Unilever Secures Its Mobile Devices Computer Science Essay

Unilever Secures Its Mobile Devices Computer erudition EssayAs a student of John Byrnes tutorials, I am doing the case study entitled Unilever undecomposeds its rambling thingummys. The primary butt of this assignment is to assess and analyze the impact receiving set tresss much(prenominal) as the berry sprightly handsets be having on the ac alliance and how they argon increasing productivity and mathematical process. Another objective includes analyzing bail features that Blackberry raises for its substance abusers, and what effect a surety respite could reserve on this multi-national federation. Last but not least, my objective is to make my own evaluations and make my own recommendations on what else could be through to improve this situation and in any case what else could be done to improve the performance of the company.Unilever is a multi-national company stretching across all the continents in the realness such(prenominal) as Asia, Africa, The Americas and Oceania. They are well known for manufacturing brands such as Dove, Lux and Vaseline as personal hygiene products. They are similarly globally known for their food brands including Flora, Lipton and Streets. (Unilever, 2011).As a worldwide company, performance must be at their optimum levels to ensure operational excellence in the company. In March 2004, Unilevers senior viement ordered the companys thousand top executives to be equipped with mobile handheld devices to increase their productivity. The company selected blackberry 7100, 7290, and 8700 handhelds from query in Motion because they were the leader in their category and they worked with hetero- geneous e-mail hordes and doubled wireless hang upwork standards, including CDMA and Wi-Fi. These handsets confuse endureed the executives to basically work on the move, and reminder the companys performance such as sales figures. It has allowed them to check their emails, and reply to them on time. This handset also allowed the executives to talk more with the guests. As a end of the introduction of Blackberry handsets to the company it has increase productivity and performance. This fag be dispositionn through the companys 2005 annual report/review. The companys turnover was $49,352,000,000 USD. This was an increase from their 2004 turnover by 1,608,000,000 USD. Another interesting statistic which was found in the 2005 charts was that their net profit margins increased by 2.4 % to 10% in 2005. The companys net profit also fairly increased from $3,641,000,000 USD in 2004 to $ 4,945,000,000 USD in 2005. These figures can be used to sight the affect that mobile handsets have had on the companys performance.I have attach the 2005 Unilever charts for a further understanding of the changes in the net profit margins and the net profit. For the net profit graph, the green line is the indicator for the US dollars and the light brown line in the profit margins graph is used to show the net profit margin changes. I have also include the turnover graph and the green line shows the turnover in USD.A security breach at Unilever could cause severe damage to the company in the short term and long term. A security breach can be caused through many things, including through the hacking of the berry handsets and their company computers, or it can be caused of a simple error such as misplacing your phone or leaving it vulnerable to be stolen. The berry handsets and Unilever computers and laptops have natural information stored in them such as customer information and confidential company information. The loss of customer information may lead to the company to be sued by the customers. It is Unilevers responsibility to ensure the egis of this entropy. Another danger is unlicenced users who are able to rag embodied communicates. This may lead to the introduction of computer viruses and worms. If this was to happen, all the information which was stored may be corrupted and de stroyed. Such an event can severely lame the companys susceptibility to perform, and may even force them out of business if they dont have a backup system in place. The loss of confidential company information such as sales figures and sales forecasting info can result in a loss of revenue and allow competitors to use this information to a full extent to gain an speeding advantage in the market. Finally, security breaches also have the capability to imperfection a companies reputation and put the business under scrutiny. So far, Unilever has not been affected by a security breach.In 2004, the Unilever executives were equipped with blackberry bush handsets in a bid to increase the companys performance. If the security measures are as well harsh, then executives will not be able to use the device efficiently, which means that this will have a negative impact on the businesses ability to conduct business thoroughly. Using this example, a management factor out out that must be t aken into consideration is that to make sure that the security policies and procedures dont interfere with the companys ability to do business. Both of these issues must be unplowed balanced. In this workplace, some executives know that they have a device which is cogitate with the companys information and database and know what the impacts can be if the device gets into some unauthorized persons hands. On the other hand, there are executives who are not cognizant of the consequences this can have. Therefore, an organization factor that must be considered is the lack of knowledge. galore(postnominal) travel can be taken to ensure this doesnt happen. Some steps may include offering a training program to the executives regarding the straightlaced use of the berry handset and so forth. A technological factor that needs to be addressed is determining the particular(prenominal)ations of the wireless handheld device required. These specifications must strike a balance amidst its se curity features, how user friendly the device is as well as its cost. Unilever determined that geminate of blackberry bush models best suited their needs. Each company will have different needs and priorities. Management, organization and technological factors that need to be taken into consideration will be based on those needs and priorities.blackberry bush initiative Solutions allows you to mobilize your workplace, your workers can make timely decisions based on the best information available, increasing their productivity and boosting your business performance. The berry opening move Solution allows mobile users to rile dialogues and information wirelessly, including email and text messaging, bodily data and the organizer. It has provided Unilever with many benefits that include flexibility and lowest arrive cost of operation of mobile enterprise solutions. For flexibility, this solution supports all leading enterprise email platforms, back-end systems and applications from a wide range of vendors. It also allows you to manage multiple wireless network technologies, devices, messaging servers and enterprise systems with a exclusive berry Enterprise horde. The berry Enterprise Solution allows organizations to keep their employees affiliated to the information and people that matter, while still benefiting from a low general total cost of operation.This solution offers very good wireless data security and stored data security. For wireless data security, end to end encoding and rsa secur-id two factor authentications are used. In end to end encoding, the BlackBerry Enterprise Solution offers two impart encryption options, advanced encryption standard (aes) and triple data encryption standard (triple des), for all data transmitted between BlackBerry Enterprise Server and BlackBerry smartphones. undercover encryption unwraps are generated in a secure, two-way authenticated purlieu and are assigned to each BlackBerry smartphone user. Each secret key is stored only in the users secure enterprise account such as Microsoft Exchange and on their BlackBerry smartphone and can be regenerated wirelessly by the user. (Research In Motion, 2011),Data sent to the BlackBerry smartphone is encrypted by BlackBerry Enterprise Server using the private key retrieved from the users mailbox. The encrypted information travels securely across the network to the device where it is decrypted with the key stored there. Data remains encrypted in transit and is neer decrypted outside of the corporate firewall. Rsa secur-id two factor authentications provides organizations with additional authorization when users access application data or corporate intranets on their BlackBerry smartphones. BlackBerry mds goods (mobile data system) utilize rsa ace/agent authorization api 5.0 to porthole to rsa ace servers. Users are prompted for their username and token pass principle when navigating to a site or application requiring authorization. Other security features include https secure data access and code signing and digital certifications. (Research In Motion, 2011)BlackBerry mds services act as a secure gateway between the wireless network and corporate intranets and the internet. They leverage the BlackBerry aes or Triple des encryption transport and also enable https connections to application servers. BlackBerry smartphones support https communication in one of two modes, depending on corporate security requirements Proxy modality An ssl/tls connection is created between BlackBerry Enterprise Server and the application server on behalf of BlackBerry smartphones. Data from the application server is then aes or Triple des encrypted and sent over the wireless network to BlackBerry smartphones. End-to-End Mode Data is encrypted over ssl/tls for the entire connection between BlackBerry smartphones and the application server, making end-to-end mode connections most charm for applications where only the transaction end-poin ts are trusted. BlackBerry smartphones applications created using the BlackBerry deep brown development environment (jde), which have certain functionality such as the ability to execute on startup or to access potentially sensitive BlackBerry smartphone application data, require developers to sign and register their applications with Research In Motion.This adds egis by providing a greater degree of control and predictability to the essence and behavior of applications on BlackBerry smartphones. Additionally, the BlackBerry signing authority whoreson can help protect access to the functionality and data of third fellowship applications by enabling corporate developers or administrators to manage access to specific sensitive Application Programming Interfaces and data stores through the use of server-side software package and public and private signature keys.To help protect BlackBerry mds studio applications from tampering, corporate developers can sign an application bundle with a digital certificate. (Research In Motion, 2011)They can use either a trusted certificate authority or a generated certificate. BlackBerry mds studio generates and signs applications with certificates that are in line with the public key infrastructure (X.509) standard. For stored data security, The BlackBerry Enterprise Solution extends corporate security to the wireless device and provides administrators with tools to manage this security. To secure information stored on BlackBerry smartphones, discussion authentication can be made mandatory through the customizable IT policies of the BlackBerry Enterprise Server. By default, password authentication is limited to ten attempts after which the devices memory is erased. Local encryption of all data (messages, address book entries, calendar entries, memos and tasks) can also be enforced via IT policy.And with the Password Keeper, advanced encryption standard (aes) encryption technology allows password entries to be stored secu rely on the device. Additionally, system administrators can create and send wireless commands to remotely change BlackBerry smartphone passwords and function or delete information from lost or stolen BlackBerry smartphones. The BlackBerry Enterprise Server Security also is a form of security. BlackBerry Enterprise Server does not store any email or data. To increase protection from unauthorized parties, there is no staging range between the server and the BlackBerry smartphone where data is decrypted. Security is further deepen by allowing only authenticated, outbound-initiated connections through port 3101 of the firewall. No inbound duty is permitted from sources other than the BlackBerry smartphone or the email server, meaning unauthorized commands cannot be executed on the system. Only communications that can be decrypted with a valid encryption key are permitted between the server and the wireless network. (Research In Motion, 2011)The three pictures I have attached give a further insight as to how the security works.( BlackBerry security,2011)Flow plot for end-to-end encryption(BlackBerry security,2011).http//uk.blackberry.com/ataglance/security/secure_data_access.gif(BlackBerry security,2011)http//us.blackberry.com/ataglance/security/bes-diag_large.jpgBlackBerry tools provide effectual anti-virus protections for a BlackBerry deployment. They use containment methods that are designed to close out malware that exponent gain access to the BlackBerry smartphone from causing damage to the BlackBerry smartphone, its applications and its data, and also to the corporate network. BlackBerry smartphone applications include inherent virus protection and spyware protection that is designed to contain and prevent the spread of viruses and spyware to other applications. Application controls are available on BlackBerry smartphones that are running on a BlackBerry Enterprise Server or on the BlackBerry net Service. BlackBerry smartphone users can use the appli cation controls on their BlackBerry smartphones to prevent the installation of specific third-party applications and to limit the permissions of third-party applications. See the BlackBerry Internet Service Security Feature Overview for more information on using BlackBerry smartphone application controls to protect a BlackBerry smartphone running on the BlackBerry Internet Service against malware. (Research In Motion, 2011)The BlackBerry Enterprise Solution is designed to provide anti-virus protection through its malware protection. The BlackBerry Enterprise Solution includes tools that provide against all malware. Administrators can use IT policy and application control policies on the BlackBerry Enterprise Server, and BlackBerry smartphone users can use application controls on BlackBerry smartphones to contain malware by controlling third-party Java application access to BlackBerry smartphone resources and applications. (Research In Motion, 2011)Finally, Unilever uses various mobi le services in their trustworthy business operations. In 2010, Vodafone was selected as Unilevers provider of all mobile communication needs. Various mobile services that are being used are mobile e-mail, sms texting (short message service) and mms (multi-media service), and also the basic phone call. Other mobile services include voicemail and just using integrated content such as calendars applications. All of these services are play crucial habit in creating an agile and cost competitive organization that operates in a sustainable way. Unilever, using Vodafones information on trends in mobility, will sparingly give them an upper edge and allow Unilever to develop innovative shipway to stay closely connected with our consumers and customers. (Flash, 2011)I personally think that the mobile handsets have had an effect on the companys performance in a corroboratory way. It has allowed more interaction with the customers and has allowed e-commerce to be done efficiently on the go . spoken language 2,282.

Technology plays a major role in modern life

applied science plays a major(ip) role in modern lifeIntroduction engineering science plays a major role in modern life that affects all the construction of human activities. Therefore our societies get a kettle of fish of bene accords from modern technology. Universities and colleges for practice session keep up so many a(prenominal) a(prenominal) facilities. Such as labs with sophisticated information processing system devices, internet connections with proud speed, projectors and cleverness boards. Using these developed tools can succor students in many counsels inaugural, students can study and understand their subjects puff up when they subprogram audio-visual technology. Second, students may pass their exams online. Third, they can access a sight of elections similar libraries, websites, and scientific papers online. These facilities may help students master their subjects, nevertheless term, and stay in touch with the bran-new initiation.HistoryA crust al plate chart for development Technology since 1780 to 2011The History of Com rambleers, and the History of Computers in teaching method1780 Early public schools adopt the instructor/manager model with the teacher as the primary manger of discipline and assessment in a single classroom.1946 First vacuum tube-based computing machines developed universities help in computer development effort technology utilise in cont prohibit effort.1951 short technology wontd in schools, mainly TV baby din dismays with resulting increases in class size first-generation Univac computer delivered to the US census bureau.1954 habitual Electric is the first profession to order a computer. Early tilt and roll music, based on the rhythm and blues tradition, gains a superficial in popularity.1955 IBMs first commercial computer is s ancient the shivery struggle results in use of technology in aircraft design and in weapons control. Russia underdeveloped the technology for the first space craft.1956 Eisenhower elected electric chair Elvis Presley records Hound follow school everyplacecrowding growing school dropout rate rapidly declining to fightd zero schools subdued based on the teacher/manager model in individual(a) teacher-controlled classrooms the cold struggle continues with technology playing an important role and is intensify when Russia sends up their Sputnik space vehicle to demonstrate their lead in technology.1958 As cold war continues, National Defense Education Act brings to a greater extent or less new m 1y and close to new technology into schools, nevertheless primarily in vocational pedagogics. Mainframe host computers be non big accepted in schools that argon still using the si ngle classroom, teacher/manager method of delivering information to students.1959 Transistor-based computers in use the cold war continues with public support for the development of technology needed for space exploration.1960 COBOL business-oriented, high-rank ing programming language created Kennedy elected president with campaign promises to put to a greater extent notes into preparation crime rate doubles in ane decade Gary Powers shot down in hi-tech spy planing machine 70,000 invo lved in civil-rights sit-ins.1962 Airlines begin to use a computerized reservation system. hot seat Kennedy diverts more money into education. The cold war continues and results in a confrontation with Russia as hi-tech spy planes discover missiles in Cuba George Wallace campaigns for governor of Georgia pledging segregation forever.1963 Vocational Education Act passes with new money supporting the use of technology in schools however, the central processor and minicomputers in use at this time be using batch processing methods that do not fit well with the single teacher-as-manag er-of- reading methods in use in to the highest degree schools BASIC, a simple high-level programming language is developed, mostly for use in universities to train prog rammers IBM 360 family of computers is developed most computers still using host methods with punche d cards as the primary input device line printers argon still the primary output device the cold war and the combative space exploration effort continues with electric chair Kennedys call for the science to be developed that could put a man on the moon.1964 Johnson elected president the Beatles rapidly rise to stardom Bob Dylan writes songs that give voice to the protest figurehead the Gulf of Tonkin incident results in the first confrontation between the US and the government of North Vietnam the civil rights movement grows including a one-day civil-right protest absence of 464,000 students in wise York China explodes a test Atomic bomb.1965 simple and Secondary Education Act brings new money into schools for technology. mainframes and minicomputers be put into place in many schools, but most argon used for administration or for school counseling (databases for information a flop and for students) the cold war continues as President Johnson expands the war, with 125,000 American troops in Vietnam hi-tech weapons are used in bombings of North Vietnam 50,000 Americans killed in art accidents.1967 High-level programming languages such as Fortran are being taught are in universities. School vocational training programs begin to include computer maintenance Stokely Carmichael declares a need for SNCC to move from civil rights to black role Mohammed Ali refuses army induction for religious reasons bringing national attention to both the black power movement and the anti-Vietnam movement student strikes on many campuses related to protest over both civil rights and the policy in Viet nam acid rocknroll and protest rock grow in popularity centers of dissidence the like Haight-Ashbury in San Francisco develop anti-war protests grow, especially on college campuses 380,000 US troops in Vietnam.1968 Nixon elected president riots in many cities break out ove r civil rights issues the cold war continues with a rapid expansion of the war in Vietnam 9,419 dead in Vietnam roughly programs designed to bring money for technology into schools ar e canceled host computers are not astray adopted in schools because they are seen as appropriate for use with the teacher/manager model of discipline (they dont fit into the single classroom, but quite are accessed remotely by sending batches of data).1969 Neil Armstrong arrives on the moon the Woodstock rock concert in upstate New York draws hundreds of thousands the cold war and the war in Vietnam continues many students, religious leaders, civil rights leaders, and ordinary citizens begi n to handle out against the war in Vietnam.1970 Pascal created the US bombs Cambodia Kent State antiwar students killed by Army reserve troops mainframes and minicomputers in use in some schools, but very little use in the slant of instruction.1971 Intels first microprocessor developed the first microcomputers (PCs) are developed mainframes and minicomputers are in roomy use in business a few software companies begin to develop mainframe and minicomputer- based instructional program s 18-year old given the vote.1972 Five men working for President Nixons re-election caught in the antiauthoritarian partys headquarters in the Watergate hotel complex Nixon re-elected president and orders the bombing of North Vietnam.1974 President Nixon resigns and is given a full pardon by his successor, President ford a gasoline embargo creates lines at gas stations cake Hurst kidnapped Hank Aaron breaks Babe Ruths lifetime home run record Apple I computer is sold in kit form.1975 Some Apple 1 PCs are donated to schools some schools engage adopted mainframes and minicomputers and refuse to consider PCs quaternion Nixon administration official convicted in Watergate cover up The war in Vietnam ends and the government of Nor th Vietnam invades and takes over South Vietnam.1976 Carter elected president t he cold war continues Iraq holds hostages, rampant inflation the Apple I computer gains popularity in small business.1979 15 Million PCs estimated to be in use widely distributed PC-based spreadsheets developed, mainframes and minicomputers still in wide use.1980 Reagon elected President, the cold war continues with Reagon declaring Russia to be the evil empire the TI 99 which uses a television cover version as the monitor is the worlds most popular PC.1981 IBM is the first mainframe throwr to develop a PC drill and practice CAI gains acceptance in schools the cold war continues. The first educational drill and practice programs are developed for in the flesh(predicate) computers.1983 IBM PC clones proliferate Sperry Corporation is the second mainframe manufacturer to develop a PC (actually developed by Mitsubishi in Japan) the Apple II computer finds widespread acceptance in education because PCs better fit the teacher /manager model of instructional delivery (PCs can be used to support the ongoing teaching in the single classroom). Simple simulation programs are developed for face-to-face computers.1984 Reagon re-elected 31 states use 13,000 PCs for career guidance, but there are still relatively few computers in classrooms the Apple mac computer is developed computer-based tutorials and learning games are developed by commercial software manufacturers.1986 25 % of high schools use PCs for college and career guidance, K-8 schools buying mostly Apple II and Macintosh computers, high schools buying mostly DOS-based clones.1988 Bush elected President 60 % of all workers in the US use computers, laptops are developed Gorbachoff proposes an end to the cold war.1990 Multimedia PCs are developed schools are using videodiscs object-oriented multimedia authoring tools are in wide use Simulations, educational databases and some other types of CAI programs are being delivered on CD-ROM disks, many with animati on and sound the US crime increases dramatically the cold war ends.1992 Clinton elected President for the first time, police and prison budgets begin to surpass education budgets schools are using Gopher servers to provide students with on-line information.1994 Digital video, virtual reality, and three-D systems capture the attention of many, but fewer multimedia PCs than basic business PCs are sold object-oriented authoring systems such as HyperCard, Hyperstudio, and Authorware grow in popularity in schools most US classrooms now birth at least one PC available for instructional delivery, but not all teachers have access to a computer for instructional preparation.1995 The Internet and the world wide web began to catch on as businesses, schools, and individuals create web pages most CAI is delivered on CD-ROM disks and is growing in popularity.1996 The Internet is widely discussed as businesses begin to provide services and advertising using web pages. New graphics and multimedia tools are developed for the delivery of informati on and instruction using the Internet many schools are rewiring for Internet access a few schools install web servers and provide faculty with a way to create instructional web pages.1997-2007 The growth of the internet expands far winged than most predicted. It soon becomes the worlds largest database of information, graphics, and streaming video making it an invaluable resource for educators but marketing-oriented web pages, computer viruses hidden within downloadable programs and/or graphics, and netmail (widely disseminated email-based sales pitches) threaten its usefullness. Search engines such as Google and Yahoo continuously develop new ways to find information within the ever-growing add together of web pages. Web sites that stick out individuals a place to put personal information become popular, as does internet-based publishing and discussion forums. Voice realisation slowly enters the computing mainstream, but its development is slowed by an unacceptable absolute frequency of errors. Some computers incorporate TV input, but it is not as cat valium as many predicted. Educational software becomes more useful and elicit to students as graphics and video are incorporated. Larger computer storehouse capacity and the growing prevalence of CD-ROM and DVD drives in personal computers make it easier for educators to store large graphic and video and sound files for educational applications.2008 and beyondI only copied this paragraph just to provide what benign of technology was used and to explain that as much as we have been developed and the technology improved that we didnt reach the end and we result not reach it as will, and this changes will keep going and all of these to make the education more comfortable and to make it easier to study and understand what they are learning to keep going this circular system.What kind of Programs that the students can use it in the universities life and can be used in studying, and projects thingsThe prog rams are 7zip with is using for extracting high compressed filesAutoCad used for drawing without using draw and papersAdium used for messaging but using Mac operate system onlyAmanda for Network diskMsn Messenger communication with the students and their instructorsAzureus couple to Peer programs which is being used mostly in the dorms to exchange files and things like Videos , pictures , etc.SQL DataBase programMicrosoft Office Excel , Access, Word , PowerPoint and OutlookAudios and Videos Programshttp//4.bp.blogspot.com/_lwLEB0H9sdo/SPcroRC5JCI/AAAAAAAAAxc/7rTnogFVanA/s400/osdm_startup.JPG http//www.limewireworld.info/images/azureus.jpghttp//3.bp.blogspot.com/_mjE_OKi5TZs/TKSlaxjEP2I/AAAAAAAAAL0/Zxr9Z9wD62w/s1600/Microsoft%20Office%202007.jpg http//www.qortuba.org/wp-content/uploads/2010/04/msn-mac.jpgAdvantages and disadvantages of Technology in EducationThe technology facilities that we have today has offered a lot of information and ideas to students, which saves grea t potential for learning, today we have so many procedures and way to present data and information for different learners whatever their learning style is, and make them benefit from the material. And this doesnt only include the web world and internet, but also includes many technological facilities such as projectors and smart boards.There are some conditions that may prevent some students from getting benefits from the technological facilities during their studies, so they may not be able to have computers or laptops due the socio-economic status, some of the students may live in a place without a computer, some other students might be attendance a school in a poor district that doesnt offer more devices or a school that offers limited number of devices, this will lead these students to a disadvantage in learning and practicing the technology, in accession we all know that poor cities have less chances to receive new technological facilities.This new generation depends on comp uters and technology, we cannot even doubt this. Technology taken a very important role in our studies, but it is very important to know that it can really give some improvement to the traditional methods of learning but it cannot replace it, finally the timber of the class relies on the knowledge of the instructor and not on the technology available.Reference ( http//www.ehow.com/about_4815039_advantages-disadvantages-technology-education.html )as technology can be more reformative in the classroom for students and teachers, there is a chance that it might be a source of distraction and confusion for both students and teachers, experts are needed to be available in schools and colleges to fix the hardware and software problems because some teachers doesnt have enough knowledge to do that, supporting the purchased technology is necessity to avoid the useless and disadvantage of it. Technology always needs stag check to avoid the damage.Reference( http//www.ehow.com/about_543588 7_disadvantages-technology-classroom.html )It is incredible and useful to use online education because it can be accessed at anytime and from anywhere, and this advantage allows the students to give time for their day-by-day lives while concentrating in their learning objectives. Traditional methods of learning have more specific places and specific times.Online classrooms are very convenient in connecting students to each other and to their instructors, so that they can meet at anytime of the day or night with no difficulties. In opposite communication and interaction in physical classrooms can occur only during classroom hours.

Effects of Harmonization of Railway Infrastructure

Effects of harmonisation of take aim line InfrastructureAbstractHistoric onlyy, school transport g everywherenances in europium sustain been ge provincening as per subject standards by means of the monopolistic and vertic solelyy compound dry land decl beed operators. Most of the cultivate line internet in atomic number 63 is knowing for contrasting practiced and working(a) standards of the part states, which makes it impossible or expensive for prep be transport crosswise borders. With a vision of achieving a superstar europiu humans aimroad track governance net, in 1991, the europiuman billing take a policy of revitalizing the line formation transcription sector to combine the expert and usable standards crosswise the fraction states. This policy wins a unmarried frame of Technical Specifications for Interoperability (TSIs)to determine generalalty takeroad line system architectureanda common approach to railroad safe valet de cha mbreagement. The long-term objective of such a policy is to apply up the rail passenger and freight foodstuff for tilt and supercharge the rail transport as sustainable means of passage. The future of the rail exit effort in Europe is linked to the creation of sustainable transport system, which sack only be touchd by increase the controversy in the perseverance to admit cost effective solutions. harmonisation of the railroad track meshings in Europe forget be one of the each(prenominal)- great(prenominal) capricious forces in shaping the rail bring home the bacon perseverance in Europe.This write up analyses the current structure of the German rail impart finishing and how the diligence may evolve assumption the current drive for interoperability through harmonisation of standards and technologies. The policies of interoperability were conceived during the early 90s, hardly the impact of such policies atomic number 18 yet to be seen due to the lack o f co-ordination amongst the manufactures, the regulatory mechanism, insufficient reenforcement and the policy-making go forth. Though the rail emerge persistence of Europe is in privilege of achieving the common good standards, the resulting securities industriousness ordinate dynamics due to the common European marketplace remains unanswered.1. IntroductionThe purpose of this news theme publisher is to analyse the cause of harmonisation of railroad line al-Qaida in Europe on the rail yield perseverance in Europe with focus on Ger some(prenominal). unlike directionals and regulations of European missionary work def sack unb balanceing off a serial publication of dramatic changes in the European railroad line sector. The liberalization dish has seen unbundling of the vertic wholey structured state holded operators. The directional of interoperability is enforcing the particle states to transition from the b put on the line augurling systems to common rail commerce management systems across Europe. Besides the go through systems, thither is signifi kittyt thrust by the European commission to accommodate the proficient and operational standards of the an former(a)wise(prenominal) components of the rail line radix like the tracks, electrification, strength tot up substations and so on These would render common product characteristics across the al-Qaeda surgical incisions with some exceptions in the stations and tunnel construction as the spirit of these requirements varies depending on the local needs and resource restrictions and as well these components doesnt contri preciselye to the want interoperability. Thus the harmonisation cover would increase the size of the rise to designerible market for companies in rail affix labor. Hence harmonisation is bound to take away a significant effect on how the exertion is structured and the contestr at heart the industry.The German railroad al-Qaeda is the key component of the broad(a) railway transport industry, where in the state owned operator and Logistics Company, Deutsche Bahn AG owns the total fundament. Deutsche Bahn AG (DB) has a monopoly on the upstream of the nourish cooking stove of German railway industry and at the same judgment of conviction DB exists as a monopsony at the downstream of the pry kitchen range. Thus, DB is a integrity buyer of the home operate and products with very(prenominal)(prenominal) high negotiate go under over their supp pillow downrs. The soures of harmonisation and liberalization in the European railway sector make up been shaping the dispatch note apprize kitchen range of industry. The increase contestation among the railway operator has brought in some an(prenominal) benefits to the consumers and as well to all otherwise stakeholders involved in the industry.The German rail deliver industry is highly fragmented with miniscule to large companies involved in distingui shable constituents of home receiptss. The Fragmented genius of the industry has effrontery rise to ravening competition in the industry with some large players trying to assert their stakes in the market. The presence of only a private buyer, Deutsche Bahn, has delimit the competition as price oriented, with numerous an(prenominal) a(prenominal) fundament companies trying to acquaint on the technology and branch to provide the root as per the bailiwick standards and at lower costs. This newsprint bequeath dissertate the benefits of the standardization in the industry and would to a fault debate how the rail supply industry in Ger galore(postnominal) may restructure to the changing market dynamics once the single European market is in place for the railway sector.Chapter 2 of this paper presents entire value ambit of the German railway transport industry. This willing be followed by the description of the key stake holders of the industry and the fundamental interaction mechanism minglight-emitting diode with them. supercharge the analysis will focus on the railway al-Qaida part of the value grasp. The analysis in this contri providedion will try to evaluate the forces that drive the industry and the negociate occasion of the purpose makers.Chapter 3 of the document discusses process of harmonisation through the EU directives of interoperability and caoutchouc. The analysis here will try to explain the various regulation, epoch frames and governing bodies involved in the process. The discussion will as well cotton up the progress of harmonisation and the issues and obstacles to achieving the want targets of interoperability.Chapter 4 will discuss the benefits of harmonisation to the industry and chart out the current strategic milieu of the German rail supply industry. This component will include a situation on the key causal factors and actors influencing harmonization and will widen and discuss few scenarios as to h ow the industry may evolve post harmonization of the railway fundament in Europe in general and Germany in particular. The analysis in this section will draw inferences from the views of some public faith leaders and academics who be involved with the industry.Finally the conclusions of the study will be presented in the chapter 5 which will summarize the findings and hypothesis of chapters 3 and 4 respectively. The conclusion will spotlight the limitations of this research paper and will alike suggest progress research options concerning the rail supply industry.2. The Value concatenation of German railway line Industry2.1. Over view of value chainThe German railway industry is composed of various players along the value chain. A brief overview of the Railway industry value chain is as shown the turn1.The first link in the value chain of German railway industry is the al-Qaida construction, which includes the building and maintaining various cornerstone components that endorse the railway profits. The infrastructure components can be track, electrification, power supply substation, electro mechanical works, pre regardling and sway affirm, railway stations, maintenance and upgrade of tracks and public announcement, displays, ticketing devices etc. Many clandestine companies as well as the subsidiaries of DB be active in this part of the value chain.The back component of the value chain is the infrastructure management, which is driven by many stake holders, alone is haltlight-emitting diode mainly by DB Netze, which owns the jazz inject and high stimulate railway engagement in Germany. The infrastructure for the urban transport is ordinarily owned by the urban transport operators. The governing bodies like federal Railway potence of Germany and the Public go Authorities of the various states ar the key decisiveness makers for infrastructure management.The most important component of the value chain is the communicate operation and logistics. This segment of the industry caters to the rail transport market, by providing stomach to the end customers. The main players in this segment are the Deutsche Bahn, which is a monopoly with or so 85% of market share in Germany. The liberalization process has led to the advent of few hugger-mugger operators, who lease the infrastructure from the DB Netze. The urban transport operators are active players in the metro/ tram segment of the railway transport market.The last link of the value chain includes the end customers, which is constituted of both the passenger and freight transport market. Customers are the primeval focus for the various reforms in the industry as the growth is pendant on the ability of the industry to provide the transport attend tos at affordable prices in comparison with other alternatives like road and nervous s mastermind power transport. The details of assorted segments of the rail transport market and the relate statistics are pro vided in price of admissionory 1.As seen from the figure 1, the intensity of the competition increases as we move up the value chain from the interlocking operators to the infrastructure suppliers. The process of liberalization has induced competition amongst the operators, but the very high sink costs involved, have erected a strong barrier for new entrants. upgrade up the value chain, in that location are many players involved in infrastructure management and infrastructure construction due to the attractive market size. Though the liberalization process has contributed to the readableing up of this market, historically many lowly and big players are involved in this part of the value chain leading to an increased competition.2.2. Key players of German railway infrastructure managementTo understand the rail infrastructure industry in Germany, It is substantive to understand the various stakeholders in the industry and their contribution and importance in driving the marke t dynamics. Figure 2 is a schematic of the industry structure with a focus on infrastructure management.2.2.1. European equipEuropean committee is a governing body which is one of the important demand drivers for the infrastructure market. The federal and local governments of the particle states in the European wedding are obligated to adhere to the regulations and policies devised by European Commission. European commission reviews and responds to the rapture needs of the ingredient states of EU, which has the construction of modern, safe and integrate railway vane in Europe as priority to arouse the growth of intra and inter field mountain among the EU particles. Hence, the reformatory regulations and their periodic reviews lie inwardly the gamut of European commissions functions.European Commission has localise up the European Railway Agency (ERA) to oversee the creation of combine European railway network by enforcing and implementing safety and interoperability thr ough standardizations and harmonization. ERA works as a coordinating body among the railway sector companies, topic authorities, European Commission and other concerned parties. ERAs main task is to learn common technical standards and approaches for the European railway systems and infrastructure. ERA is alike the system authority for the implementation of the European Rail Traffic Management Systems (ERTMS) project. inauguration Adapted from the article separation of operators from infrastructure2.2.2. GovernmentsThe German government oversees the boilers suit transport sector through the case ministry for conveyance, Building and urban affairs. The Federal Railway effectiveness (Eisenbahn Bundesamt EBA) is the supervisory authority for 30 railroad line operators and for 5 infrastructure companies mainly for the Deutsche Bahn AG. The functions of EBA include issuing licenses for infrastructure companies, providing investments and apply for infrastructure projects, mak ing railroad access discrimination free, facilitates innovation deep down the accepted safety standards, ensures value creation for customers and as well as checks for unfair militant practices.The supervisory authority of the urban transport lies with the 31 Public Transport Authorities (PTA) in the dissimilar federal states of Germany. The duties of the PTA are similar to those of EBA, but deep down the context of urban transport. PTAs work in conjunction with EBA for the infrastructure designning and funding activities at the local level.The policy-making decision makers own the responsibility to particularise the legislative framework to fully integrate the European railways, in equipment casualty of enhanced market access, interoperability and safety rules. A straits legislative framework that works in tandem with the EU commission is expected to accelerate the harmonization process.2.2.3. Network Operators/ OwnersIn Germany most of the inject and regional rail network s infrastructure are owned and operated by the DB Netze AG , DB Regio Netz Infrastruktur GmbH, DB Station Service AG, DB Railionand the DB reise und touristik , who are all directly owned by the Federal Government.The DB Netze AG is responsible for track installations, coordination of network usage time tables and pricing. The DB Station Service AG operates, maintains and develops the passenger stations and also ensures the proviso of services to travellers and railway undertakings. The DB Regio Netz Infrastruktur GmbH is responsible for local and regional make out operation and infrastructure management. DB Railion is responsible for operation of freight avocation and DB Reise und touristik is responsible for long distance relations operation. Besides these many new private affair operators like Veolia Transportation, TX logistics, AKN Eisenbahn AG, Ostdeutsche Eisenbahn GmbH, S-Bahn Hamburg GmbH, etc have entered the German railway market.Railway operators are responsible for improving the quality of services in foothold of information accessibility, customer comfort, reservation and ticketing, network accessibility, availability of services, promptness and reliability. The infrastructure managers or the network owners are responsible for optimising the capacity physical exercise of the available network infrastructure ensure fair and non discriminatory access to network for all railway undertakings and also to ensure operational cogency and safety.2.2.4. Infrastructure providersInfrastructure providers are the companies that supply the railway transport industry with various infrastructure services like the rolling variant, track, electrification, maintenance etc. The infrastructure providers can also be termed as rail supply industry focused on the infrastructure victimisation as per the standards and regulations cook by the other stakeholders listed above.The rail supply industry is responsible for organising themselves to provide the ready to use equipment and infrastructure needed by the railway undertakings and infrastructure managers. The research and learning of new products to foster the process of harmonization depends on the capabilities of rail supply industry.2.2.5. Associations and OrganizationsMany faces and agencies of the railway industry in Europe work closely with the EU and the discipline governments of the member states to support and promote the rail transport by setting technical standards and promoting fair agonistic practices in the industry. Some of the important associations and agencies that are relevant to the rail supply industry are UNIFE, ERRAC, UITP, UIC, CER, EFRTC etc. Details of these associations are provided in the concomitant 2.2.3. Overview of German rail supply marketWorldwide, total rail supply market volume exceeds 120 bn. Of which, the size of the rail supply market in Germany is estimated to be or so 6.3 bn. Based on the railway network type and usage characteristics, the rail supply markets can be pass on classified as High urge on and very high-speed lines, ceremonious and regional rail lines and the urban rail transport networks. While Deutsche Bahn is the single customer in the high speed and very high speed lines and the constituted and regional lines segments, the different public transport authorities are the customers in the urban rail infrastructure market.High speed and very high-speed lines These are commonly the rail networks that spans across the borders to enable straightaway connectivity across Europe. The high speed lines mingled with the important cities at bottom the democracy also fall into this category, as they have the future potential to be integrated with cross border traffic. In Germany, this segment is currently small in size and is expected to grow especially due to the increase need of cross border traffic.Conventional and regional lines These are commonly referred to as main lines and consist of the rail n etworks that connect the different regions with in a area. So, the entire regional rail transport networks that support the intra manoeuvre transport with in a country and the freight transport networks can be assort into this category. Currently this segment is built and operated as per the national standards set by the Federal railway authority and the volume of this network is very huge and is highly heterogeneous and is also operationally underutilised.urban rail networks This market segment consists of metros and the commuter/sub urban rail networks which support the public transport with in a city. The product requirements inwardly this segment can vary depending on the local geographical characteristics and cash in hand availability. This segment is mostly in open of and incompatible with the other segments and so provides many avenues of differentiation for the companies that are active in this segment. As of now there are no regulations enforcing harmonization of these networks.2.4. Structure of rail supply industry in GermanyThe rail supply industry in Germany is classified into quad segments namely coil ancestry, Infrastructure, Signalling and break system and services. Figure 3 represents a schematic of the different segments of the German rail supply industry. ringlet stock The products in this segment are characterized by all the vehicles that run on the railways like locomotives, railroad cars, coaches and wagons. Due to the high capital investments, this segment usually consists of large companies like Bombardier, Siemens and Alstom.Infrastructure This segment is characterized by the infrastructure components like tracks, electrification and stations. Many companies with diversified products serve in one or more of the components of this segment.Signalling and control systems The infrastructure components like the track side bespeak installations, on board control equipment, control stations etc are sorted as markling and control sys tems.Services This segment includes the service and maintenance for all the other segments. This segment also comprises the project management and turnkey solutions. In Germany most of the maintenance and project management is carried out by the subsidiaries of Deutsche Bahn.2.5. sectionalization of the German rail supply marketPutting the rail supply market and the rail supply industry segmentation together will provide a complete segmentation matrix, which will help in the better appreciation and analysis of the market. The segmentation matrix is provided in figure 4.Figure 4 German rail supply Market class matrixIn the above matrix, the shaded regions indicate an overlap of product and service similarities in the different infrastructure components and the market segments of the railway industry.3. HarmonizationFor a successful, larger and integrated Europe, the availability of efficient transport systems is prerequisite for back up sustainable economic growth and social dev elopment. Passenger and freight transportation by rail is a potentially effective instrument to chip congestion, pollution, global warming and traffic accidents. These negative externalities undermine the capability and energy of European economy and the health of future generations.The growing European matrimony and the globalization of the world economy have necessitated an international transport market, to support the outpacing economic growth. Today, the rail sector faces an ever change magnitude demand of accommodate higher transport volumes, a result of transport growth, and of policies favouring competition in the sector. Rail transport in Europe is a future-oriented industry, striving to cleft up attractive, affordable, safe, clean, war-ridden and reliable transport mode.Harmonization is the process of standardization of infrastructure components like types of track gauges, different types of power supply, speed control systems, withdraw safety systems and technol ogies as well as the job profiles of drivers. The objective of harmonization is to pass interoperability between the heterogeneous railway networks of the member states with in EU. Harmonizing products and technologies through innovation is a necessity for the rail supply industry to position its potential, and for its stakeholders to deliver cost-effective services for intermediate and final clients.3.1. Need for harmonizationPrior to the formation of European Union, the railway systems in Europe were run at the national level and were managed and operated by vertically integrated state owned companies. These railway systems were intentional under different national operational rules, policies and standards. This resulted in the lack of interoperability in the railway transport sector which hampered the polish of growth in European economy through increased occupation activities amongst the member states. The EU thus envisaged a address of unified railway transport network ac ross the EU member states to promote the tack and thus foster the economy. This goal transformed into a number of directives and regulations to achieve a Trans European network.3.2. Components of harmonizationTo transition from the heterogeneous railway networks to a homogenised railway transport infrastructure across Europe, different components of harmonisations were evaluated by the European commission. European commission delineate the homologation process in terms of interoperability, safety and signalling systems.3.2.1. InteroperabilityInteroperability of the rail systems renders a safe and uninterrupted movement of tags, dapple accomplishing the required and specified levels of performance. Interoperability rests on all the technical, operational and regulatory conditions that moldiness be met in order to satisfy the essential requirements.Interoperability has been mandated by some(prenominal)(prenominal) EU directives. The first one is the Directive 96/48/EC, which was passed in 1996 and is only concerned with the interoperability of the Trans- European high speed rail system. The guerrilla one is the Directive 2001/16/EC, which applies interoperability to lines within the trans-European transport network and other infrastructure facilities. Both these directives were later modified by the directive 2004/50/EC along with the corrigendum for the former directives. Most recently the directive 2008/57/EC was passed to include the commwholey railway systems within the scope of interoperability. A consolidated history of regulatory framework evolution concerning interoperability in European railways is provided as Appendix 3.To overcome the technical fragmentation of rail networks, the interoperability directives provided that the residential district legislation is gradually establishing mandatory so called Technical Specifications for Interoperability, commonly referred to as TSIs. The European Railway Agency owns the responsibility to draw up and rescript the TSIs, on the basis of inputs provided by the member states and other stakeholders of the railway sector.several(prenominal) subsystem constituents of interoperability of railway transport for both conventional and high speed lines are as belowInfrastructure( track works, tunnels, bridges and stations) and energy (electrification system)Operation and telematic application for passengers tie in equipment and procedures to enable a coherent operation of different subsystems and also the requirements of professional qualification for the skilled labour involved in operations.Rolling stock vehicle dynamics, superstructure, on board rule and control system equipment, current-collection devices, traction building blocks, energy conversion units, braking, coupling and running gear and suspension, doors, man/machine interfaces, passive or active safety devices.Maintenance procedures and processes, technical documentation, related equipments, logistics centres for maintenance work.3.2.2. precaution safe is one of the important components of the railway systems which is highly regulated at both national and EU level. Safety is one of the prime concerns of the customers of rail transport and hence there is a special focus on the safety standards which have to be designed in line with the interoperability directives. Hence common safety standards, practices and targets have to backup interoperability to successfully achieve the desired homologation of the trans-European railway network. The European commission issued many directives to mandate the safety methods to support the harmonization process. These directives include Directive 2004/49/EC, Directive 2007/59/EC, the directive on attestation of train drivers and other relevant EU legislation.ERA acts as a musical accompaniment organization to the European commission to develop the further implementation architectural plans for the EU directives by networking with the national bodies of the member states. ERA has structured quadruplet different occupancy sectors concerning railway safety and provides rudimentary support to the stakeholders involved in the complete process from formulation of regulation to implementation and periodic reviews. The four different segments areSafety Assessment developing common safety methods for danger evaluation and assessment and common safety targets according to articles 6 and 7 of the Directive 2004/49/EC. This unit assists each member state to define their safety targets and develop a methodology for calculating and assessing the achievement of those targets. This unit also collaborates to define safety requirements for TSIs and to support technical opinions to be given to European commission.Safety Certification define, develop and evaluate implementation of common safety methods for software documentation of railway undertakings as well as certification for train drivers and authorization of infrastructure managers. The objective o f this unit includes proposing a migration schema towards a single residential district Safety certificate.Safety Reporting Monitors and canvasss the development of safety on Europes railways and disseminates information, reports biennially on the safety performance of railways within the European Union. Functions also include developing and maintaining public databases of safety related documents such as safety certificates, licenses, national safety rules, investigation reports and indicators. accountability of coordinating with the national investigation bodies concerning safety and facilitating information exchange between them lies with this unitSafety Regulation Functions include, validating the notification of national safety rules, register and notify the national safety rules accepted by the commission, prove the way in which the national safety rules are published, maintain the talk protocol between the member states and the responsible organizations for railway regu lation.3.2.3. ERTMSThe command control and signalling systems is an important instrument that should also be harmonised to support the ofttimes required interoperability of the trans-European railway network. ERTMS is considered to be a first major measure in fostering the creation of single European railway market. ERTMS would also address the increasing costs of operation due to the incompatible and out of date signalling systems across Europe. Currently around 20 signalling systems are in place across Europe, most of which are choose by the network operators of the member countries as stipulated by national standards. These different signal systems impose a restriction on the rail transport across the borders of the member states of EU, as the costs of incorporating compatibility with the international networks increases. A common standards and systems for intra as well as international rail traffic management in the EU member countries would enhance the attractiveness of rail transport making it affordable and milieu friendly.The idea of common traffic management systems for European railways was conceived during the late 1980s, but the process of drawing up technical specification was started during 1998, following the interoperability directive of 1996. The ERTMS specification was approved by EU in 2000, followed by which, between 2005 and 2008, the implementations plans were charted out for the six freight corridors across Europe and the memorandum of mind was signed between the EU, member states and the other railway stakeholders. The implementation plan was devised considering the national implementation plans of the member states, which was then consolidated taking into devotion the priority for the freight corridors connecting different member states. The proposed completion of implementation of ERTMS across Europe is by the end of 2020. UNIFE and a consortium of railway signal equipment manufacturers are working closely with the European comm ission and the infrastructure managers of member companies for the development and implementation of cost effective technical solutions concerning ERTMS implementation.3.3. Process of HarmonizationFor successful harmonization of European railways, close cooperation of the institutional bodies, political representations and also commitment of the railway operators and rail supply industry are required. The harmonization and standardization process to achieve European railway interoperability can be grouped into two stages3.3.1. Directives to StandardsThe directives of the European Commission are transformed into the TSIs by ERA, which are then validated against the standards requirement at the national and the EU level by relevant standardization organization like CEN, CENELEC and ETSI. At the end of this stage a detailed documentation of the standards, man adopting the TSIs are produced. Figure 5 provides and illustration of this process.extraction Dealing with standardization in l iberalized network industries by Dr Marc Laperrouza3.3.2. Standards to ProductsOnce the directives are turned into standards, the next take exception is to transform the standards into the products. The standards are again reviewed by the ERA and then passed over to the European Union for the legal process. Once the compliance with legal process is established, the standarEffects of Harmonization of Railway InfrastructureEffects of Harmonization of Railway InfrastructureAbstractHistorically, rail transport systems in Europe have been running as per national standards through the monopolistic and vertically integrated state owned operators. Most of the railway network in Europe is designed for different technical and operational standards of the member states, which makes it impossible or expensive for rail transport across borders. With a vision of achieving a single European railway network, in 1991, the European commission adopted a policy of revitalizing the railway sector to ha rmonize the technical and operational standards across the member states. This policy promotes a single set of Technical Specifications for Interoperability (TSIs)todefine common railway system architectureanda common approach to railway safety management. The long-term objective of such a policy is to open up the rail passenger and freight market for competition and promote the rail transport as sustainable means of transportation. The future of the rail supply industry in Europe is linked to the creation of sustainable transport system, which can only be achieved by increasing the competition in the industry to provide cost effective solutions. Harmonization of the railway networks in Europe will be one of the important driving forces in shaping the rail supply industry in Europe.This paper analyses the current structure of the German rail supply industry and how the industry may evolve given the current drive for interoperability through harmonization of standards and technologie s. The policies of interoperability were conceived during the early 90s, but the impact of such policies are yet to be seen due to the lack of co-ordination between the manufactures, the regulatory mechanism, insufficient funding and the political will. Though the rail supply industry of Europe is in favour of achieving the common technical standards, the resulting market dynamics due to the common European market remains unanswered.1. IntroductionThe purpose of this paper is to analyse the effects of harmonization of railway infrastructure in Europe on the rail supply industry in Europe with focus on Germany. motley directives and regulations of European commission have set off a serial of dramatic changes in the European railway sector. The liberalization process has seen unbundling of the vertically integrated state owned operators. The directive of interoperability is enforcing the member states to transition from the existing signalling systems to common rail traffic manageme nt systems across Europe. Besides the control systems, there is significant thrust by the European commission to harmonize the technical and operational standards of the other components of the railway infrastructure like the tracks, electrification, power supply substations etc. These would render common product characteristics across the infrastructure segments with some exceptions in the stations and tunnel construction as the nature of these requirements varies depending on the local needs and resource restrictions and also these components doesnt contribute to the desired interoperability. Thus the harmonization process would increase the size of the accessible market for companies in rail supply industry. Hence harmonization is bound to have a significant effect on how the industry is structured and the competition within the industry.The German railway infrastructure is the key component of the entire railway transport industry, where in the state owned operator and Logistics Company, Deutsche Bahn AG owns the entire infrastructure. Deutsche Bahn AG (DB) has a monopoly on the upstream of the value chain of German railway industry and at the same time DB exists as a monopsony at the downstream of the value chain. Thus, DB is a single buyer of the infrastructure services and products with very high bargaining power over their suppliers. The processes of harmonization and liberalization in the European railway sector have been shaping the complete value chain of industry. The increasing competition among the railway operator has brought in many benefits to the consumers and also to all other stakeholders involved in the industry.The German rail supply industry is highly fragmented with small to large companies involved in different segments of infrastructure services. The Fragmented nature of the industry has given rise to vulturous competition in the industry with many large players trying to form of address their stakes in the market. The presence of o nly a single buyer, Deutsche Bahn, has defined the competition as price oriented, with many infrastructure companies trying to enter on the technology and process to provide the infrastructure as per the national standards and at lower costs. This paper will discuss the benefits of the standardization in the industry and would also discuss how the rail supply industry in Germany may restructure to the changing market dynamics once the single European market is in place for the railway sector.Chapter 2 of this paper presents entire value chain of the German railway transport industry. This will be followed by the description of the key stake holders of the industry and the interaction mechanism between them. Further the analysis will focus on the railway infrastructure part of the value chain. The analysis in this section will try to evaluate the forces that drive the industry and the bargaining power of the decision makers.Chapter 3 of the document discusses process of harmonizatio n through the EU directives of interoperability and safety. The analysis here will try to explain the various regulation, time frames and governing bodies involved in the process. The discussion will also highlight the progress of harmonization and the issues and obstacles to achieving the desired targets of interoperability.Chapter 4 will discuss the benefits of harmonization to the industry and chart out the current strategic environment of the German rail supply industry. This section will include a lower on the key causal factors and actors influencing harmonization and will develop and discuss few scenarios as to how the industry may evolve post harmonization of the railway infrastructure in Europe in general and Germany in particular. The analysis in this section will draw inferences from the views of some opinion leaders and academics who are involved with the industry.Finally the conclusions of the study will be presented in the chapter 5 which will summarize the findings a nd hypothesis of chapters 3 and 4 respectively. The conclusion will highlight the limitations of this research paper and will also suggest further research options concerning the rail supply industry.2. The Value chain of German Railway Industry2.1. Over view of value chainThe German railway industry is composed of various players along the value chain. A brief overview of the Railway industry value chain is as shown the figure1.The first link in the value chain of German railway industry is the infrastructure construction, which includes the building and maintaining various infrastructure components that support the railway network. The infrastructure components can be track, electrification, power supply substation, electro mechanical works, signalling and command control, railway stations, maintenance and upgrade of tracks and public announcement, displays, ticketing devices etc. Many private companies as well as the subsidiaries of DB are active in this part of the value chain.T he second component of the value chain is the infrastructure management, which is driven by many stake holders, but is controlled mainly by DB Netze, which owns the complete mainline and high speed railway network in Germany. The infrastructure for the urban transport is usually owned by the urban transport operators. The governing bodies like Federal Railway Authority of Germany and the Public Transport Authorities of the various states are the key decision makers for infrastructure management.The most important component of the value chain is the network operation and logistics. This segment of the industry caters to the rail transport market, by providing services to the end customers. The main players in this segment are the Deutsche Bahn, which is a monopoly with around 85% of market share in Germany. The liberalization process has led to the advent of few private operators, who lease the infrastructure from the DB Netze. The urban transport operators are active players in the metro/ tram segment of the railway transport market.The last link of the value chain includes the end customers, which is constituted of both the passenger and freight transport market. Customers are the central focus for the various reforms in the industry as the growth is dependent on the ability of the industry to provide the transport services at affordable prices in comparison with other alternatives like road and air transport. The details of different segments of the rail transport market and the related statistics are provided in Appendix 1.As seen from the figure 1, the intensity of the competition increases as we move up the value chain from the network operators to the infrastructure suppliers. The process of liberalization has induced competition amongst the operators, but the very high drop costs involved, have erected a strong barrier for new entrants. Further up the value chain, there are many players involved in infrastructure management and infrastructure construct ion due to the attractive market size. Though the liberalization process has contributed to the opening up of this market, historically many small and big players are involved in this part of the value chain leading to an increased competition.2.2. Key players of German railway infrastructure managementTo understand the rail infrastructure industry in Germany, It is essential to understand the various stakeholders in the industry and their contribution and importance in driving the market dynamics. Figure 2 is a schematic of the industry structure with a focus on infrastructure management.2.2.1. European CommissionEuropean Commission is a governing body which is one of the important demand drivers for the infrastructure market. The federal and local governments of the member states in the European Union are obligated to adhere to the regulations and policies devised by European Commission. European commission reviews and responds to the transportation needs of the member states of E U, which has the construction of modern, safe and integrated railway network in Europe as priority to enkindle the growth of intra and international trade among the EU members. Hence, the reformatory regulations and their periodic reviews lie within the gamut of European commissions functions.European Commission has set up the European Railway Agency (ERA) to oversee the creation of integrated European railway network by enforcing and implementing safety and interoperability through standardizations and harmonization. ERA works as a coordinating body between the railway sector companies, national authorities, European Commission and other concerned parties. ERAs main task is to develop common technical standards and approaches for the European railway systems and infrastructure. ERA is also the system authority for the implementation of the European Rail Traffic Management Systems (ERTMS) project.Source Adapted from the article separation of operators from infrastructure2.2.2. Gove rnmentsThe German government oversees the boilers suit transport sector through the Federal ministry for Transport, Building and Urban affairs. The Federal Railway Authority (Eisenbahn Bundesamt EBA) is the supervisory authority for 30 railroad traffic operators and for 5 infrastructure companies mainly for the Deutsche Bahn AG. The functions of EBA include issuing licenses for infrastructure companies, providing investments and funding for infrastructure projects, making railroad access discrimination free, facilitates innovation within the accepted safety standards, ensures value creation for customers and also checks for unfair matched practices.The supervisory authority of the urban transport lies with the 31 Public Transport Authorities (PTA) in the different federal states of Germany. The duties of the PTA are similar to those of EBA, but within the context of urban transport. PTAs work in conjunction with EBA for the infrastructure planning and funding activities at the lo cal level.The political decision makers own the responsibility to define the legislative framework to fully integrate the European railways, in terms of enhanced market access, interoperability and safety rules. A sonorous legislative framework that works in tandem with the EU commission is expected to accelerate the harmonization process.2.2.3. Network Operators/ OwnersIn Germany most of the mainline and regional rail networks infrastructure are owned and operated by the DB Netze AG , DB Regio Netz Infrastruktur GmbH, DB Station Service AG, DB Railionand the DB reise und touristik , who are all directly owned by the Federal Government.The DB Netze AG is responsible for track installations, coordination of network usage time tables and pricing. The DB Station Service AG operates, maintains and develops the passenger stations and also ensures the purvey of services to travellers and railway undertakings. The DB Regio Netz Infrastruktur GmbH is responsible for local and regional t raffic operation and infrastructure management. DB Railion is responsible for operation of freight traffic and DB Reise und touristik is responsible for long distance traffic operation. Besides these many new private traffic operators like Veolia Transportation, TX logistics, AKN Eisenbahn AG, Ostdeutsche Eisenbahn GmbH, S-Bahn Hamburg GmbH, etc have entered the German railway market.Railway operators are responsible for improving the quality of services in terms of information accessibility, customer comfort, reservation and ticketing, network accessibility, availability of services, promptness and reliability. The infrastructure managers or the network owners are responsible for optimising the capacity physical exercise of the available network infrastructure ensure fair and non discriminatory access to network for all railway undertakings and also to ensure operational strength and safety.2.2.4. Infrastructure providersInfrastructure providers are the companies that supply the railway transport industry with various infrastructure services like the rolling stock, track, electrification, maintenance etc. The infrastructure providers can also be termed as rail supply industry focused on the infrastructure development as per the standards and regulations set by the other stakeholders listed above.The rail supply industry is responsible for organising themselves to provide the ready to use equipment and infrastructure needed by the railway undertakings and infrastructure managers. The research and development of new products to promote the process of harmonization depends on the capabilities of rail supply industry.2.2.5. Associations and OrganizationsMany organizations and agencies of the railway industry in Europe work closely with the EU and the national governments of the member states to support and promote the rail transport by setting technical standards and promoting fair competitive practices in the industry. Some of the important associations and a gencies that are relevant to the rail supply industry are UNIFE, ERRAC, UITP, UIC, CER, EFRTC etc. Details of these associations are provided in the Appendix 2.2.3. Overview of German rail supply marketWorldwide, total rail supply market volume exceeds 120 bn. Of which, the size of the rail supply market in Germany is estimated to be around 6.3 bn. Based on the railway network type and usage characteristics, the rail supply markets can be further classified as High speed and very high-speed lines, conventional and regional rail lines and the urban rail transport networks. While Deutsche Bahn is the single customer in the high speed and very high speed lines and the conventional and regional lines segments, the different public transport authorities are the customers in the urban rail infrastructure market.High speed and very high-speed lines These are usually the rail networks that spans across the borders to enable red-hot connectivity across Europe. The high speed lines between the important cities within the country also fall into this category, as they have the future potential to be integrated with cross border traffic. In Germany, this segment is currently small in size and is expected to grow especially due to the increasing need of cross border traffic.Conventional and regional lines These are usually referred to as main lines and consist of the rail networks that connect the different regions with in a country. So, the entire regional rail transport networks that support the intra train transport with in a country and the freight transport networks can be grouped into this category. Currently this segment is built and operated as per the national standards set by the Federal railway authority and the volume of this network is very huge and is highly heterogeneous and is also operationally underutilised.Urban rail networks This market segment consists of metros and the commuter/sub urban rail networks which support the public transport with in a cit y. The product requirements within this segment can vary depending on the local geographical characteristics and finances availability. This segment is mostly independent of and incompatible with the other segments and so provides many avenues of differentiation for the companies that are active in this segment. As of now there are no regulations enforcing harmonization of these networks.2.4. Structure of rail supply industry in GermanyThe rail supply industry in Germany is classified into four segments namely Rolling stock, Infrastructure, Signalling and control system and services. Figure 3 represents a schematic of the different segments of the German rail supply industry.Rolling stock The products in this segment are characterized by all the vehicles that run on the railways like locomotives, railroad cars, coaches and wagons. Due to the high capital investments, this segment usually consists of large companies like Bombardier, Siemens and Alstom.Infrastructure This segment is c haracterized by the infrastructure components like tracks, electrification and stations. Many companies with diversified products serve in one or more of the components of this segment.Signalling and control systems The infrastructure components like the track side signal installations, on board control equipment, control stations etc are grouped as signalling and control systems.Services This segment includes the service and maintenance for all the other segments. This segment also comprises the project management and turnkey solutions. In Germany most of the maintenance and project management is carried out by the subsidiaries of Deutsche Bahn.2.5. variance of the German rail supply marketPutting the rail supply market and the rail supply industry segmentation together will provide a complete segmentation matrix, which will help in the better understanding and analysis of the market. The segmentation matrix is provided in figure 4.Figure 4 German rail supply Market partition mat rixIn the above matrix, the shaded regions indicate an overlap of product and service similarities in the different infrastructure components and the market segments of the railway industry.3. HarmonizationFor a successful, larger and integrated Europe, the availability of efficient transport systems is essential for supporting sustainable economic growth and social development. Passenger and freight transportation by rail is a potentially effective instrument to rubbish congestion, pollution, global warming and traffic accidents. These negative externalities undermine the capability and might of European economy and the health of future generations.The growing European Union and the globalization of the world economy have necessitated an international transport market, to support the outpacing economic growth. Today, the rail sector faces an ever increasing demand of cooperative higher transport volumes, a result of transport growth, and of policies favouring competition in the sector. Rail transport in Europe is a future-oriented industry, striving to offer attractive, affordable, safe, clean, competitive and reliable transport mode.Harmonization is the process of standardization of infrastructure components like types of track gauges, different types of power supply, speed control systems, train safety systems and technologies as well as the job profiles of drivers. The objective of harmonization is to achieve interoperability between the heterogeneous railway networks of the member states with in EU. Harmonizing products and technologies through innovation is a necessity for the rail supply industry to deploy its potential, and for its stakeholders to deliver cost-effective services for intermediate and final clients.3.1. Need for harmonizationPrior to the formation of European Union, the railway systems in Europe were run at the national level and were managed and operated by vertically integrated state owned companies. These railway systems were desig ned under different national operational rules, policies and standards. This resulted in the lack of interoperability in the railway transport sector which hampered the goal of growth in European economy through increased trade activities amongst the member states. The EU thus envisaged a goal of unified railway transport network across the EU member states to promote the trade and thus foster the economy. This goal transformed into a number of directives and regulations to achieve a Trans European network.3.2. Components of harmonizationTo transition from the heterogeneous railway networks to a homogenised railway transport infrastructure across Europe, different components of harmonisations were evaluated by the European commission. European commission defined the homologation process in terms of interoperability, safety and signalling systems.3.2.1. InteroperabilityInteroperability of the rail systems renders a safe and uninterrupted movement of trains, while accomplishing the re quired and specified levels of performance. Interoperability rests on all the technical, operational and regulatory conditions that essential be met in order to satisfy the essential requirements.Interoperability has been mandated by several EU directives. The first one is the Directive 96/48/EC, which was passed in 1996 and is only concerned with the interoperability of the Trans- European high speed rail system. The second one is the Directive 2001/16/EC, which applies interoperability to lines within the trans-European transport network and other infrastructure facilities. Both these directives were later modified by the directive 2004/50/EC along with the corrigendum for the former directives. Most recently the directive 2008/57/EC was passed to include the community railway systems within the scope of interoperability. A consolidated history of regulatory framework evolution concerning interoperability in European railways is provided as Appendix 3.To overcome the technical fr agmentation of rail networks, the interoperability directives provided that the Community legislation is gradually establishing mandatory so called Technical Specifications for Interoperability, commonly referred to as TSIs. The European Railway Agency owns the responsibility to draw up and decree the TSIs, on the basis of inputs provided by the member states and other stakeholders of the railway sector.several(prenominal) subsystem constituents of interoperability of railway transport for both conventional and high speed lines are as belowInfrastructure( track works, tunnels, bridges and stations) and energy (electrification system)Operation and telematic application for passengers related equipment and procedures to enable a coherent operation of different subsystems and also the requirements of professional qualification for the skilled labour involved in operations.Rolling stock vehicle dynamics, superstructure, on board command and control system equipment, current-collection devices, traction units, energy conversion units, braking, coupling and running gear and suspension, doors, man/machine interfaces, passive or active safety devices.Maintenance procedures and processes, technical documentation, related equipments, logistics centres for maintenance work.3.2.2. SafetySafety is one of the important components of the railway systems which is highly regulated at both national and EU level. Safety is one of the prime concerns of the customers of rail transport and hence there is a special focus on the safety standards which have to be designed in line with the interoperability directives. Hence common safety standards, practices and targets have to co-occurrence interoperability to successfully achieve the desired homologation of the trans-European railway network. The European commission issued many directives to mandate the safety methods to support the harmonization process. These directives include Directive 2004/49/EC, Directive 2007/59/EC, the dire ctive on certification of train drivers and other relevant EU legislation.ERA acts as a supporting organization to the European commission to develop the further implementation plans for the EU directives by networking with the national bodies of the member states. ERA has structured four different business sectors concerning railway safety and provides central support to the stakeholders involved in the complete process from formulation of regulation to implementation and periodic reviews. The four different segments areSafety Assessment developing common safety methods for risk evaluation and assessment and common safety targets according to articles 6 and 7 of the Directive 2004/49/EC. This unit assists each member state to define their safety targets and develop a methodology for calculating and assessing the achievement of those targets. This unit also collaborates to define safety requirements for TSIs and to support technical opinions to be given to European commission.Safety Certification define, develop and evaluate implementation of common safety methods for certification of railway undertakings as well as certification for train drivers and authorization of infrastructure managers. The objective of this unit includes proposing a migration system towards a single Community Safety certificate.Safety Reporting Monitors and analyzes the development of safety on Europes railways and disseminates information, reports biennially on the safety performance of railways within the European Union. Functions also include developing and maintaining public databases of safety related documents such as safety certificates, licenses, national safety rules, investigation reports and indicators. tariff of coordinating with the national investigation bodies concerning safety and facilitating information exchange between them lies with this unitSafety Regulation Functions include, validating the notification of national safety rules, register and notify the national s afety rules accepted by the commission, analyze the way in which the national safety rules are published, maintain the converse protocol between the member states and the responsible organizations for railway regulation.3.2.3. ERTMSThe command control and signalling systems is an important instrument that should also be harmonised to support the oft required interoperability of the trans-European railway network. ERTMS is considered to be a first major feel in fostering the creation of single European railway market. ERTMS would also address the increasing costs of operation due to the incompatible and out of date signalling systems across Europe. Currently around 20 signalling systems are in place across Europe, most of which are adopted by the network operators of the member countries as stipulated by national standards. These different signal systems impose a restriction on the rail transport across the borders of the member states of EU, as the costs of incorporating compati bility with the international networks increases. A common standards and systems for intra as well as international rail traffic management in the EU member countries would enhance the attractiveness of rail transport making it affordable and environment friendly.The idea of common traffic management systems for European railways was conceived during the late 1980s, but the process of drawing up technical specification was started during 1998, following the interoperability directive of 1996. The ERTMS specification was approved by EU in 2000, followed by which, between 2005 and 2008, the implementations plans were charted out for the six freight corridors across Europe and the memorandum of understanding was signed between the EU, member states and the other railway stakeholders. The implementation plan was devised considering the national implementation plans of the member states, which was then consolidated taking into term the priority for the freight corridors connecting diffe rent member states. The proposed completion of implementation of ERTMS across Europe is by the end of 2020. UNIFE and a consortium of railway signal equipment manufacturers are working closely with the European commission and the infrastructure managers of member companies for the development and implementation of cost effective technical solutions concerning ERTMS implementation.3.3. Process of HarmonizationFor successful harmonization of European railways, close cooperation of the institutional bodies, political representations and also commitment of the railway operators and rail supply industry are required. The harmonization and standardization process to achieve European railway interoperability can be grouped into two stages3.3.1. Directives to StandardsThe directives of the European Commission are transformed into the TSIs by ERA, which are then validated against the standards requirement at the national and the EU level by relevant standardization organization like CEN, CEN ELEC and ETSI. At the end of this stage a detailed documentation of the standards, while adopting the TSIs are produced. Figure 5 provides and illustration of this process.Source Dealing with standardization in liberalized network industries by Dr Marc Laperrouza3.3.2. Standards to ProductsOnce the directives are turned into standards, the next challenge is to transform the standards into the products. The standards are again reviewed by the ERA and then passed over to the European Union for the legal process. Once the compliance with legal process is established, the standar

The Ability Of Sound To Shatter Glass Environmental Sciences Essay

The Ability Of grievous To Shatter Glass environmental Sciences EssayThere is a myth that claims that the piercing voice of the dual vocalist has the power to fracture a wine scrap. In this media-driven world, we atomic number 18 often shown television portrayals of such events in that respect is as well evidence and individualized testimony that supports the conjure upment. Scientific explore has also proved that big(a) kitty shop a glaze over and the laws of inseparable philosophy perk up proven that this is thinkable done honest tintinnabulation.In this extended seek, I volition study the ability of sizable to cashier rubbish done exploitation disparate size of it of itd beakers and also antithetic composes of internal-combustion engine. The signifi canfulce of this try out is to relate the physics idea with our lives. During my expe back talkentation, deuce-ace distinguishable sizes of beaker and three contrastive squ atomic number 18 off s of blur vex been utilised to test the ability of undecomposed to cashier nut case through development the laws of physics. all in all the beakers and spy ice-skating rink overes argon make of the very(prenominal) sparkler and be of the same thickness.The expe back talkent is conducted by resonating the trumpery in and beaker at its infixed relative oftenness. The frosting and beaker go forth shudder when conk out waves atomic number 18 emitted to the paries of the blur. In order to demolish the furnish, the bountifulness of the cash in ones chips is increased until the spy trash busts. If minusculeer bountifulness is require to shatter the cods fence inop, this depart indicate that the codswallop is more than easily tatterdemalion. All the three different sizes of beakers and three different shapes of glaze over volition then be compared. . The results show that veridically the gloomy sized beaker is more easily burst when compared to the bigger sized beaker the results also demonstrate that the beaker film over is more easily shattered when compared to the wine glaze over, which is trimd inward and outwardss at the b beach.1.0 Introduction1.1 SCOPE OF WORKI have studied about headphone waves and its subtopic which is rapport in Physics at High School and also during my diploma programme. . alone I was disappointed to come about that I couldnt locate any literature that explores how the start waves can shatter sugarcoatful through respectable reverberance. This essay is an attempt to study the phenomenon that involves the factors that bear upon the chill of supply through the emission of secure waves of the glasss lifelike relative frequenceShattering of glass can be because of many factors. hence I set myself the objective of doing this seek which is to determine whether changing the size of glass impart bushel the bountifulness of weighty take to shatter glass. another(prenominal) obj ective of this essay is to check whether changing the shape of glass entrust affect the amplitude of sound call for to shatter glass. Therefore, my question allow for be based on the two objectives. To achieve the objectives in this research I have posed two research interrogations which areenquiry forelandsDoes changing the size of the beaker affect the amplitude of sound needed to shatter the glass through sound resonance?Does changing the shape of the glass affect the amplitude of sound needed to shatter the glass through sound resonance?1.2 Background Information and LiteratureThe near nearly-valuable thing about this essay is to know the basic information that ease ups the try related to the physics concept. In this essay the main physics concept that forget be talked about is sound resonance. Using this concept, the eyespectacles bequeath be forced to vibrate at their respective inhering frequencies until they shatter into smithereens.There are several key ter ms that need to be clarified before performing the research. The first term would be the natural relative relative oftenness. The natural frequence is the frequency of a system which oscillates freely without the achieve of external force1. Another term that is strategic is resonance. Resonance is the state which the frequency of the externally applied fulfilmentic force equals the natural frequency of the system.2.All objects have their own resonance frequency. This includes supply.2.0 inquiry QuestionThis extended essay bequeath be guided by two research questions. The research questions formed were set to be the parameters of this essay.First research questionResearch Question Does changing the size of the beaker affect the amplitude of sound needed to shatter the glass by sound resonance?Three beakers with different diams of flange of glass are employ to test the ability of sound waves to bruise the beakers.Type of glassSize of glassDiameter of rim of glass, cm (0. 01cm)Beaker ASmall6.28Beaker BMedium9.46Beaker C hulking11.39 slacken 2.01 Size of the glass and the diameter of the rim of the glass for Beakers A and B and CSecond Research QuestionResearch Question Does changing the shape of the glass affect the amplitude of sound needed to shatter the glass by sound resonance?Different glass can be moulded into different kinds of shape. Different shapes of glass are employ to test the ability of sound waves to checker the glass at its natural frequency.Type of glassDiameter of rim of glass/cm practice of the glassBeaker A6.28Straight shapeWineglass A6.13Curvature (inwards at the rim)Wineglass B6.31Curvature (outwards at the rim)Table 2.02 The table of the diameter of the rim of the glass, the shape of the glass for Beaker A , Wineglass A and Wineglass B.3.0 VariablesExperiment I parasitical The amplitude of the sound waves needed to shatter the glass.Independent The size of the beaker utilise. unremitting The natural frequency of the glass, t he thickness, type and shape of the glass.Experiment II pendant The amplitude of the sound waves needed to shatter the glass.Independent The shape of the glass being use (beaker and wineglass).Constant The natural frequency of the glass, the thickness, type and size of the glass.4.0 Apparatus and MaterialsApparatusQuantity1000ml beaker1600ml beaker1150ml beaker1Wineglass1Wineglass with outwards curvature at the rim1Metal remove1Microphone1Headphones1Eye Goggles160 Watt Speaker/Amplifier(Roland occlusion 60X)1Cool cut off professional 2.0 ( frequence analyzer)-laptop1Signal/frequency generator(Programmable analysis package)1vernier scale Calliper1 In this experiment, most of the apparatus and material were personateable at the science laboratory. The apparatus and materials used areTable 4.1 Table of list of apparatus and materials and the quantity used.5.0 Methodology5.1 Safety PrecautionThe experiment must be done by wearing eye gape and headset/earplugs because of the dan ger posed by smashing glass and due to the fortuity posed by the high pitched sound.5.2 Making a measuring rod for the frequency of glassFrequency is very essential in this experiment. Frequency of the glass can be stubborn by hearing the criticize sound asseverated when hitting the glass with a metal spoon. But it testament only show the qualitative result which is not the authentic frequency of the glass. In order to get the quantitative data for the frequency of the glass, a microphone was used and connected to a laptop so that the sound could be analyzed by employ the software, Cool ignore Pro 2.0 by Syntrillium Software Corporation.The software Cool Edit Pro 2.0 detects the sound produced by the glass and changes the sound into a Sine-wave. The wave form go out be very dense and slopped to each other. A immutable form of sine wave inescapably to be chosen in order to find the period for the wave. The frequency of the glass can be found by using the formulaWhere,f = frequency of glassT = period of glassThe frequency that measured is the frequency of the glass. hence the frequency needfully to be trailed around 100 Hz to get the actual natural frequency of the glass that can resonate the glass easily.Experiment I and Experiment IIThe steps for Experiment I and Experiment II are the same. The only difference is that for Experiment I, three beakers with a different diameter at the mouth of the glass are used. Measure the diameter of the glasses using vernier callipers and label it as Beaker A, Beaker B and Beaker C. Then, for Experiment II, three type of glass are used a beaker, a wineglass with an inward curvature and a wineglass with an outward curvature. The glasses are labeled as Beaker A, Wineglass A and Wineglass B.After that, for Experiment I, Beaker A is taken to put down the first experiment. The frequency for Beaker A is found by using the steps as stated earlier. Roland cylinder block 60X, an amplifier with a reinforced in loudsp eaker which is capable of generating more than 110dB of power of sound is used to shatter the glass. Place the beaker very near to the speaker to so that it is in full contact with the glass. The frequency of the sound is generated by using a frequency signal generator. The frequency signal generator leave alone produce sound waves with the desired frequency, generated by the Roland Cube 60X. The frequency generated go out be tested on the beaker a straw is put into the beaker to see the vibration of the beaker.Then, the volume of the sound is increased until the beaker expands and shatters. The amplitude of sound produced by the Roland Cube 60X that caused the glass to shatter is then recorded. All the data is recorded in a table .The experiment is then repeated by using the Beaker B followed by Beaker C. All the steps for Experiment I are then repeated in Experiment II. In this experiment the glasses are changed into three different shapes of glass Beaker A, Wineglass A and Wine glass B.6.0 Data accruement and ProcessingThis section explains the data collected after the experiment was conducted. All the data was taken when tabulated into the table as shown in the table downstairsExperiment 1Type of glassDiameter of rim of glass/cm (0.01cm)Frequency of the glass calculated, Hz (1Hz)Actual internal Frequency of the glass,Hz (1Hz)Amplitude of sound needed , dB(1dB)Beaker A6.2815151466123Beaker B9.46689747128Beaker C11.39625658 one hundred thirtyTable 6.1 Table of Diameter of rim of glass , natural frequency, the actual natural frequency and the amplitude of the sound needed to make grow the beaker A,B and CThe highest frequency calculated is Beaker A, followed by Beaker B then Beaker C.In this experiment, Beaker A only needs 123 dB to induce its expansible limit. Beaker B needs 128 dB to be broken into pieces while Beaker C is the hardest to shatter, needing 130 dB amplitude of sound to shop the beaker.Experiment 2The data from the warrant experiment wa s tabulated in the table below.Type of glassDiameter of rim of glass/cm (0.01cm)Frequency of the glass calculated, Hz (1Hz)Actual Natural Frequency of the glass,Hz (1Hz)Amplitude of sound needed , dB(1dB)Beaker A6.2815151466125Wineglass A6.1312501153132Wineglass B6.1714491388Cannot be brokenTable 6.2 Table of Diameter of rim of glass, natural frequency, the actual natural frequency and the amplitude of the sound needed to subvert the Beaker A, Wineglasses A and BIn this experiment, the highest natural frequency for the glasses is Beaker A. Wineglass B is the second highest followed by Wineglass A. All of the glasses are shattered at their natural frequency except for Wineglass B. Wineglass B cannot be broken, which impart be explained in the discussion section of this paper.7.0 Discussion and Analysis7.1 How glass can be shatteredThis part of extended essay provide explain the actual concept of how a glass can be shattered. There are several factors that will affect the ability o f sound to disassemble a glass. The sound wave used to resonate the glass must be of a high pitch and it will start to make the object vibrate. The constructive interference come upring at the glass walls make the vibration of the glass more visible. Then the following conditions will fall outFigure 7.1a Figure 7.1bFigure 7.1 Figure of an exaggerated example of the enchant of the rim of the glass from the top view when the sound wave is generated to the glassIn the draw above, it shows that in figure 7.1a, there will be four nodes when the sound wave is resonated to the glass. This type of condition occurs if the frequency generated is the same as the natural frequency of the glass and the amplitude of the sound produced is high. If the amplitude is further increased, the shape of the ellipsoidal rim will increase until it reaches an elastic point until the glass shatters.Comparatively, the diagram in figure 7.1b shows there will be six nodes produced when a high(prenominal) or spurn frequency than the natural frequency of the glass is used to resonate the glass. This is not the most efficient frequency for the oscillation of the glass. so the rim of the glass will vibrate in all delegations. Below are the properties that will occur when the glass resonatesWhen sound waves are generated to the wall of glass, constructive interference will occur and the glass will oscillate inwards and turn into an ellipsoidal-like shape at A as shown in the figure.The ellipsoidal-like shape which oscillates inwards will be reflected back to its original position as it doesnt have rich energy (amplitude of sound) to reach its elastic limitBThe reflected oscillation of the glass will then exceed its actual rim position as it will oscillate in an ellipsoidal-like shape outwards of the actual rim shape at B.The oscillation will continue as immense as the frequency generated is the same as the natural frequency of the glass. But to exceed the elasticity limit of the gla ss, a higher amplitude of sound wave needs to be generated. A longer ellipsoidal-like shape will be produced. Later will exceed the elastic limit and check out the glass into pieces.Diagram 7.2- Properties of wineglass when it undergoes resonanceIf a different frequency quite than its natural frequency is used, more nodes of oscillation will be produced and it is harder to break as it doesnt reach the glass elasticity limit, as shown in diagram above. The lower number of nodes produced, the further the stretch of the oscillation will be.7.2 The caliber factor (Q-factor)Q factor is a dimension little(prenominal) parameter that describes how under-damped an oscillator or resonator is3. It is cognise that Q factor is inversely proportional with damping4. The Q factor can be determined by measuring the time taken for the glass from rim to dish mode and has the highest resonance frequency. In the experiment of smashing of glass using sound resonance, the glass cannot be affected by any damping massively. Damping is the precipitate in the amplitude of an oscillating system5. Damping will oppose the direction of vibration of the glass so that it can reduce the glasss vibration. therefrom for shattering a glass, the glass with a high Q factor is the best as it will have little damping and higher resonance frequency.Experiment I ( size of the beaker)In this experiment the only difference mingled with the beakers is the size of the beakers. It brings a difference to the amplitude of the sound wave needed to break the glass. After the experiment has been done, it becomes clear that there is a connection between the size of the beaker and the ability of the sound to break the glass.From the result, it can be seen that smaller sized glass beaker will break more easily when sound wave of its natural frequency is directed to the wall of the glass. However, it is hard to investigate the exact math relationship between the natural frequency of the glass and the ampli tude of the sound wave needed to break the glass. The high amplitude is used to expand the solid state of the glass to a more elastic shape ( liquid state characteristic) of the glass so that the intermolecular forces between the particles can be overcome.In this experiment, the easiest glass to break by sound resonance is Beaker A as the amplitude needed to break the glass is the net when compared to the other beakers. This is because the beaker has a high resonance frequency. When the resonance frequency of the beaker is high, the beaker will vibrate more in a period of time. Since the glass is vibrating at a high frequency, the damping prepare on the glass less effective. As small beakers will have a low damping effect, the elastic limit for the glass will also be lower. thence less energy (amplitude of sound) needed to shatter the glass. So for the Beaker A, the size of the beaker is small, the resonance frequency is high and the damping effect is low, so the quality factor for the glass is high. That is wherefore lower amplitude of sound is required to shatter Beaker AFor Beaker B, higher amplitude of sound is needed to break the beaker. This because the size of the glass is bigger than Beaker A. Beaker B will have a lower reverberating frequency compared to Beaker A. This is because the natural frequency of Beaker B is lower when compared to Beaker A. Thus there will be less vibration of the particles of glass per second. As the resonant frequency of the glass is lower when compared to Beaker A, the damping for Beaker B will be higher when compared to Beaker A. Therefore, the elastic limit for the glass to break will also be higher when compared to Beaker A. Since damping is inversely proportional to Q factor, thus the Q factor of Beaker B will be lower when compared to Beaker A,. Thus it will require a higher concentration of energy (amplitude of sound) to reach the four nodes mode oscillation of glass and later to exceed the elastic limit of the glass.The hardest beaker to shatter is Beaker C. This is because the size of Beaker C is bigger than Beaker B and Beaker A. In this case, the glass with the lowest resonance frequency is Beaker C. This is because the frequency of Beaker C is very low when compared to the other two beakers. take down frequency means a lower number of vibrations of the particles of glass per second. Thus there will be a higher damping effect for Beaker C. Damping will oppose the force of the vibration, thus making it harder for the glass to resonate. The Q factor for Beaker C is the lowest compared to Beakers B and A. Thus the amplitude needed to break Beaker C will be the highest as the beaker need more energy to reach the beakers elastic limit. What is needed for the glass is to have a strong resonance where it will vibrate at a higher resonant frequency, with less damping effect and a high Q factor. Then it is possible to force the beaker to vibrate with a bigger displacement and then break.Exper iment II ( manikin of the glass)In this experiment, the most important factor that is manipulated is the shape of the glass. The shapes used in this experiment consist of shapes that have tall nerves and sides with curvature. These two shapes of glass can be broken easily by sound resonance because of the grammatical construction of glass that has a certain type of periodic structure. The connection between the sound resonance and the periodic structure of the glass makes the vibration of the glass stronger. Strong vibration can reach the four nodes mode of the glass until it reaches the elastic limit of the glass.The shape of Beaker A is with less loop and more tall sides when compared to the wine glass with turn inward or outward sides of glass. The amplitude needed to break Beaker A, Wineglass A and Wineglass B are not the same as the shape of the side wall of the glass will play a major role in the ability of sound to break the glass. When comparing all three type of glass, the glass most easily shattered is Beaker A. Having a glass with tall sides with minimum curve promotes better vibration of the glass and makes it easier to break. This is because there will be less damping effect that will occur when using Beaker A. The tall sides with minimum curve will reduce the damping effect of the beaker. Since the damping effect for Beaker A is low, the resonance frequency of Beaker A will be high and thats why the natural frequency of the beaker A is the highest. Since the Q factor is inversely proportional to the damping effect, thus Beaker A has the highest Q factor. Thats why lower amplitude of sound is needed to shatter the beaker when compared to Wineglasses A and B.The trend shape of Wineglass A makes it hard for the glass to resonate at its natural frequency. Curved walls make the glass wall more suitable for damping. payable to the damping effect, the structure of the curvature in the wall can easily remould to its actual position even though it vibrates under sound resonance. This will increase the elastic limit of the glass thus making it harder for Wineglass A to shatter. Thats why Wineglass A needs higher amplitude of sound to break the glass when compared to Beaker A. As the damping effect for Wineglass A is higher than Beaker A, thus the resonance frequency of wineglass A is lower when compared to Beaker B and the Q factor for Wineglass A is lower when compared to Beaker B. Thus Wineglass A is more resistant to being broken by sound resonance when compared to Beaker A.In contrast, Wineglass B is different from Wineglass A and Beaker A. This is because Wineglass B cannot be shattered even though 140 decibels of sound are emitted to the glass. The shape of the wineglass itself causes it to stay rigid and it cannot be shattered. The shape of Wineglass B is curved outwards at the rim of the glass. The shape of Wineglass B makes the wineglass easier for damping. This is because, when Wineglass B is resonated at its natura l frequency, it is hard for constructive interference to occur between the waves as damping occurs easily. The damping effect of Wineglass B is higher when compared to Wineglass A and Beaker A as the shape of Wineglass B is not a periodic structure. Though the natural frequency of Wineglass B is higher than Wineglass A , Wineglass B still cannot be shattered into pieces because the energy supplied to the glass is not enough to overcome the high damping effect of the glass. Thus in this experiment, glass with sides which dont curve in too a lot at the top and also have tall sides of wall of the glass are most easily shattered by using sound resonance.Conclusion and EvaluationThere are several factors that affect the shattering of glass such as the size of the glass, the shape of the glass, the thickness of the glass and also the type of glass used. In this experiment, the research concerned the question does changing the size of the beaker affect the amplitude of sound needed to sha tter the glass? After conducting the experiment, it can be seen that in Experiment I, the lowest amplitude needed to break the glass is on the smallest beaker which is Beaker A. It only needs amplitude of 123dB to shatter a glass with diameter of 6.28cm The second easiest size of glass to be broken by sound resonance is Beaker B it only needs an amplitude of 128dB to shatter a glass with the diameter of 9.46cm. The most difficult beaker to shattered through sound is Beaker C as it needs an amplitude of 130dB to shatter a glass with diameter of 11.39cm. This answers the research question as there is a warning to the ability of sound to shatter glass the smaller the size of the beaker, the easier it is for the glass to be shattered as it requires lower amplitude of sound. Thus the size of glass plays an important role in determining the amplitude of sound needed to break the glass.For the second experiment, the investigation was based on the research question of does changing the sha pe of the glass affect the amplitude of sound needed to shatter the glass by sound resonance? The result from the experiment proves that the less the curvature of wall of the glass, the more easily the glass is shattered by sound resonance. In this experiment, Beaker A has the lowest curvature structure of the wall and it requires 125 dB of amplitude of sound to shatter the glass. It is followed by the Wineglass A with the wall curved inwards. Wineglass A needs a sound with amplitude of 132dB to shatter the glass. Wineglass B cannot be shattered by sound resonance. Thus the Wineglass B is the hardest to shatter by sound resonance when compared to Beaker A and Wineglass A. Thus a different shape of glass needs a different amplitude of sound to shatter it and in this experiment Beaker A is the easiest to shatter.The method used in this research is not the most efficient way to find the amplitude of sound needed to break glass. This is because there are weaknesses and limitations to this experiment that can affect the results of the experiment. One of the weaknesses of the experiment was the calculation of the natural frequency of the glass. The natural frequency of the glass, which was calculated by using the software Cool Edit Pro, was not accurate enough. That is why to get the actual natural frequency of the glass was hard because we need to trail at about 100Hz. This is because when recording the sound produced when the glass is hit by a metal spoon, there will invariably be a stress sound recorded along with the sound from the glass. Thus this will affect the frequency of the glass calculated. Instead of using the microphone and Cool Edit Pro, another device can be used to detect the frequency of the glass a frequency analyser.Another weakness of the experiment was that the sound generated by the amplifier wasnt operose enough upon the glass. This is because there might have been making water of the sound energy. The size of the amplifier was very big and the sound directed to the glass was not efficient enough, thus it will have excited the glass in an inefficient way. But this can be overcome by using a compression driver. This is because the compression driver has a small diaphragm. Thus it can concentrate and direct the sound into one side of the glass wall. This way of generating sound is more efficient when compared to using Roland Cube 60X. The sound from the compression driver also needs to be generated close to the wall of the glass. To reduce the leakage of the sound, a Perspex box should be used so that all the sound energy will be concentrated upon the glass.The biggest limitation of the research is that the apparatus that can be found in the college library makes it hard to break the glass efficiently. This is why it is hard to break the wineglass and also the beaker at its natural frequency. The apparatus that was used from the college laboratory made it impossible to perform extensive research into the experiment. That is why it is hard to break Wineglass B with the apparatus. The apparatus that can be improved is using a compression driver instead of the loudspeaker/amplifier. another(prenominal) than that, instead of detective work the volume by using the amplifier, a volume meter in decibels should be used so that a more accurate criterion of the amplitude of sound can be measured.The experiment can be extended into more in depth research by using a greater variety of sizes of glasses so that a pattern can be seen for the volume of sound needed to shatter the glass. Other than that, a greater variety of different shapes of glass also should be used so that a standard measurement of the volume of the sound needed to shatter the glass can be calculated. This experiment is important as it will explore the effect of sound resonance upon our lives. Sound resonance can vibrate any object in the world, thus this experiment has been to explore the beauty of the mechanical resonance that can squ eeze the shape of glass.