent variables are significant at 0. 01 level of two tail significance considering their t-statistics.Since the coefficients of the regression model represent elasticities of the corresponding variables, how change of any variable affects demand estimation can be determined. The price elasticity of passenger demand is approximately -1. 1 which implies that airline passenger demand in Turkey is elastic. This finding is compliant with the fact that after low cost carriers entered into the market by lowering ticket prices, mark et size has been tramendously enlarged. Domestic passenger traffic grows higher than the decreasing rate of ticket price.Both GDP per capita and ticket price seem to have elastic impact on passenger demand estimation. Air transportation and bus transportation seem to be competing each other because of their negative relation. When air service is provided by connecting flight which means transit traffic, air transport demand is decreasing. This result is not surprising because people do prefer to fly directly. Another result is that the number of airlines participating in each O&D market tends to have a positive impact on the number of passengers traveled between O&D pairs, perhaps representing the ffects of choice more than anything else. Lastly, distance and the number of migrants are found positively related with air transport demand as expected. Table 4 Model Efficiency Benchmark| Research Name| Level of Forecast| Author| Year| Independent Variables| Observation| Adjusted R Square| Demand For Air Transport In Nigeria| Aggregate| Adekunle J. Aderamo| 2010| Index of AgricultureIndex of ElectricityGDP| 23| 0. 923| Air Travel Domestic Demand Model in Bangladesh| Aggregate| Md. Jobair Bin Alam Dewan Masud KArim| 1998| PopulationGDPDistance| 31| 0. 8| An Econometric Analysis of Air Travel Demand in Saudi Arabia| Aggregate| Seraj Y. Abed Abdullah O. Ba-FailSajjad M. Jasimuddin| 2001| PopulationTotal Expenditures| 25| 0. 959| Regression Model for Passenger Demand: A case study of Cairo Airport| Aggregate| Dr. Khaled A. Abbas| 2003| Population GDPForeign Tourist| 88| 0. 82| Demand for Airravel In USA| O&D| Dipasis Bhadra| 2003| Density, Interaction, Distance, Marketshare, Fare| 2424| 0. 57| An Aggregate Demand Model in Hub-and-Spoke| Aggregate| Wenbin WeiMark Hansen| 2006| Frequency, Number of Spokes, Fare, Distance, Capacity, Traffic Type| 897| 0. 92| Gravity Model for Airline Passenger Volume Estimation| City-pairs| Tobias GroscheFranz RothlaufArmin He inzl| 2007| DistancePopulationCatchment Area| 956| 0. 761| The number of migrants indicates the relationship between city-pairs hence it positively affects on point to point air traffic demand. When distance is greater, air transport demand increases due to the fact that people get higher utility comparing to the alternative modes of transportation. In the figure 1, model fit of the experimental data is shown in scatter diagram. There are total 955 observations within experimental data.A test data is obtained from 2010 actual results which consists of 562 observations. The model predicts 2010 figures with a Mape (Mean Absolute Percentage Error) value 14. 1 %. Actual data of 2010 is refined by excluding the O&D’s having less than 104 yearly passengers flow and detour factors smaller than 3. Logic of this filtering is to choose meaningful connections out of the all itineraries. Although the model is performing significantly well with a relatively high Rsquare value, small d iscrepancy in prediction value may result in larger inaccuracy in passenger demand estimate because of logarithmic aspect of the regression. . CONCLUSION This study demonstrated that the proposed econometric estimation and using micro data based on local area information can result in substantial insights to O&D travel. The demand model reveals all the quantitative relationships among the used variables, which is helpful for airlines to understand the consequence of change of their decision variables or adjustment of their routing structures, and also useful for the related authority to quantify the benefits of airport capacity expansion and to take into account while airport building plan is being evaluated.It would be advantageous to extend the time period covered by the analysis. This would enable to examine possible differences in elasticity amongst city-pairs. Extending the data back in time would also provide observations of airfares progress. The model efficiency may be i mproved for even more reliable estimation, if more independent variables indicating bilateral relations between city-pairs are embedded in the model such as the number of call between city-pairs or credit card statistics of domestic visitors. References S. C. Wirasinghe and A. S. Kumarage, An Aggregate Demand Model for Intercity Passenger Travel in Sri Lanka.Transportation 25: 77-98, 1998. R. C. Geary, Some Results about Relations between Stochastic Variables: A Discussion Document, Review of International Statistical Institute, Vol. 31, pp. 163-181, 1963. Richard T. Carson, Tolga Cenesizoglu and Roger Parker. Aggregate Demand for USA Commercial Air Travel. Department of Economics, University of California. 2010. Elton Fernandes and Ricardo Rodrigues Pacheco. Air Transportation Analysis: Passenger Demand in Brazil. Aerlines Magazine e-zine edition, issue 33. Adakunle J. Aderamo. Demand for Air Transport in Nigeria. Journal of Economics, 1 (1): 23-31 (2010).Md. Jobair Bin Alem and De wan Masud Karim. Air Travel Demand Model For Domestic Air Transportation in Bangladesh. Journal of Civil Engineering The Institution of Engineers, Bangladesh Vol. CE 26, No. 1, 1998. Seraj Y. Abed, Abdullah O. Ba-Fail and Sajjad M. Jasimuddin. An Econometric Analysis of International Air Travel Demand in Saudi Arabia. Journal of Air Transport Management 7 (2001) 143-148. Abdullah O. Ba-Fail and Seraj Y. Abed. The Determinants of Domestic Air Travel Demand in the Kingdom of Saudi Arabia. Journal of Air Transportation World Wide Vol. 5, No. 2 – 2000. Abdullah Omer Ba-Fail.Applying Data Mining Techniques To Forecast Number of Airline Passengers In Saudi Arabia (Domestic and International Travels). Aviation Institute, University of Nabraska at Omaha, 2004. Senanu Ashiabor, Hojong Baik and Antonio Trani. Logit Models For Forecasting Nationwide Intercity Travel Demand in the USA. Journal of the Transportation Research Board, No. 2007, Washington, D. C. , pp. 1-12 2007. J. Scott Arm strong and Michael C. Grohman. A Comparative Study of Methods for Long-Range Market Forecasting. Management Science, 19 (2), pp. 211-221 1972. Khaled A. Abbas. Conceptual and Regression Models for Passenger Demand Prediction.Aerlines Magazine e-zine edition, issue 26 2003. Dipasis Bhadra. Demand for Air Travel in the United States: Bottom-up Econometric Estimation and Implications for Forecasts by Origin and Destination Pairs. Journal of Air Transportation Vol. 8, No. 2 – 2003. Radosav B. Jovanovic. Generalised Intrinsic Characteristics as a Forecasting Tool: A dynamic perpective. Second International Conference on Research in Air Transportation – Belgrade, June 24–28 2006. Martijn Brons, Eric Pels, Peter Nijkamp and Piet Rietveld. Price Elasticities of Demand for Passenger Air Travel. Journal of Air Transport Management 8 pp. 65-175 2002. Dail Umamil Asri and Yoriyasu Sugie. Simultaneous Demand Model for Passenger Travel. Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 4, October, 2003. Joyce Dargay and Mark Hanly. The Determinants of the Demand for International Air Travel to and from UK. ESRC Transport Studies Unit, Centre for Transport Studies, University College London, November 2001. Catherine Zhukovskaya. Use of the Generalized Linear Model in Forecasting the Air Passengers’ Conveyances from EU Countries. Computer Modelling and Technologies, Vol. 11, No. 1, pp. 62–72, 2007. Wenbin Wei and Mark Hansen.An Aggregate Demand Model for Air Passenger Traffic in the Hub and Spoke Network. Transportation Research Part A 40 pp. 841–851, 2006. Matthew G. Karlaftis. Demand Forecasting in Regional Airports. Straer 7 pp. 100-111, Tr. 312, 2008. Tobias Grosche, Franz Rothlauf and Armin Heinzl. Gravity Models for Airline Passenger Volume Estimation. Journal of Air Transport Management 13 pp. 175-183, 2007. Chaug-Ing Hsu and Su-Miao Liu. Predicting City-Pair Air Passenger Traffic Using Grey Topological F orecasting Model. Journal of the Eastern Asia Society for Transportation Studies, Vol. 5, October, 2003.

Correlation Between Gang And Gang Delinquency - 1832 Words

Introduction When potential gang members become exposed to certain life situations they have a higher risk of joining a gang. When someone joins a gang they become susceptible to partaking in actions that they would not normally do. This paper will give some idea of what a gang is and describe some factors that can motivate a person to get involved with a gang. It will also explain the problem associated with an increase of gang member activity that result of a higher gang homicide. The data will show that the estimated number of gangs was at a high, then that number trended downward. Finally the number has risen to the present and has steadily plateaued at the high. In this report I will explain the relative correlation of the†¦show more content†¦Part of the problem is that in the large major cities youngsters who are suffering from boredom, despair, and poverty can easily be enticed into the idea of being part of a gang. With these ideas of involvement, it is increasing the gang membership in larger cities. Studies have shown an increase in gang involvement since 2003 but now is stabilizing. This is a growing problem because if we do not increase activities such as prevention groups or getting the police involved in community programs in cities encouraging youth participation it could begin to rise again over a few more years. Police need to not be just a figure in a uniform, but get involved and let youth and adults know that the figure in the uniform is a person who cares about them and the community. What is a gang and what do they do? There are many definitions for what a gang is. According to The National Gang Center website, one definition of a gang is a group of youngsters or adolescents who associate closely, often exclusively, for social reasons, especially a group engaging in delinquent behavior such as a gang of thieves. Some factors that make a gang a gang are that the group has three or more members, generally aged 12–24, the members share an identity, typically linked to a name, and often other symbols. The members view themselves as a gang, and they are recognized by others as a gang. The group has some permanence and a degree of organization and the group is involved in an elevated levelShow MoreRelatedCorrelation Between Gang And Gang Delinquency1859 Words   |  8 PagesWhen potential gang members become exposed to certain life situations they have a higher risk of joining a gang. When someone joins a gang they become susceptible to partaking in actions that they would not normally do. This paper will give some idea of what a gang is and describe some factors that can motivate a person to get involved with a gang. It will also explain the problem associated with an increase of gang member activity that result of a higher gang homicide. The data will show that theRead MoreSummary : Youth Gang And Violence1615 Words   |  7 PagesIskuhi Kalantaryan Juvenile Delinquency Sunday, March 27, 2016 Analytic Essay Youth Gang and Violence Delinquent Behavior â€Å"Gang† â€Å"Youth Gang† and â€Å"Street Gang† are just labels used to describe young people consisting of three or more individuals organized to achieve a typical objective and who share a common identity. There is no single and universally accepted definition of gang, gang member and gang activities in the United States, howeverRead MoreLife Of A Gang : Youth853 Words   |  4 PagesLife in a Gang Youth are exposed to gang life at an early age, sometimes as early as 10 or 11 years old. Observing older and respected gang members can often lead to impressions among youth that lead them to believe gang life is the way to gain access to things such as status, money and prestige. 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Critiquethe Manager’s Job Folklore and Fact - 1532 Words

|The Manager’s Job: Folklore and Fact |September 28 | | |2012 | | |Friday Library | | |1:00Pm | Individual Critique The Manager’s Job: Folklore and Fact By Henery Mintzberg Summary †¢ Does anyone can fully expound what is manager’s job? The purpose of the†¦show more content†¦For example, he points out subordinates can’t get privileged information when their superiors leave the job, because their boss was in centralized information centre. This is a very convincing point but there is no data or actual case to back up his point. The subordinates may have other resources to get what they need. Later, aurthor describes how positive effect when analyst and manager can help each other in dealing with complicated problems. It would be more convincing if aurthor give a living example. †¢ To explain how to make management more effective, aurthor lists three chanllenges that managers are facing. He indicates personal experience is quite important, it’s a very good point. In China, there is a proveb â€Å" A fall into a pit, a gain in your wit†, people observe and learn things, the bitter fact that let you rememer more clearly. In a company, effective managers can perceive and handle the art of management. ( Michael Armstrong 1998), they learn from their customers, superiors and subordinates, and turn either good or bad experience into advantageous information that they can use it to adapt or better their behaviours. In a word, a good manager can be described a good experience learner. Conclusion This review has summarised and criticaly reviewed Henery Mintzberg’s article â€Å" The manager’s job: Folklore and Fact†. 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How Do People Affect Us And How Much They Impact Us

Throughout your lifetime people will come in and out of your life, what we never consider is how much that person will affect us and how much they impact us. When someone comes into your life and makes you feel special or important, and they start to change, and continue to hurt you, you start to realize that something has to change and it might be time to move on. It had been 8 months, my boyfriend and I had been together off and on. I had invested time, love and energy into this relationship. There have been hard times with him where I just wanted to give up on us but I couldn’t. He was constantly going out and I would be forced to stay in the house, this caused me to not trust him because I knew he was going to be out messing around with females. In the back of my head I knew he had been out messing with other females and I always wanted to speak up I just never had any proof. 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Coca Cola Advertising Free Essays

Strengths 1. The best global brand in the world in terms of value. According to Interbrand, The Coca Cola Company is the most valued ($77,839 billion) brand in the world. We will write a custom essay sample on Coca Cola Advertising or any similar topic only for you Order Now 2. World’s largest market share in beverage. Coca Cola holds the largest beverage market share in the world (about 40%). 3. Strong marketing and advertising. Coca Cola’ advertising expenses accounted for more than $3 billion in 2012 and increased firm’s sales and brand recognition. 4. Most extensive beverage distribution channel. Coca Cola serves more than 200 countries and more than 1. 7 billion servings a day. 5. Customer loyalty. The firm enjoys having one of the most loyal consumer groups. 6. Bargaining power over suppliers. The Coca Cola Company is the largest beverage producer in the world and exerts significant power over its suppliers to receive the lowest price available from them. 7. Corporate Social Responsibility (CSR). Coca Cola is increasingly focusing on CSR programs, such as recycling/packaging, energy conservation/climate change, active healthy living, water stewardship and many others, which boosts company’ social image and result in competitive advantage over competitors. Weaknesses 1. Significant focus on carbonated drinks. The Coca Cola Company is still focusing on selling Coke, Fanta, Sprite and other carbonated drinks. This strategy works in short term as consumption of carbonated drinks will grow in emerging economies but it will prove weak as the world is fighting obesity and is moving towards consuming healthier food and drinks. . Undiversified product portfolio. Unlike most company’s competitors, Coca Cola is still focusing only on selling beverage, which puts the firm at disadvantage. The overall consumption of soft drinks is stagnating and Coca Cola Company will find it hard to penetrate to other markets (selling food or snacks) when it will have to sustain current lev el of growth. 3. High debt level due to acquisitions. Nearly $8 billion of debt acquired from CCE’s acquisition significantly increased Coca Cola’s debt level, interest rates and borrowing costs. . Negative publicity. The firm is often criticized for high water consumption in water scarce regions and using harmful ingredients to produce its drinks. 5. Brand failures or many brands with insignificant amount of revenues. Coca Cola currently sells more than 500 brands but only few of the brands result in more than $1 billion sales. Plus, the firm’s success of introducing new drinks is weak. Many of its introduction result in failures, for example, C2 drink. How to cite Coca Cola Advertising, Essay examples

Code of Ethics Sustainable Business Communities

Question: Describe about the Code of Ethics for Sustainable Business Communities. Answer: 1: As a Civil Engineer and that too at a higher level in the organisations hierarchy I am fully aware that the professional Code of conduct. In analysis the Samarco disaster the first thing that strikes that all the areas of ethical conduct as required under the engineering profession. To quickly recapitulate the entire disaster it is found that with the falling prices of Iron Ore pellets in the market the company started stepping up its production. Now higher production meant higher generation of waste materials. While the retaining capacity of the waste material remained a constraint the company decided to raise the height of the dams holding the slurry waste. Despite the warning from the original designer about the raised walls being precariously placed and cracks having shown up in many places in the dam the organisation decided to play down the danger and the dam eventually gave way(Mackenzie, 2016). The damage was extensive and the worst part of the entire scene is that the company is trying to find out the culprit instead of giving priority to rehabilitation of the people whose properties have been damaged. Now the individual aspects of the ethical code of conduct will be taken up for discussion and it will soon be evident that the catastrophic condition would have struck sooner or later. Demonstrate Integrity: The mining company has consistently projected a picture to the people and the administration including the police that there was no cause for worry and every aspect of the mining activities were safe and secure. They knew very well that that the dams holding the waste sludge was not designed for accommodating the volume that was being generated(Smith, 2013). Practise Competently: Professional competence is very highly questionable here since apart from the very insecure condition of the dam the quality of the sludge it held was highly toxic and they had not taken the steps for treating the sludge for toxicity as would be expected from a competent engineer. The damage to the flora and fauna in the path of the slurrys travel indicates that professional competence is highly questionable(engineersaustralia, 2010). Exercise Leadership: The organisation failed to show concern for their people. When people were suffering so very acutely this company chief executive is constantly talking about finding out the reasons for this disaster. They were directly undermining the urgency about the need to rehabilitate the people and clear the mess created by the failing of the dam. The basic fault was in trying to serve the interests of the shareholders raising the production level without taking precaution to protect the interests of other stakeholders like the employees, the community and the environment(Gahan, et al., 2016). Promote Sustainability: Their actions very clearly manifest their very scant concern for the sustainability. They did a very shabby work of storing their mining waste when they should have taken much greater care to ensure that all danger zones are suitably looked into and problems addressed(Burke, 2011). 2: There are very clearly laid down rules for treatment of wastes, both from industries as well for mines, that before he wastes are released to the environment they should be treated adequately so that the damage done to the environment is controlled. The extent of strictness and coverage of these rules keep changing as time passes(Bagley, 2011). Now, in the extraction of Iron Ore from its deposits the generation of fines, undersize and earth content cannot be eliminated. Rules are very clear about the release of the waste products into the nature and they cannot be changed. Further, there may be some temporary benefits, mainly for the investors in flouting the rules but that cannot go on for all time(Griggs, Clarke, Iredale, 2009). Hence the first and foremost thing is to ensure that the working of the organisation does not violate the rules and at the same time act in a manner which is in compliance with the ethical demand of the profession. Compliance to rules is only the tip of the iceberg; the main idea is to ensure that the interests of all the stakeholders are attended to without neglecting the need of any stakeholder. The proposal is to put in place a system of treating the wastes so that they are harmless to the nature. The toxicity and acid content of the waste matter should not harm the flora and fauna of the land. This obviously is easier said than done since the process may involve a tidy investment towards the establishment of the waste treatment facility. While the organisation had in the past given the lowest priority to handling the waste matter it is now time to wake up to the fact that while by storing the waste products near the site of excavation may be legally tenable but ethically it stands on the way of professional engineers ethics. As engineers we have to behave more responsibly and ensure that none of our actions led to any legal or ethical violations in the long run(coursehero, 2014). While treating the waste generated is a certain way of being responsible for the well being of the community, another way would be to sell off the waste materials in the world market. The colour of the sludge that is shown flowing in the link indicates that the sludge contains a reasonably high content of iron ore. This is construed on seeing the colour which is dark red and has the colour of low grade iron ore. There are many steel plants in the world who may take away the waste material for use at their end after refining and washing. This company should not get constrained by the price it fetches it should be prepared to dispose of the waste materials at the rock bottom price. Whatever is not as a price is a bonus since thereby they save on the costs of treating the waste products. If there are no takers available, then this company should get rid of the materials without charging anything since that would enable them to avoid the expenditure involved in building dams and treatments. In this way both ethical as well as the legal requirements are fulfilled. 3: In Australia the laws pertaining to contracts are largely products of common law and have been evolved by the courts and are not generally passed by the parliament. A fundamental principle followed by common law is that all contracts are essentially bargains which have been made freely between parties who have equal say or power in executing the contract. The basic premise is that there is total and full freedom given to the parties in working out and finalising any contract. In the present day, however, the buyer and seller do not have equal power(Fairhall, 2012). The seller is usually a large business house with immense clout in the government and judiciary while the common man has to choose between take it or Leave it options(Quilter, 2014). Acceptance of an offer must be concluded with an agreement between two parties. After successfully compilation of the agreement, both the parties are legally bound to each other. Each party will be giving some consideration about the agreement for promise to do, or not do. There must be a legal opportunity to enter into an agreement or into the contract for both the parties. Every contract has some legal and unique requirements; like selling of land must be in writing. Consent to the agreement should be unique for each parties. Only those person who are into the agreement, can only enforce the particular contract. Finally the legality of contract describes that the purpose of the agreement is contrary to law and that can not be enforced by the court. Now, this case of the sportsman purchasing the automobile from this company who despite being told categorically by the sales person that the car can travel on its own pretty well but the driver of the vehicle must always be prepared to take over the control since there was no better way to travel than by ensuring safety by manual control when needed. Thus prima facie this company has delivered a vehicle which can generally travel on its own but the travelling should be ensured under the alert eyes of the driver. The customer did not heed the advice of the sales person and he did not even go through the details of the conditions of sale while signing the purchase contract. Judged by these facts the company is in a very sound position and there is not much cause for worry in this regard(Zetler, 2011). However, the main source of concern for this company is the revelation that the failure of the engineer to locate a technical fault. As per the case study the fault of the Self-Drive mode of the car has been acknowledged by BC due to human error by an engineer during the wiring, which led to the crash. This is the prime area of concern and the management must own up the responsibility for the failure which was due to a technical fault. As per the requirements of engineering ethics he engineer had not acted responsibly since his lapse in locating the loose wiring cost the customer dearly. Since their actions affect the people who use the cars the engineer should have taken the time for checking the circuit and ascertaining that it was technically perfect(Wilson, 2016). This might have meant a lower production figure for the day yet whatever number of cars would have come out that particular day would have been fit for use without causing an accident. This is to recommend to the management that while the commercial implications are important for every engineer the management must create a culture where the ethical aspect is given its due recognition and importance. This ethical stand should have been ensured and encouraged by the top management. Let us recollect the old saying The neck of the bottle is always at the top. References: Bagley, E. (2011). Managers and the Legal Environment: Strategies for the 21st Century; https://books.google.co.in/books?id=3eIJAAAAQBAJprintsec=frontcoverdq=L+Griggs,+E+Clarke+and+I+Iredale,+Manager+and+the+Law,+3rd+ed,+Lawbook+Co+Thompson+Reuters,+2009,+p+15.hl=ensa=X. Burke, T. (2011). Sustainable Australia Sustainable Communities. Retrieved August 31, 2016, from environment: https://www.environment.gov.au/system/files/resources/6944262c-e3de-4b70-9e09-e3e75668ce63/files/population-strategy.pdf coursehero. (2014, August 29). Managers and the legal environment Introduction. Retrieved August 31, 2016, from coursehero: https://www.coursehero.com/tutors-problems/Law/8607197-Further-instructions-to-students-This-ass/ engineersaustralia. (2010, July 28). Code of Ethics. Retrieved August 30, 2016, from engineersaustralia: https://www.engineersaustralia.org.au//sites/default/files/shado/About%20Us/Overview/Governance/codeofethics2010.pdf Fairhall, H. (2012, July). Australian Government Review of Australian Contract Law. Retrieved August 30, 2016, from lawsociety: https://www.lawsociety.com.au/cs/groups/public/documents/internetyounglawyers/644777.pdf Gahan, P., Adamovic, M., Bevitt, A., Harley, B., Healy, J., Olsen, J., et al. (2016). Leadership at Work: Do Australian leaders have what it takes?: https://sal.workplaceleadership.com.au/sites/default/files/inline-files/SAL-Report.pdf. Griggs, L., Clarke, E., Iredale, I. (2009). Manager and the law. Sydney: Lawbook Co Thompson Reuters. Mackenzie, A. (2016, March 04). CATASTROPHIC FAILURE. Retrieved August 31, 2016, from ABC: https://www.abc.net.au/4corners/stories/2016/02/29/4413666.htm Quilter, M. (2014, Octobor 01). The Law Handbook. Retrieved August 31, 2016, from legalanswers: https://www.legalanswers.sl.nsw.gov.au/guides/law_handbook/pdf/Ch12_contracts.pdf Smith, T. (2013, September 12). 16 Ways to Demonstrate Integrity. Retrieved August 30, 2016, from insightsfromanalytics: https://www.insightsfromanalytics.com/blog/bid/332218/16-Ways-to-Demonstrate-Integrity Wilson, . (2016). Codifying Contract Law: International and Consumer Law Perspectives; https://books.google.co.in/books?isbn=1317164822. Sydney. Zetler, J. (2011, Feb). MARKETING AND MANAGEMENT LAW . Retrieved August 31, 2016, from businessandeconomicsc: https://www.businessandeconomics.mq.edu.au/current_students/undergraduate/resources/unit_outlines_summary/ug/2011/buslaw/BUSL350_Marketing_and_Management_Law_2011_S2.pdf