Sir Tim Berners Lee The Inventor Of The World Wide Web...

Sir Tim Berners-Lee was born June 8th, 1955 in London, England and was one of the four children to Mary Lee Woods and Conway Berners-Lee. Tim Berners-Lee is known and credited as the inventor of the World Wide Web. Both of Tim Berners-Lee’s â€Å"parents worked on the first commercially-built computer† the Ferranti Mark I, which helped influence him into studying mathematics and science growing up as a child (Tim Berners-Lee Biography, n.d.). Tim attended Sheen Mount Primary School and then went on to study at Emanuel School in London, England. He then later went on to graduate in 1976 from Queen’s College of the University of Oxford with a first-class degree in physics. Soon after graduation, he received employment at a printing firm â€Å"Plessey Telecommunications Ltd., located in Poole, Dorset, England† (Dennis, 2014). He then eventually met his first wife Jane Northcote a fellow programmer who also studied at Oxford University. However, this relations hip ended soon after. He then eventually left Plessey Telecommunications Ltd. and went on to work at the European Organization for Nuclear Research, also known as CERN in Switzerland as a consultant software engineer where he built the first prototype of a hypertext program called ‘ENQUIRE’. In July 1990 Tim Berners-Lee married his second wife Nancy Carlson, who was an American computer programmer who he met while working at CERN. Together Berners-Lee and Carlson had two children together. Again, this marriage did not last long andShow MoreRelatedComputers And The World Wide Web Essay1462 Words   |  6 Pagesthe same purpose is the World Wide Web, more commonly referred to as the Web or the web. Similar to the development of computers, the World Wide Web was not created overnight, but took time, effort, and brainpower to invent. We can credit this fascinating invention that connects everyone in the world to British physicist and computer scientist Sir Tim Berners-Lee. Sir Tim Berners-Lee was born on June 8, 1955 in London, England to Mary Lee Wood and Conway Berners-Lee. Mary Lee and Conway met while theyRead MoreThe world wide web1019 Words   |  5 PagesThe World Wide Web â€Å"The Web does not just connect machines, it connects people† (Tim Berners-Lee). Tim Berners-Lee wanted to create a way for physicists to communicate information easily between one another. He ended up creating one of the most highly used pieces of software on the internet today and an incredibly versatile way of sharing information globally. The Web had become such a big part of our everyday lives that a lot of us would not know what to do without it. Some people do not fully understandRead More‘Privacy and a Digital Bill of Rights?’1098 Words   |  5 PagesThe world as we know is moving towards a more digital life style, where nearly everything that we own has some sort of electronic component built in it and is able to connect to the Internet. Users are able to browse the web, shop online for their favourite items from stores around the world and post a status update from any of their devices anywhere any time twenty-four hours, seven days a week. On an estimate in just 60 seconds we transmit nearly 640 terabytes of IP data. A major contributor toRead MoreThe Biography Of Wi Fi Signals1687 Words   |  7 PagesIn the world of IT, there are many pioneers that helped contribute to the way we use technology today, from early ideas of what a computer could be way before one was actually made, to the inventor of Wi-Fi signals. In this report I will be discussing 6 of them and evaluating which is the ‘top pioneer’. Firstly, Augusta Ada King-Noel, known as the Countess of Lovelace was an English Mathematician and writer during the 19th century. Born in London on the 10th December 1815, she was the only ‘true’Read MoreAnnotated Bibliography On The Library2199 Words   |  9 PagesData which works as the framework behind the Semantic Web, an idea developed by Tim Berners-Lee, the inventor of World Wide Web, aims at revolving the Internet into one large database instead of simply distinct collection of data. Today, where internet has been the first choice for the users to look for information, libraries should seize the advantage of the concept behind Linked Data. By attempting to make their resources available on the web, libraries can bring back their users because of theRead MoreApple - Design Thinking and Innovation at Apple7835 Words   |  32 Pagestime, th tomers. And, ter business. new busines uccess puzzle ional busines ________________ a Feinberg prepare on. Cases are not in ege. To order copi 02163, or go to ww nsmitted, without t Innova after the dra d hovered fo cts as world e epression. Wit billion, Apple lue of Sony C more amazin ce had hovere rom the firm s nearly writte development s been consid 10, it had fu ts sleek prod d tablet comp ome of the h he iPhone had Apple’s radi then picked u was theRead MoreScience and Technology13908 Words   |  56 PagesChildren of the World and 2005-2014 as the United Nations Decade of Education for Sustainable Development. Not only should young people benefit from these global initiatives, but they should be empowered to play a leading role in them. Each year, the essay contest adopts a theme relevant to building a Culture of Peace and a sustainable future, such as Respect for life, Caring for our planet, Learning to live together, and The role of media and ICT in building a peaceful world. The theme

Marketing Strategy The Jta s Marketing Plan - 1186 Words

Marketing Strategy The JTA’s marketing plan is to increase the choice riders, the millennials, and the aging baby boomers by 15% during the next year. The actual JTA’s strategy marketing plan to attract and retain choice riders and millennials is the followings: †¢ Improve the on-time performance and the frequency of service. †¢ Keep buses clean, safe, and well maintained. †¢ Adding ecofriendly and hybrid buses to the fleet. †¢ Introducing bikes on the Skyway †¢ Improve transit accessibility with new shelters on high frequency corridors †¢ Provide better, more timely and easy accessible information about JTA services through real time-information system †¢ Explore and develop niche markets through services like the Beaches, Downtown, and Riverside Trolleys †¢ Develop next generation of discretionary transit riders through efforts like the Magnet School Bus Program. Mission .The JTA’s is to improve the economy of the city by providing for the customers a safe and efficient multimodal transportation services. Marketing Objectives. This marketing objective will consist to increase choice riders and millennials by 15 % during 2 years. It will consist to retain and regain these target markets. It will have for objective to attract choice riders from the Magnet School Program and the different universities of the city. Financial Objectives. An increase of ridership will automatically increase the revenue. This strategy will improve the economy of Jacksonville. This gain will generateShow MoreRelatedMarketing Pl Essential Barbershop2613 Words   |  11 Pages ESSENTIALS BARBERSHOP Marketing Plan â€Æ' Essential Barbershop Marketing Plan Contents I. Executive Summary 2 1.1 Mission Statement 2 II. Situation Analysis 2 2.1 Market Needs 2 2.2 SWOT Analysis 3 2.2 Competition 4 III. Market Customer analysis 5 3.1 Market Analysis 5 3.2 Customer Analysis 5 IV. Marketing Strategy 6 4.1 Objectives/Goals 6 4.2 Target Marketing 6 4.3 Advertising Promotion 7 4.1 Product Service Analysis 7 V. Financial Projections 8 5.1 Marketing Budget 8 5.2 Expense and

Life Cycle Analysis of Aviation Products Free Essays

INTRUDUCTION It is very easy to question a nation for its decision to retire seemingly useful aircraft, but there are many economic factors that need to be taken into account.  We often hear about how much it costs to buy any particular model of plane, but people often underestimate just how expensive it is to operate and maintain aircraft. Not only do you have to consider the direct costs of flying the plane (pilot pay, fuel, and other consumables), but also the costs of pilot training, the costs of parts and labor to perform routine maintenance, the costs of training ground crew to perform that maintenance, the costs of obtaining and maintaining support equipment needed to service the planes, and the costs of the facilities needed to perform this service and maintenance. We will write a custom essay sample on Life Cycle Analysis of Aviation Products or any similar topic only for you Order Now We often lump all these factors together into the â€Å"life-cycle cost† of an airplane. GENERAL DISCUSION Life Cycle Cost is extremely important when determining whether to retain or replace aircraft, acquire new or used aircraft, and in evaluating the total economics of competing aircraft whether purchasing, financing, or leasing. With this program you can predict Cash Flows and Net Present Values and compare different forms of ownership. As aircraft have become increasingly complex, the life-cycle costs associated with maintaining sophisticated equipment and training crew to operate and service that equipment have grown substantially. For this reason, we see a trend in militaries around the world to standardize on as few types of aircraft as possible. By operating only a couple types of planes, a military can consolidate its training and servicing activities thereby minimizing the amount of money needed for aircraft operations and maintenance. This motivation is likely a major factor in the business decision to eliminate their old aircraft. The business can instead focus its maintenance and training budgets on a few designs, which tend to share much in common, as opposed to siphoning off a large chuck of that money to support a completely different design. Understanding and modeling factors related to learning, economics, marketing, risks, and uncertainty can enable designers to design more cost-effective systems. The importance of developing comprehensive life cycle cost models cannot be over emphasized with reference to affordable systems. Particular areas of concern include production cost, estimating, organizational learning, pricing and marketing, sub-contracting production, and predicting competitors’ cost. In addition to the component of the cost estimation, usually the focal point of most cost models, accurate modeling of all factors related to the production, operations, and support is necessary to generate calibrated life cycle cost profiles. Basic engineering economics can be used for determining price once the cost has been estimated. Interest formulas are available for predicting rates of return and other indicators of profitability. However the complex models used for life cycle cost prediction must utilize algorithm for stimulating additional factors as organizational learning and manufacturing processes. The three primary component f the system life cycle are non recurring costs, recurring costs, and operations and support costs. According to Apgar, H. (1993) there are two principal objectives for an life cycle cost trade study as the identification of the design and production process alternatives which meet minimum performance requirements; both at the lowest average unit production cost, and   at the lowest operation and support cost per operating hour. A full range of cost models exists today, from detailed part-level models, based on direct engineering and manufacturing standard factors, to conceptual design level life cycle models. While most of the conceptual design level models are parametric and weight/complexity-based, much research is being conducted to develop feature-, activity-, and/or process-based models. Many of the detailed models use measured data from the shop floor for the regression analysis and algorithm development. At the other end of the spectrum are the top-level, parametric cost estimating models for life cycle estimates. Few models exist between the two ends of the modeling spectrum; no suitable methods have been demonstrated for a model that accepts multifidelity data from multiple levels of product analysis within an integrated design environment. Detailed estimates of direct materials and hours used for fabrication and assembly of the aircraft major structural components (accommodating the many and varied material types; product forms such as sheets, extrusions, fabrics, etc.; and construction types utilized in advanced technology aircraft structures) will replace the weight/complexity-based algorithm for estimating the aircraft cost in the top-level, parametric life cycle cost model. These differentials in the aircraft cost estimates due to fabrication and assembly alternatives will propagate via the system roll up cost through the life cycle for production, operation, and support for the entire system. With such a tool/model, the designer will be able to determine sensitivities in the top-down life cycle cost model to changes or alternatives evaluated in the bottom-up cost model. It will be possible to calculate sensitivities and design for robustness with the life cycle cost model due to perturbations of some factors such as entities external to the manufacturer; functions internal to the manufacturer, but external to manufacturing; and processes internal to the manufacturer. The manufacturer cannot control certain factors external to the enterprise. For instance, the number of aircraft ordered, the times of the orders and the corresponding payment schedule, interest rates, and projected inflation rates are not variables over which the manufacturer has complete control. The monthly or annual production rates; sub-contracting decisions; learning curve effects; and manufacturing, and sustaining costs are factors that are internal to the enterprise, but can be categorized in a higher level than the actual material purchasing, processing, fabrication, and assembly. The sequences of activities and processes used for fabrication and assembly are assumed to be internally controlled by the manufacturer. The lowest level of the life cycle cost model consists of the cost estimation for the aircraft, based upon the direct engineering and manufacturing estimates for its major structural components. The highest level includes determination and distribution of the non-recurring and recurring production costs, as well as the operations and support costs over the entire life cycle of the aircraft. According to Febrycky, W.J., and Blanchard, B.S. (1991) that a through understanding of certain economic theories must be achieved before any reasonable life cycle cost analysis can be undertaken. Alternative instruments can be compared against each other or a fair basis only if their respective benefits and costs are converted to an equivalent economic base, with appropriate consideration for the time value of money. Three factors are involved when determining the economic equivalence of sums of money. They are the amounts of the sums, the times of occurrence of the sums, and the interest rate. Interest formulas are functions of all three. These functions are used for calculating the amounts occurring at different periods of time. The life cycle cost analysis of aircraft comprises the following capabilities. The unit production costs are estimated with a series of experimental equations for generating airframe component manufacturing costs for specific classes of aircraft. According to Lee, P. (1994) that a theoretical First Unit Cost is generated by summing the respective component costs of the airframe, propulsion, avionics and instrumentation, and final assembly. Most of the structural component cost equations are weight-based. Engine costs are based on the thrust, the quantity produced, and the cruise Mach number. Alternatively, the actual price/cost of the engine can be specified as input parameters. Another series of exponential equations is used to calculate the production costs based upon the total number of vehicles produced. The average unit airplane costs, either including or excluding airframe and engine spares, are also calculated. A comparison of the average aircraft manufacturing costs versus the quantity of aircraft produced is provided. The elements of the total vehicle cost can be reduced with user-specified learning curves for the airframe, avionics, propulsion, assembly, and fixed equipment. For a specified production rate, ship set, and average aircraft selling prices, the manufacturer’s cumulative and annual cash flows are calculated. The annual and cumulative aircraft deliveries are calculated first, based upon an input production rate schedule. The manufacturing cost is the sum of the production costs of all operational vehicles produced each year. The cost to manufacture one vehicle includes airframe cost, propulsion cost, avionics and instrumentation cost, and the cost of final assembly. The manufacturer’s sustaining costs are the total production costs minus the cost of the operational vehicles and the manufacturer’s profit fee. Ten elements constitute the total sustaining costs: airframe and engine spares, facilities, sustaining engineering, sustaining tooling, ground support equipment, training equipment, initial training, and initial equipment. The sustaining costs are distributed equally for each aircraft over the same months in which each aircrafts manufacturing costs are distributed. CONCLUSION There is normally a conflict between cost-effective choices and affordable choices for alternative designs. Today, the desire for cost-effectiveness is often sacrificed to the practical considerations of the available funding with the development of more complexes and comprehensive life cycle cost modes that can accept and process multifidelity data within an integrated design environment, it will be possible to better calculate the cost-effectiveness and affordability of future systems. Then it may be possible to have a system that is ultimately cost-effective, yet still affordable. REFERENCE Apgar, H. (1993). Design-to-Life-Cycle-Cost in Aerospace, Aerospace Design Conference, Irvine CA. Febrycky, W.J., and Blanchard, B.S. (1991). Life-Cycle Cost and Economic Analysis, Prentice Hall, Englewood Cliffs, New Jersey. Lee, P. (1994). A Process Oriented Parametric Cost Model, Aerospace Design Conference, Irvine CA. How to cite Life Cycle Analysis of Aviation Products, Essay examples

Pricing in the Clothing Industry for Demand - myassignmenthelp

Question: Discuss about thePricing in the Clothing Industry for Demand and Supply. Answer: Factors Affecting the demand and Supply of Clothing in Australia Introduction The clothing industry is a very competitive industry in the whole world. Both domestic and international competitors facilitate the increased supply for clothings in Australia. The international competition has been so fierce and has led to increased innovation in this industry (Truett and Truett, 2017). This industry is so large and raises an annual revenue of over $19 billion; the number of people employed in the clothing industry are so many. According to Ibisworld.com.au (2017), the annual percentage growth of this industry from 2012 to 2017 is 3.9%. The clothing retailing entails the purchase of accessories and apparel products directly from a manufacture of from other wholesalers and selling them to the consumers without making any special alteration. The retailers sell in many shops of which some are operated on an online platform. Some of them offer special service such that a product purchased online can be home-delivered. Some of the industrys products include; infants clot hing, womens clothing, mens clothing, boys clothing, girls clothing and accessories. Analysis The supply and demand for clothing is influenced by the number and size of suppliers and the number of sellers among other factors. Price influences both supply and demand and the interaction reads to establishment of an equilibrium point (Daniel and VanHoose, 2014). This is mostly the case for competitive markets like the clothing industry. The falling are the non-price factors affecting both demand and supply. Factors Influencing Demand Demand influencing factors include; consumer preferences; demand for an item that is more preferred rises, availability of goods sold on credit; many consumers have no ready incomes are if the goods are available on credit, they raise demand and pay in the future, the consumers income level; the higher the income level the higher the demand and vice versa, increased population growth; this increases the number of buyers and thus demand rises, the price for substitutes; a low price for substitutes lowers the demand for the item. Fig: Movement in the demand curve If price is the influencing factor, movement is along the demand curve, but if its due to non-price factor, the demand curve shifts either to the left or to the right (Gillespie, 2013). Factors Influencing Supply Welch and Welch (2016) noted that some of the factors influencing supply include costs of production; an increased cost of production as is the case for Australian manufactures results in a reduced supply of the items produced. The Australian governments corporate tax bracket for the manufactures is very high and is making it more costly to produce more items and this is driving out the Australian clothing industry given the external competition (Low, 2017). The other factor is future market expectations; an expectation of reduced future consumers income may cause supply for certain goods to fall. Other profitable ventures may also influence supply; a supplier may shift to the more profitable venture and interrupt the initial supply. Lastly, the number of sellers, the more the number of sellers the higher the supply and vice versa. Fig: Movement in the demand curve If price is the influencing factor, movement is along the supply curve, but if its due to non-price factor, the supply curve shifts either to the left or to the right. Elasticity of Clothing Demand to Price Changes The demand for clothing is elastic to price changes. People may take time before they demand some new clothing as the initially owned clothes may take time before they become torn and old fashioned. A cloth is something that purchase cannot be made on a daily basis. The demand being elastic means that it is sensitive to the price changes. At a very low price, consumers are interested in purchasing more clothing; but when the price is high, the consumers skip purchasing the goods. For this reason, it is not easy for a retailer to fix his/her price at a very high level unless there is a certain trending fashion that is on demand by the middle income people. The only strategy that can allow retailers to charge the highest price from the clothing industry is through price discrimination where the prices charged are dependent on the location. Fig (a): Elastic demand (low income) Fig (a): Inelastic demand (High income) A small price change in fig (a) causes demand to change by a big proportion whereas a big change in price in fig (b) causes demand to fall by a small proportion (James, Burrow and Kleindl, 2011). Conclusion The clothing industry should understand the market they operate in and choose the right pricing strategies. They can do this by doing a research on the income level of the potential customers. Price discrimination is a good pricing strategy in the clothing market. The demand for clothing in a place flocked by high-income earners is inelastic and thus price is not a factor they consider when making their purchases; all they are interested in is the quality and the fashion. This explains why a certain brand of clothing is sold at a very high price in the urban areas, whereas the same brand sells at a low price in the rural areas. References Ibisworld.com.au. (2017). Clothing Retailing in Australia. [Online] Available at: https://www.ibisworld.com.au/industry-trends/market-research-reports/retail-trade/other-store-based-retailing/clothing-retailing.html [Accessed 29 Aug. 2017]. Daniel, J. and VanHoose, D. (2014). Global Economic Issues and Policies (3rd Ed). Routledge. Gillespie, A. (2013). Business economics. 2nd ed. Oxford: Oxford University Press. James, L., Burrow, J. and Kleindl, B. (2011). Principles of Business (8th Ed). Cengage Learning. Low, C. (2017). How the global giants are squeezing out Australian fashion. [Online] The Sydney Morning Herald. Available at: https://www.smh.com.au/business/retail/stitched-up-how-the-global-giants-are-squeezing-out-australian-fashion-20170209-gu9arc.html [Accessed 29 Aug. 2017]. Truett, L. and Truett, D. (2017). Cost relationships and globalization in the Australian clothing industry. [Online] Taylor Francis. Available at: https://www.tandfonline.com/doi/abs/10.1080/00036846.2017.1287864?journalCode=raec20 [Accessed 29 Aug. 2017]. Welch, J. and Welch, F. (2016). Economics: Theory practice (11th Ed). Hoboken, NJ: John Wiley Sons, Inc.