T&M- wk 9 Essay Example | Topics and Well Written Essays - 1500 words

T&M- wk 9 - Essay Example r to make the results more valid and reliable, the examiners should be trained in a way that he or she overcomes his or her biasness towards races other than his or her own (Sattler, 1970). Similarly, the test administration and scoring procedures should be followed strictly so that there is no room for any subjectivity in the results (Sattler, 1970). An examinee factor that may influence the test results is the difference in the linguistics background of the examinee (Domino & Domino, 2006). The standards lay emphasis on the fact that a few tests are unsuitable for certain individuals whose familiarity with the language is doubtful (Lam, 1993). For example, the reliability and validity of tests for those examinees who do not speak English is suspect (Domino & Domino, 2006). Translating tests is not an easy task and it cannot be taken for granted that the validity and reliability of the translation are similar to the English version of the test (Lam, 1993). Thus, to overcome this hurdle, the test should be provided in the language, the examinee is most comfortable in and evidence for test comparability in different languages is obtainable (Lam, 1993). Tina the external influence that you mentioned from the examiner or the environment that could influence the test results is rapport. You are right; this is one of the most significant aspects of test administration as determines the quality of the relationship between the examiner and the examinee (Naglieri & Goldstein, 2009). The examiner should develop rapport with the individual taking the test before actually starting with the testing process (Naglieri & Goldstein, 2009). Trying to establish an encouraging and comfortable environment is vital if the examinee test effort is to take place (Naglieri & Goldstein, 2009). On the other hand, Tina, you should keep in mind that the examiner should have a good rapport and nothing more because involvement beyond good rapport will risk the introduction of errors which

USPS Political and Legal Barriers Research Paper

USPS Political and Legal Barriers - Research Paper Example In the different fields varying from security and law enforcement to protecting the environment to free trade, Canada and the United States work together closely on different levels, from federal levels to local levels. The United States Postal Service (USPS) is an organization that provides global postal services to clients worldwide with an average delivery of more than 563 million mails (Joseph, 2010). It provides delivery to inaccessible places and free return if the recipient is not established. Despite USPS providing economical services, the long term growth has declined. The following table shows the cost and revenue trends of USPS from 2004 to 2012; There are main problems being faced by USPS. First, the use of computer gadgets and the advancement of computer technology in communication in both Canada and the U.S., such as smart-phones and use of social media have resulted to increase in paperless communication which results to decline in the need of postal services and decline in the First-Class mail thus reducing sales in both countries. Secondly, the existence of the U.S. federal law that requires USPS to pre-pay more than $5.5 Billion, as benefits cost to the federal government since majority of the employees are under the government’s retirement system has made the organization to pre-fund the retiree health benefits since it is expected to have over $ 8 Billion deficit and therefore has. In this regard, Canadian and other foreign employees are on the losing side since the U.S employees are expected to benefit from this (Globerman & Shapiro, 2003). Third, USPS has many high cost retail units. This poses a problem since the organization cannot close down these units due to U.S. federal bureaucracy that makes the process long, and the resistance by both local and foreign postal workers due to the threat of retrenchment. The organization therefore has resulted to biased closure of some retail units which affects its operation with

The Material And Process Requirements For Driving Shaft Engineering Essay

The Material And Process Requirements For Driving Shaft Engineering Essay Based on my research, a drive shaft, driving shaft or propeller shaft is a mechanical component for transmitting torque and rotation that usually used to connect other components of a drive train that cannot be connected directly because of distance or the need to allow for relative movement between them. Besides that, drive shafts carrying an important role as carrier of torque in driveline application. They are subject to torsion and shear stress, equivalent to the difference between the input torque and the load. Therefore, they must be strong enough to bear the stress, whilst avoiding too much additional weight as that would in turn increase their inertia. Drive shafts frequently incorporate one or more universal joints or jaw couplings, and sometimes a splinted join or prismatic join to allow for variations in the alignment and distance between the driving and driven components Based on the functions that has been discussed in previous, I know that the material of drive shaft must be strong enough to bear the stress, light weight which able to reduce the overall automobile weight and thus, increase their inertia at the same time. For the mechanical properties that required for drive shaft including the ability to minimize the losses in transmission, high tensile strength material, high torsional strength and light weight. Therefore, I would like to suggest that polymer matrix composite is more suitable as a chosen material that can be apply in driveline application. 1.1 Design Factors In the progress of my research in driveline application, I found out that marketing considerations are paramount in the motor car industry. There are two factors make this particular application attractive to the industry. On the one hand, vehicles are solid in the market place on claims of increased comfort, luxury and smoothness of operation. On the other hand, the manufacturer is also seeking to provide the maximum performance with the minimum fuel usage at the same time. Thus, usually these two requirements are conflicting. For example, a decrease in body panel thickness reduces mass and so increases performance and fuel efficiency, but this change also increases internal noise. Therefore, some automobile industry has spend much modal in doing research and recently, they have an idea which using carbon fiber (polymer matrix composite) in drive shafts which able to contributes to achieving both aims simultaneously. The factors to be optimized in a shaft after meeting the basic operating requirements just outlined is mass, smoothness of ride and cost. This is because reducing mass is important: To improve performance of vehicle and reduce fuel consumption. To reduce un-sprung mass and so improve vehicle handling and ride. To reduce the residual out of balance forces from rotating parts and so further improve smoothness in use. 2.0 Material Selection Based on the research of different type of material of drive shaft or propeller shaft in driveline application, I have chosen polymer matrix composite as the material selection in driveline application. 2.1 Introduction to Polymer Matrix Composite Polymer Matrix Composite is the material consisting of polymer matrix combined with a fibrous reinforcing dispersed phase. Polymer matrix composites are very popular due to their low cost and simple fabrication methods. Use of non-reinforced polymers as structure materials is limited by low level of their mechanical properties such as tensile strength of one of the strongest polymers (epoxy resin) is 20000 psi (140 Mpa). In addition to relatively low strength, polymer materials posses low impact resistance as well. Besides that, the reinforcement tends to be stiffer and stronger than the matrix providing stiffness and strength. Reinforcement is laid in a particular direction, within the matrix, so that the resulting material will have different properties in different directions. As example, composites have anisotropic properties. This characteristic is exploited to optimize the design and provide high mechanical performance where it is needed. 2.2 Design of a Composites Shaft According to A.W. Thompson from Bristol Composite Materials Engineering Ltd, He has mentioned the two typical shafts side by side, one made in steel and the other in composites as shown in Figure 1. Figure 1 Composite Drive Shaft (Upper) with Steel Shaft The illustration shows the simplicity of the design made possible by carbon fiber. The combination of high stiffness and low density in the composite enables a longer shaft to be made without reaching a critical whirling speed. The whirling speed of a rotating shaft is the speed at which it becomes unstable and defluxions occurs normal to the axis of rotation. The advantage in whirling speed is such as to enable most two piece steel shaft to be replaced with a single composite part. Besides that, weight and cost are reduced by dispensing with the central universal joint and the associated bearing. Moreover, N.V.H (Noise, Vibration and Harshness) factors are improved by the consequent isolation of the passenger compartment from drive line vibration following deletion of the centre bearing from underneath the drivers seat. Further reductions in N.V.H are possible by modification to the orientations of the fibres in the properller shaft tube, which effect longitudinal and radial stiffness. 2.3 Reason Selecting Polymer Matrix Composite as Material in Driveline Application The basic attraction of polymer matrix composite materials for driveshaft application is that they make it possible to increase the shaft length, which is otherwise constrained by bending resonance. For many vehicles, a one piece composite shaft may replace a two piece steel shaft which simplifies both the shaft and installation in the vehicle. Besides that, by using fibre reinforced composites, it is possible to arrange the fibre orientations in the tube so that the bending modulus has a high value (above 100Gpa) whilst the specific gravity is low (below 1.6). This leads to a favourable specific bending modulus and an enhanced critical speed as well. Figure 2 Critical Speeds for Automotive Propshaft According to A.W. Thompson from Bristol Composite Materials Engineering Ltd, the relationship between shaft length and critical speed for tubes suitable for automotive propshaft is illustrated in Figure 2. The graph shows that, for a particular application where a critical speed of 8000 rev/min is acceptable, the longest shaft possible out of steel is 1250 mm whereas a composite shaft of 1650 mm could be achieved. Thus, the maximum length for either shaft is reduced depending on the compliance of the end connections. For acceptable NVH (Noise, Vibration and Harshness), there must also be an adequate margin between vibration drivers and bending resonance of the shaft. Nevertheless, it is generally true that a composite shaft can be made longer than a steel shaft and that for automotive platforms where a two-piece steel shaft with centre support bearing is specified a one-piece composite shaft may be acceptable. This fundamental material property advantage is a powerful technical driver for composite shafts, and substantial weight savings can be achieved. One-piece shafts also simplify the design and engineering of the vehicle floor pan. Therefore, based on explanation above, it is obviously that I have chosen carbon fiber composite (one type of the polymer matrix composite) as the material for drive shaft and further material properties will be discuss in detail later as well. 2.3.1 Material Property of Carbon Fiber Composite (Polymer Matrix Composite) According to Core Composites, Division of ROM Development Corporations research, the material properties of Carbon Fiber Composite are as below: Features Benefits Extremely High Stiffness With a variety of modulus available from standard 33 msi to ultra high modulus pitch over 125 msi carbon fiber has the highest specific modulus of all the commercial reinforcing fibers. High Tensile Strength The strongest of all commercial reinforcing fibers in tension. Especially good for the tension skin on composite laminates. Excellent Corrosion Resistance Used in reinforcing concrete, carbon has good alkaline resistance as well as resistance to salt water and many other chemical environments. Excellent Fatigue Properties Used as a primary reinforcement for fatigue prone products such as helicopter and wind turbine blades as well as offshore power and driveline application. Excellent Compression Properties Proper fiber sizing for the resin matrix selected can yield impressive compressive properties but this quality can be quite difficult to measure with standard ASTM test methods and careful test specimen preparation is critical to achieve accurate result. Low Coefficient of Linear Expansion Carbon is a good tooling reinforcement for molds that will see temperature and where parts need tight dimensional stability. 2.3.2 Composite Shaft Performance According to the research that done by Tetsuyuki Kyono, Composites Development Center, Toray Composites (America), Inc. about the carbon fiber composites applications for auto industries, they have mentioned about carbon fiber composite drive shaft having crush worthiness. Crash load generated during head collision can be absorbed by newly developed joining technology with no adhesive between carbon fiber composite tube and steel adapter. This technology can add safety value to passenger cars in addition such as weight and noise reductions. Therefore, the performance data of the composite shaft should be take consideration as one of the main section in choosing the best material to apply in driveline application. Thus, they have evaluated torque carrying capability as index of shaft performance. One of typical data has been shown in Figure 3. It is noted composite drive shaft performed as expected up to 150à ¢- ¦C at static torsional test and showed much better fatigue resistance than steel system shown as target. Figure 3 Torsional Strength of Drive Shaft for 2000 Nm Class In Figure 4, residual torque carrying capabilities after exposure to various environments are shown in percentage compare with control data. As shown below has shown the reduction in performance of composite drive shaft is very minimal. Figure 4 Residual Torsional Strength (%) after Environmental Testing 2.3.3 Proving Test After the obvious laboratory tests above to show static strength and stiffness, fatigues tests are important as well. Carbon fibre has an excellent performance in fatigue and glass fibre is as good as most metals. A composite shaft has withstood 106 cycles of maximum torque as compared with the 104 cycles typically required of a steel shaft. Shafts were fitted to cars to gain road experience and demonstrate satisfactory operations. Such testing demonstrates that the component really works and meets all the criteria required. In this application, for instance, road use showed that: Temperature resistance to underbody environment was satisfactory Corrosion resistance (example: to salt spray was not a problem) Creep loading resistance was adequate Resistance to flying stone damage was not a problem End attachment strength was adequate Shock load capability was adequate Based on the proving test that has been done by A.W.Thompson, we knew that polymer matrix composites is suitable to be taken as material in driveline application such as making drive shaft or propeller shaft as well due to its attractive material properties and more affordable cost as well if compare with others material such as steel. 2.3.4 Crash Performance of Composite Propshafts According to Dr Andrew Pollard, GKN Technology, Wolverhampton, UK, he stat that increasing public interest in safe vehicles is encouraging car manufacturers and their suppliers to design components and systems that will perform well in a crash (2). The propeller shaft in rear- and fourwheel- drive cars is good example of this. Figure 5 Behaviour of Propeller Shafts in Frontal Crash In a frontal crash, the propeller shaft transmits forces from the engine/gearbox unit to the rear axle. Many vehicles today have a two-piece propeller shaft that can buckle at the centre bearing in any direction, depending on the joint position at impact. It is therefore virtually impossible to predict the axial force and the energy absorbed by the shaft in a crash. This is illustrated in Figure 5, contrasted with the behavior of a propeller shaft with a defined axial collapse mode. The target for crash-optimized propeller shafts is to achieve a defined behavior of axial force and displacement during an impact and consequently controlled energy absorption as shown in Figure 5. 3.0 Manufacturing Process of Carbon Fiber The process for making carbon fibers is part chemical and part mechanical. The precursor is drawn into long strands or fibers and then heated to a very high temperature with-out allowing it to come in contact with oxygen. Without oxygen, the fiber cannot burn. Instead, the high temperature causes the atoms in the fiber to vibrate violently until most of the non-carbon atoms are expelled. This process is called carbonization and leaves a fiber composed of long, and tightly. The fibers are coated to protect them from damage during winding or weaving. The coated fibers are wound onto cylinders called bobbins. The fibers are coated to protect them from damage during winding or weaving. The coated fibers are wound onto cylinders called bobbins. Moreover, the inter-locked chains of carbon atoms with only a few non-carbon atoms remaining. Here is a typical sequence of operations used to form carbon fibers from polyacrylonitrile. 3.1 Spinning First: Acrylonitrile plastic powder is mixed with another plastic, like methyl acrylate or methyl methacrylate, and is reacted with a catalyst in a conventional suspension or solution polymerization process to form a polyacrylonitrile plastic. Second: The plastic is then spun into fibers using one of several different methods. In some methods, the plastic is mixed with certain chemicals and pumped through tiny jets into a chemical bath or quench chamber where the plastic coagulates and solidifies into fibers. This is similar to the process used to form polyacrylic textile fibers. In other methods, the plastic mixture is heated and pumped through tiny jets into a chamber where the solvents evaporate, leaving a solid fiber. The spinning step is important because the internal atomic structure of the fiber is formed during this process. Third: The fibers are then washed and stretched to the desired fiber diameter. The stretching helps align the molecules within the fiber and provide the basis for the formation of the tightly bonded carbon crystals after carbonization. 3.2 Stabilizing Forth: Before the fibers are carbonized, they need to be chemically altered to convert their linear atomic bonding to a more thermally stable ladder bonding. This is accomplished by heating the fibers in air to about 390-590 ° F (200-300 ° C) for 30-120 minutes. This causes the fibers to pick up oxygen molecules from the air and rearrange their atomic bonding pattern. The stabilizing chemical reactions are complex and involve several steps, some of which occur simultaneously. They also generate their own heat, which must be controlled to avoid overheating the fibers. Commercially, the stabilization process uses a variety of equipment and techniques. In some processes, the fibers are drawn through a series of heated chambers. In others, the fibers pass over hot rollers and through beds of loose materials held in suspension by a flow of hot air. Some processes use heated air mixed with certain gases that chemically accelerate the stabilization. 3.3 Carbonizing Fifth: Once the fibers are stabilized, they are heated to a temperature of about 1,830-5,500 ° F (1,000-3,000 ° C) for several minutes in a furnace filled with a gas mixture that does not contain oxygen. The lack of oxygen prevents the fibers from burning in the very high temperatures. The gas pressure inside the furnace is kept higher than the outside air pressure and the points where the fibers enter and exit the furnace are sealed to keep oxygen from entering. As the fibers are heated, they begin to lose their non-carbon atoms, plus a few carbon atoms, in the form of various gases including water vapor, ammonia, carbon monoxide, carbon dioxide, hydrogen, nitrogen, and others. As the non-carbon atoms are expelled, the remaining carbon atoms form tightly bonded carbon crystals that are aligned more or less parallel to the long axis of the fiber. In some processes, two furnaces operating at two different temperatures are used to better control the rate de heating during carboniza tion. 3.4 Treating the Surface Sixth: After carbonizing, the fibers have a surface that does not bond well with the epoxies and other materials used in composite materials. To give the fibers better bonding properties, their surface is slightly oxidized. The addition of oxygen atoms to the surface provides better chemical bonding properties and also etches and roughens the surface for better mechanical bonding properties. Oxidation can be achieved by immersing the fibers in various gases such as air, carbon dioxide, or ozone; or in various liquids such as sodium hypochlorite or nitric acid. The fibers can also be coated electrolytically by making the fibers the positive terminal in a bath filled with various electrically conductive materials. The surface treatment process must be carefully controlled to avoid forming tiny surface defects, such as pits, which could cause fiber failure. 3.5 Sizing Seventh: After the surface treatment, the fibers are coated to protect them from damage during winding or weaving. This process is called sizing. Coating materials are chosen to be compatible with the adhesive used to form composite materials. Typical coating materials include epoxy, polyester, nylon, urethane, and others. Eight: The coated fibers are wound onto cylinders called bobbins. The bobbins are loaded into a spinning machine and the fibers are twisted into yarns of various sizes. 3.6 Quality Control The very small size of carbon fibers does not allow visual inspection as a quality control method. Instead, producing consistent precursor fibers and closely controlling the manufacturing process used to turn them into carbon fibers controls the quality. Process variables such as time, temperature, gas flow, and chemical composition are closely monitored during each stage of the production. The carbon fibers, as well as the finished composite materials, are also subject to rigorous testing. Common fiber tests include density, strength, amount of sizing, and others. In 1990, the Suppliers of Advanced Composite Materials Association established standards for carbon fiber testing methods, which are now used throughout the industry. 3.7 Health and Safety Concerns There are three areas of concern in the production and handling of carbon fibers: dust inhalation, skin irritation, and the effect of fibers on electrical equipment. During processing, pieces of carbon fibers can break off and circulate in the air in the form of a fine dust. Industrial health studies have shown that, unlike some asbestos fibers, carbon fibers are too large to be a health hazard when inhaled. They can be an irritant, however, and people working in the area should wear protective masks. The carbon fibers can also cause skin irritation, especially on the back of hands and wrists. Protective clothing or the use of barrier skin creams is recommended for people in an area where carbon fiber dust is present. The sizing materials used to coat the fibers often contain chemicals that can cause severe skin reactions, which also requires protection. In addition to being strong, carbon fibers are also good conductors of electricity. As a result, carbon fiber dust can cause arcing and shorts in electrical equipment. If electrical equipment cannot be relocated from the area where carbon dust is present, the equipment is sealed in a cabinet or other enclosure. 4.0 Fabrication Process of Driveshaft by using Polymer Matrix Composite According to the project research that done by Alex Santiago from Texas AM University Kingsville, he has discussed the fabrication process of drive shaft by using polymer matrix composite which is carbon fiber as main material. As reference, the fabrication process by Alex has been taken for me to understand the hand make drive shaft by using carbon fiber in real life. Thus, the following fabrication process is belonging to Alex from Texas University which is worth to be taken as references in this topic discussion. There are several things to consider when picking a fabrication method. Time is a major consideration. There is little time for fabrication, so the fabrication process has to be quick. The fiber has to be laid at specific angles to give the shaft certain characteristics. The weave patterns have to be tight and compact. Resin has to be applied evenly. The shaft has to be wound in a way such that the yokes can be easily attached. The easiest fabrication method for creating a hollow tube is filament winding. Filament winding is an automated process in which a filamentary yarn in the form of tow is wetted by resin and uniformly and regularly wound about a rotating mandrel. The filament winder can be programmed to create specific and tightly wound patterns. To create a composite part on the winder, a winding pattern is needed, along with a mandrel, mold release, fiber, resin and hardener, a way to apply even pressure to the part and a curing procedure. The wind patterns were determined by using Laminate Design software created by Dr. Larry Peel. After entering mechanical properties for the resin and tow, different wind angles and layers were tried in the Laminate Design software until the driveshaft had the desired characteristics. Table 1 gives the wind angle and its purpose. The tow, resin and hardener, and adhesive are the most critical elements of the shaft. Each structural component must be carefully selected so that the shaft has good mechanical properties. The tow which was used in the Laminate Design Software calculations was chosen because it is strong, light weight, and aerospace quality carbon fiber. Fiber used by the aerospace, although expensive, is rigorously quality controlled. It was decided that this fiber would be uniform, therefore giving the driveshaft uniform properties. The resin and hardener were chosen for several reasons. First, the resin is tough. The resin also has a high viscosity. High viscosity is desired because, with the wet winding process, is easier to control the amount of resin being applied to the tow. Wet winding will be discussed further in the process section. Another reason for choosing this resin is its elongation at break. At 6% elongation at break, it is known that the resin will not be too brittle and that the wound shaft will have some flex for absorbing the shock between shifting gears. Finally this resin was chosen because of its high pot life. After mixing the resin and hardener, there is a little over two hours before it begins to gel. This is enough time to wind the entire shaft before the resin sets up. The adhesive was chosen for a few reasons. Foremost, the adhesive also met the criteria for high tensile lap shear strength at room and elevated temperatures. At room temperature the adhesive has lap shear strength of 4,200 psi. At 250 F the lap shear strength is 2,300 psi. Also, the adhesive is aerospace grade, ensuring high quality. Table 1 Wind Angles 4.1 Mandrels In order to produce the mandrel of a driveshaft, several derivations should have gone through. Mandrels made of cardboard tubing and solid shafts were considered. These ideas were never fabricated because it would be hard to remove the mandrel from the wound tube. The resin would cause the cardboard mandrel to stick to the shaft making it impossible to remove. A solid shaft of steel or aluminum would be heavy, and expensive to create. 4.1.1 Mandrel 1 Firstly, it was decided to create a mandrel made of steel muffler tubing which was split with a plasma cutter into four parts along its length. The idea was to wind the shaft, let it cure, then dismantle the mandrel and remove the tube. Next, two pieces machined out of steel were created and attached to the muffler tubing which allows the mandrel to be spun in the filament winder. One end is chucked into the winder the other end has a live center which spins on a center point. This mandrel did not work because the mandrel pieces could not be bolted to the machined ends in a way that they were square. This was due to the fact that the muffler tubing is cold rolled which means it is pre-stressed. Once the tubing was split into four pieces, each piece bowed. 4.1.2 Mandrel 2 A second mandrel was created using muffler tubing which was split into two pieces. This mandrel was square when bolted into place. To keep the tension of the fiber from pulling the gap in the mandrel closed, three round, wooden pucks were evenly spaced through the center of the mandrel. The second mandrel was used to create a practice drive shaft. The pucks were evenly spaced through the center of the mandrel. Shrink wrap tape, which shrinks and applies pressure when heated, is wrapped around the mandrel over the areas where the pucks are. The tape applies pressure and keeps the pucks in an upright position as shown in Figure 6. Once the pucks were set in place, a few dry runs were made with no resin. One pass of each fiber angle was wound. Figure 6: Wooden Puck in Mandrel Once the winding began, it became obvious that there was not enough turn around room. When winding a composite part, there are four defined areas on the part. The entire part consists of the head, the turn around, the useable shaft, and the tail. The winding layout is shown in Figure 6. The wind angle is the angle the fiber makes with the center line of the mandrel. The 45 degree and 15 degree wind angles did not have enough friction to stick to the mandrel in the turnaround areas. The fiber began to slip and bunch up, causing misalignment in the pattern. Figure 6: Winding Layout This created a new problem. To keep the fiber from slipping, the turnaround area needed to be lengthened. The mandrel at its current length just fits in the curing oven, making it impossible to lengthen the mandrel. To alleviate this problem, two pieces of pipe, about one foot long each, were threaded into the ends of the machined pieces as shown in Figure 7. Adding the extensions made more turn around area. These threaded pieces can be removed once the shaft is wound and the resin sets up. When the extensions are removed the mandrel can easily be placed in the oven to finish curing. Figure 7 Mandrel Extensions The wind patterns were tested again with the extended turn around room. The extensions and the change in diameter kept the fiber from slipping, and allowed for full uniform coverage by the fiber. The test patterns were removed, and resin and hardener were mixed and poured into the resin bath to start a practice shaft. The resin bath applies resin to the fiber before it is wound about the mandrel. The resin bath can be seen in Figure 8. A practice shaft was wound using the setup shown in Table 2. A practice shaft was wound for a few reasons. The practice shaft allowed testing of the wind patterns with the resin and the fiber together. Curing temperature and time could be observed. Dismantling the shaft can be attempted, and the shaft can be inspected for proper resin wet out, roundness, and overall strength. Table 2 Practice Shaft Wind Pattern Setup Figure 8 Resin Bath This was a very difficult process. First, the material that wrapped over the end caps had to be cut back in order to expose the bolts holding it to the mandrel. Once this was accomplished we began removing the bolts. Resin had seeped into the threads of some of the bolts causing them to stick. The head of one bolt was twisted off trying to get it out. This bolt was machined out. Once the caps were removed the shaft did not collapse as expected. The gap were the mandrel had been split had filled in with resin. A tubing cutter was used to cut the shaft into sections and then it was split in half with a band saw. A 2 foot piece was spared and slid off the shaft. The ridge left inside the shaft was 0.125 inches deep. This created a stress riser that severely reduced the integrity of the shaft. It was obvious that this mandrel was not going to work. 4.1.3 Mandrels 3 Improving upon the mistakes on the previous mandrels, a new, one piece, mandrel was made from aluminum tubing. The tubing maintained a 2.75 inch OD and was readily available. A 16 gauge 2.75 OD tube was purchased. The tubing is normally made for turbo charger inlet ducting. A test piece was cut from the tube to be used for testing. The test piece was wet sanded with 2000 grit sandpaper. A silicone mold release compound was applied to the test shaft. 90 ° test patterns were wound onto the piece and cured at 250 °F for 15 hours. We used a higher curing temperature in order to expand the aluminum mandrel while compacting the fiber. After curing was complete, we then placed the test mandrel in the deep freeze that was Ãâ€" ¾20 °F in order to shrink the aluminum tube. The test mandrel was removed from the freezer. The tube was impacted onto a block of wood while holding the fiber. The mandrel came out with no difficulty. This test was successful. The third mandrel was fitted to the end caps. The end caps were then bolted to the mandrel. Figure 9 shows the final mandrel. Figure 9 Final Mandrel of Driveshaft 5.0 Conclusion As conclusion, the potential for carbon fibre composites (one type of polymer matrix composite) in automotive drive shafts as a means of achieving substantial weight reduction has long been recognized and has been demonstrated in small volume since 1988. Finally, I think that polymer matrix composites is the most suitable materials which can applied in driveline application and engineers should find cost effective applications on it to bring this applications to fruitful use in future.

An Enterprise Backup Solution :: Evaluation Analysis Networks Essays

An Enterprise Backup Solution Content 1  Ã‚  Ã‚  Ã‚  Ã‚  Situation Analysis  Ã‚  Ã‚  Ã‚  Ã‚  3 2  Ã‚  Ã‚  Ã‚  Ã‚  Objective  Ã‚  Ã‚  Ã‚  Ã‚  3 3  Ã‚  Ã‚  Ã‚  Ã‚  Situation Fact  Ã‚  Ã‚  Ã‚  Ã‚  3 4  Ã‚  Ã‚  Ã‚  Ã‚  Options  Ã‚  Ã‚  Ã‚  Ã‚  4 4.1  Ã‚  Ã‚  Ã‚  Ã‚  Option # 1: Veritas Netbackup  Ã‚  Ã‚  Ã‚  Ã‚  4 4.2  Ã‚  Ã‚  Ã‚  Ã‚  Option # 2: Legato Networker  Ã‚  Ã‚  Ã‚  Ã‚  5 4.3  Ã‚  Ã‚  Ã‚  Ã‚  Option #3: Commvault Galaxy  Ã‚  Ã‚  Ã‚  Ã‚  7 4.4  Ã‚  Ã‚  Ã‚  Ã‚  Enterprise Backup Solution – Evaluation Analysis  Ã‚  Ã‚  Ã‚  Ã‚  8 4.5  Ã‚  Ã‚  Ã‚  Ã‚  Summary of options available  Ã‚  Ã‚  Ã‚  Ã‚  11 4.6  Ã‚  Ã‚  Ã‚  Ã‚  Updated analysis of Legato Networker subsequent to inclusion of Visual Storage Resource Migrator and Alphastor  Ã‚  Ã‚  Ã‚  Ã‚  11 5  Ã‚  Ã‚  Ã‚  Ã‚  Recommendation  Ã‚  Ã‚  Ã‚  Ã‚  17 1  Ã‚  Ã‚  Ã‚  Ã‚  Situation Analysis This document was prepared to analyze the current backup environment and prepare an action plan, for the Ridgefield location regarding the incorporation an Enterprise Backup Solution. 2  Ã‚  Ã‚  Ã‚  Ã‚  Objective Our objective is to determine the best course of action regarding the selection and implementation of an Enterprise Backup Solution. 3  Ã‚  Ã‚  Ã‚  Ã‚  Situation Fact The current network environment has been outgrown the ability of Veritas BackupExec, the backup software platform used by BI Ridgefield- Production Services, in terms of amount of data being backed up, functionality, and reliability. At the time of its initial purchase approximately six years ago (with BackupExec 7.x), the server infrastructure consisted of approximately 80 clients with one TB of data captured on a weekly full backup. This small-business level backup solution provided a good fit for the environment and served the company’s data protection needs well. Accordingly, we continued to leverage BackupExec 8.x – 9.x in our organization as the network infrastructure expanded though out the years. The server environment has now grown to the point where there are 370 servers with approximately 16 Terabytes of data captured on a weekly full backup. In light of this, meeting the established backup/restore service agreement is becoming increasingly challenging. Some of the functionality/features required to address this challenge includes: -The ability to direct multiple streams of data to one media device simultaneously (Multiplexing). -A provision for re-starting backup jobs from the point at which they failed (Checkpointing). -Descriptive reporting on backup media content. -Automation of Media Duplication and Vaulting tasks. -Compete compatibility with SANs and NAS support As a result, Production Services has evaluated a number of solutions from the leading backup software manufacturers. The final list was narrowed down to three competitors we thought could best meet our outlined requirements. They are: Veritas NetBackup, Legato Networker, and Commvault Galaxy. The tables below list the details of the evaluations. 4  Ã‚  Ã‚  Ã‚  Ã‚  Options The reviews of the three options are listed in the following table: 4.1  Ã‚  Ã‚  Ã‚  Ã‚  Option # 1: Veritas NetBackup Option Table # 1: Pros  Ã‚  Ã‚  Ã‚  Ã‚  Cons Administrative/management tasks performed from a centralized location. (Familiar Microsoft Management Console style interface). Provides the ability to browse resources through Graphical User Interface when creating backup and restore jobs, reducing the possibility of typographical errors. Provides straightforward media management. Multiple media erased, moved and exported at once.

Similarties and Differences Between Romeo and Juliet Movies

Shakespeare’s Romeo and Juliet Is a play based on love, hate, tragedy and sacrifice. It has been retold many different times in both written and film text and it is effective and timeless throughout the use of many techniques. Baz Luhrmann and Franco Zefirelli are two directors who have made this classic play into film. Both directors have portrayed the major scenes within the play with some similarities and differences. The three major fight scenes being discussed are: the fight scene at the start, the fight scene between Tybalt and Mecrutio and the death scene of Romeo and Juliet.In the first scene, the audience is introduced to the hatred between the two feuding families, and both directors portray this in similar and different ways. One similarity is the camera angles; there are close ups to reveal the palpable emotion on the Capulet’s and the Montague’s faces and bird’s eye views to explore the conflict. A noticeable difference between the versions is the music; Luhrmann uses intense, powerful music to set the mood, however, Zefirelli uses the crowd’s uproar.Another difference is the exposure of Christ; in Luhrmann’s, a huge statue of Christ is shown as a representation of the power of the Church over the lives of the people below. On the contrary, in Zefirelli’s, no religion is revealed. During the fight scene between Tybalt and Mecrutio, Luhrmann and Zefirelli approach it in a very similar but contrasting manner. In Zefirelli’s version, the atmosphere is almost comical as the two battle it out; until Tybalt takes it too far and fatally stabs Mecrutio. In Luhrmann’s, Tybalt seems overcome with rage and fights Mecrutio mercilessly.The similarity in both versions is that when the fight ends there is a close up on Tybalt’s face that reveals his regret towards Mecrutio’s death. During the conflict, Luhrmann cleverly uses a visual metaphor in the background; the brewing of a storm. As the scene gets more intense, the storm becomes more pronounced, until finally it is unleashed as Romeo kills Tybalt. Zefirelli delivers his fight scene more mundanely. In the scene were Romeo and Juliet die, Luhrmann and Zefirelli approach it in two different ways that are both effective in their similarities and differences.Luhrmann portrays Juliet as the centre of attention, dressed symbolically in white, surrounded by a sea of candles. Both versions include a shot of the dead star crossed lovers lying in each other’s arms, finally together. In Luhrmann’s, he builds up the suspense until you almost believe Juliet will wake up in time to stop Romeo taking the poison. Whereas Zefirelli’s leaves no doubt that they will not be together. A crucial final difference in both versions is that Luhrmann never shows the families reuniting.In the play, Capulet and Montague agree to end their feud; in the Zefirelli film, the families converge visually. Zefirelli and Luhrma nn have both made spectacular versions of Romeo and Juliet, both approached it in different but similar ways. Zefirelli’s version is intriguing, but the overall winner is Luhrmann’s. He captivates the audience with an amazing cast, exciting camera angles and enchanting music. Despite the modern outtake of his interpretation of the play, Luhrmann’s film language remains Shakespearian, which gives it that authentic touch.

Improving the Sales of a Retail Store

This paper aims to apply the retail elements discussed in the book of Paco Underhill, â€Å"Why We Buy†. As discussed in the book, improving the state of certain but key retail elements of the store will likely improve its sales performance. For this study, the proponent opted to study the prospects of improving the retail elements of the Starbucks Coffeeshop located at 62 Boylston, Boston, Massachusetts and subsequently, the store’s sales performance. I. THE STORE – The proponent chose the Starbucks Coffee Shop located at 62 Boylston, Boston, Massachusetts for this study. It is a very small establishment that provides that rustic makeshift feel typical of Boston. While the coffee shop is successful in blending with the building that houses it and appears to have tapped a substantial percentage of foot traffic to keep it afloat, the proponent believes that it can do more once improvements are implemented to it. These improvements will be discussed in detail and will be conveyed after reviewing key retail elements. 1. Facade – As mentioned earlier by the proponent, the establishment blended well with the building’s color scheme and all with only the logo to distinguish it from afar. If one is new in the area and happens to pass this route to the office, chances are, the establishment will not register as on of Starbuck’s stores unless one looks up and sees the logo. 2. Layout– In general, the interior follows a typical Starbucks coffee shop with varying seat arrangements ranging from a 2-seater coffee table to bar tables on the glass panel provided with stools to suit to the dining preference of its customers. Similarly, the tables and chairs are arranged in such a way to allow a free flowing process for the customer, i. e. , from the time one enters the store, to approaching the counter, then dining until the customer heads for the exit. The interior painting provides a warm and homey feel enticing customers to stay a little longer. . Display – Inside the store, you will see the usual Starbucks merchandising showing their valued coffee beans, thermo mugs, coffee press and music cds to name a few. In front of the counter, one gets enticed to indulge in a sweet spree with all the pastries the store has to offer. The window panels while bare and boring from afar, allows passersby to get a glimpse of what is happening inside and what is in store for them and the proponent believes that this is the how Starbucks wanted it. . Value Added Amenities – The store provides its customers with mild pipe in music that stimulates an engaging conversation with friends. In addition, the store provides wireless fidelity connection to give customers access to the internet. 5. Customer – While the regular Bostonian walks to and fro school or work, most come from old rich descent. Life in Boston is a bit laid back compared to other areas in the United States making the theme of the store under study suitable for them. II. THE PROPOSAL – In reviewing the Starbuck’s store, the proponent attempts to apply the following retails points crucial in improving the sales performance of an establishment. These elements are: 1) A reason to return; 2) Interception Rate; 3) Display windows; 4a) Touch, trial, or other sensory stimuli; 4b) Immediate gratification; 4c) Social interaction; 5) Adjacencies and 6) Design, merchandising and operations (Underhill 2000). As the proponent conducts the analysis certain areas for improvement will be identified in the process. Among these areas, the proponent believes that application of certain modification on the stores design, i. e. , facade, and initiating activities that will enhance social interaction will not only increase the occurrence of repeat customers but will also enable them to tap other target markets. These two areas are discussed in detail below: 1. Design – Obviously, the operator of the Starbucks coffee at 62 Boylston, Boston, Massachusetts tried to blend in with the overall color and theme of the building, unfortunately, certain marketing concepts have been sacrificed in doing so. For instance, while people passing within the proximity of the coffee shop will likely identify it immediately, people from afar will most likely miss it not to mention if these people are new or are just visiting the area. The proponent also suggests that applying a contrasting color scheme will not only help increase the visibility of the store but as a matter of fact, will improve the appearance of the building en banc. 2. Social Interaction – Another avenue for sales improvement is in initiating activities that will enhance group meetings or social interaction in the store. To note, the baseline sales of the store is more or less dependent on the number of seats occupied. Oftentimes, the seating capacity of the store will be underutilized due to customers who would be dining alone. By initiating activities or promotions like group discounts, utilization of the store’s seating capacity, which as mentioned is a function of sales, will likely increase.

Developing the price policy for a Bike

Developing the price policy for a Bike Introduction Among the four P’s of marketing, pricing is probably among the most important. Its importance is best represented by the fact that pricing generates an organization’s turnover (Ranganathan 2001, p. 1). However, developing a sound pricing policy is not an easy process because pricing must reflect the supply and demand relationship of the product in question. Indeed, pricing a product too high or too low could lead to significant losses for the organization because it could put off customers or not match up to the market dynamics (Ferrell 2010).Advertising We will write a custom essay sample on Developing the price policy for a Bike specifically for you for only $16.05 $11/page Learn More There is no shortfall to the number of companies which have made unsuccessful attempts at developing poor pricing policies. For example, the pricing policy adopted by Honda Civic was largely unsuccessful because the company realized significant loss es from its pricing strategy (Ferrell 2010). The company has since been trying to reinvent itself. This paper recognizes the pitfalls in developing a sound pricing policy and from this awareness; it seeks to develop a sound pricing policy for a bike. To achieve this objective, several factors will be considered. First, this paper analyzes the general conditions for the product. Specifically, the target market will be analyzed to expose the unique characteristics of the product (viz-a-viz the pricing policy). In addition, this paper highlights the different kinds of studies that ought to be undertaken before developing the final pricing policy. Alongside this goal will be identifying the objectives of the pricing strategy. It is only until these elements are effectively explained that the pricing strategy will be unveiled. To explain the criterion for developing the pricing policy, calculations will be given to show how the price of the product was arrived at. Finally, information ab out the long-term and short-term lower price limits will be given. General Conditions for the Product Already, we have established that this paper focuses on a bike as the chosen product for developing an effective pricing policy. The bike in focus will be a mountain bike which is specifically designed for hiking and other recreational activities. The product’s image will be designed to appeal to a young target market that is enthusiastic about technology and convenience. This perception is expected to be created from the product’s image which will be relied on to communicate a reliable piece of art which will withstand the most treacherous terrains. The product’s image will therefore be expected to communicate the message that the bike can be used in the rockiest and steepest terrains without being damaged. A range of colors and sizes will also be offered to appeal to different segments of the target market.Advertising Looking for essay on business eco nomics? Let's see if we can help you! Get your first paper with 15% OFF Learn More Based on the functions of the bike, the target market will be comprised of people between the age of 12 and 30. This population group is perceived to have a higher inclination of engaging in recreational activities like mountaineering or hiking (Young 2011). However, the target market also includes other institutions that engage in the primary functions of the bike. For example, different organizations hire bicycles to different bike enthusiasts and similarly, different organizations provide their employees with bicycles during team recreational activities and other team-building activities. Indeed, organizations such as hotels, tour companies (and the likes) hire bicycles to tourists and other people who would want to explore nature (on bikes). Similarly, almost every organization today engages in team building activities as a way to motivate employees in their workplace (and improve employee cohesion). These target groups are amalgamated with individual customers to constitute a wider target group. Studies to be Undertaken before developing the Pricing Policy As observed in earlier sections of this paper, pricing policies are very crucial to the success of a product. Developing effective pricing policies is perceived by many people as a gruesome process that needs to take into account different dynamics of a company’s product and market (Young 2011). Different aspects of the company’s goals (and the market) therefore need to be considered in critical detail. Therefore, the first study that needs to be done before an effective price policy is introduced involves the determination of the company’s pricing goals. These goals may vary among organizations but they may include realizing short-term or long-term profits or even stabilizing the prices of the company’s products (Kardes 2004). Other companies may have different goals such as im proving their profitability or effectively managing the competitive pressure from other products. Paul (2008) explains that even when undertaking such a study, it is important for experts to factor the current market conditions because the pricing policies need to be conducive to the current market conditions. The study of the current market conditions therefore constitutes the second base to be covered in the formulation of an effective pricing policy. The third study that needs to be undertaken is the determination of the current competitive environment. Competition is a crucial component in the process of formulating pricing policies because aggressive competitive forces are known to erode the strengths of effective pricing policies (Kardes 2004).Advertising We will write a custom essay sample on Developing the price policy for a Bike specifically for you for only $16.05 $11/page Learn More Similarly, a weak competitive environment can revamp a weak pric ing policy. The final pricing policy therefore needs to be cognizant of the current competitive environment and preferably, the pricing level needs to be lower than the competitors’ (Encyclopedia of Management 2006, p. 7). The fourth study that needs to be done involves the ascertainment of production costs. In layman’s terms, this is the final cost of production. However, when undertaking the study, it is important to consider different aspects of production costs (including intangible costs). These costs normally vary among different companies but regarding the production of the mountain bikes, the most notable costs will be labor costs, material costs, transportation costs and assembly costs. These costs mainly describe the primary costs associated with the production or manufacture of the mountain bikes. Secondary costs associated with the production of the mountain bikes include administrative costs, inflation costs (among others). The study is therefore aimed at ascertaining all these costs to arrive at a profitable price that will be able to cover all the production costs and still allow the company to make a profit. The final study that needs to be done centers on the customers’ market power. This study is closely linked to the market survey. However, its uniqueness lies in focusing on the customers as opposed to other market forces. Indeed, markets are often segmented, based on different market parameters such as income levels, consumer tastes, preferences (and the likes). The process of pricing formulation therefore needs to take into account the customer dynamics of the market because it would be fruitless if a high-end pricing policy is implemented on a low-end market segment (Encyclopedia of Management 2006, p. 8). Objectives of the Pricing strategy As explained in earlier section of this paper, it is crucial for a company to establish what it intends to achieve from its pricing policy. Regarding the context of this paper, the main aim of the pricing strategy will be to achieve significant success during the introduction of the company’s product (mountain bikes). This objective is informed by the fact that there is a lot of competitive pressure in the mountain bike market segment and every company intends to have a significant share of the existing market. In fact, companies which are already active in the market intend to increase their market share and edge out weak products. The pricing strategy identified in this paper will therefore be aimed at addressing the above concerns.Advertising Looking for essay on business economics? Let's see if we can help you! Get your first paper with 15% OFF Learn More Calculation of the Price HERKULES (2011) explains that there are different methodologies that can be used to ascertain a product’s price. Mainly, he identifies three methodologies including cost-based pricing, competition-based pricing and customer-based pricing (HERKULES 2011, p. 11). Based on the objectives of our pricing strategy, this paper will use the competition-based pricing model. The main advantage of the competition-based pricing model is the keen focus on the industry’s dynamics (competitive activities and company activities). Indeed, by knowing competitor activities, it is very easy to develop an effective and competitive pricing strategy. Existing and emerging competition will also be keenly analyzed in this pricing strategy including how to increase the prices by providing additional value (that the competitors do not offer). The pricing strategy discussed below is aimed at designing the pricing policy so that it can effectively increase the customer bas e. The Government of Alberta (2012) describes this pricing strategy as a market penetration strategy. Nonetheless, this pricing strategy will be aimed at attracting customers from the competition and creating a new market share. Bowie (2012) explains that most companies which adopt this market strategy tend to lower their prices so that they seem more pocket-friendly to the customers. In vibrant markets, such market strategies are expected to yield a high profit in the short-term because customers in such markets tend to be very flexible and responsive to price changes. In detail, the cost of buying all the accessories for building the bike is expected to cost 40 Euros. This is the primary cost associated with buying and delivering all the components used to assemble the bicycle. Assembly costs are expected to add an additional 5 Euros to the cost of the bicycle. Therefore, the completed bicycle will cost 45 Euros. All other costs associated with marketing and delivery of the bicycl es to the final buyer is also expected to add an additional 5 Euros. Therefore the selling price for the bicycle is expected to be 50 Euros. From the study undertaken to assess the prices of the competition, we realized that the competitive prices in the market ranged between 45 Euros and 55 Euros. This price range appeals to all market segments. Considering the competitive prices, our pricing strategy intends to include 5 Euros to the existing cost of selling the bike as a component of the ‘value addition’ strategy. The value addition cost is directly attributed to after-sale services which are expected to be offered for all the bicycles sold. All customers will therefore be entitled to a free after-sale service for all bicycles bought (within the first year of purchase). All repair costs incurred after the one year period will therefore be done at the customer’s expense. This value addition cost is expected to be the selling point for this price policy. Concise ly, the free after-sale service justifies the additional 5 Euros added to the cost of the bicycle. Furthermore, the customer’s cannot compare the additional five Euros they will pay (as additional cost) with the cost of undertaking repairs (from their pockets). Justifiably, this pricing policy is therefore expected to work and draw in many customers from the competition. The market survey also shows that few competitors offer after-sale services. Finally, including the profit margin will add another 5 Euros to the cost of the bicycle. Correctly, the final price of the bike will be 60 Euros. The calculations are as follows: Cost of inputs 40 Euros Assembly costs 5 Euros Transportation and marketing costs 5 Euros After sale service cost 5 Euros Profit 5 Euros Total 60 Euros Other companies have used the above pricing strategy with tremendous success. Perhaps the most notable company to adopt this pricing strategy is Apple Inc. (Rosenbloom 2011, p. 337). Compared to its competitor’s prices, Apple’s prices are perceived to be abnormally high. However, the company has witnessed a consistent growth in its sales. In fact, the company’s former CEO, Steve Jobs, is globally celebrated to have steered the company to new heights of success (Rosenbloom 2011, p. 337). Ironically, the company’s prices are still high. Kunz (2010) analyzes this phenomenon and concludes that Apple’s success thrives on a pricing game. He further explains that the company prices its products high enough for the customers to believe that they have a good product (of high quality). His argument is that consumers are very poor at evaluating products and they do not know which criterion to use to establish whether they have a quality product or not (Kunz 2010). Since they have this dilemma, they blindly use the pricing strategy to determine whether they have a good product or not. The common belief among customers therefore is that a good qual ity product should be expensive. According to Kunz (2010) this perception has created the belief that Apple’s products are superior to their competitors. This paper therefore proposes the high-end pricing strategy as a basis for its future success. This pricing policy is closely similar to Apple’s, except for the fact that there is a good value creation attached to it. Obviously, the customers would see that the bikes are priced slightly higher than the competitors but the fact that they would get more value for paying a premium is expected to be the main selling point for this pricing policy. Long-term and the Short-term Lower Price Limits Potter (2004) explains that when formulating a pricing policy, it is important to consider the long-term and short-term implications of the pricing policy. There are different pricing strategies identified in this study but research shows that identifying the right pricing strategy is often a tricky affair (Besanko 2009). This paper has already cited the fact that a poor pricing strategy can potentially be disastrous for a business. Many markets have however witnessed the intrigues of lower price limits as a strategy adopted by some companies (especially) as they try to increase their market share (Besanko 2009). Lower price limits are sometimes perceived to be illegal in some countries because some manufacturers do not play fair by setting their lower price limits below the cost of production (McGuigan 2010). Often, this strategy is adopted by businesses that intend to limit the threat to entry. Therefore, when new businesses intend to enter such markets, they have to price their products at ridiculously low prices. Such prices are often unviable in the long-term. Focusing on the context of this study, we can agree that the lower price limit for the bike would include all the costs of production (without after sale services costs or any profit margins). From the calculations cited above, the lower price limit would be 50 Euros. This price is derived by adding the cost of inputs, assembly costs and transportation and marketing costs. However, since businesses have to analyze their sustainability, the low price limits have a strong business implication in the long-term and short-term. In the short-term, it would be obviously impossible to make a profit because selling the bikes at 50 Euros would imply that only the initial costs of production will be recovered. In the market, such a pricing strategy would increase sales and consequently increase the market share (McGuigan 2010). However, only the customers would be benefitting from the low price limit but the business would be suffering. The product will also gain popularity through such a business strategy because the sales volumes are expected to be high (since customers will be attracted by the low prices) (McDonald 2011). Such a situation is however likely to pose a problem for the viability of the business in the long-term. Indeed, i n the long-term, the business will not be able to make any profits. The business will also not be able to grow because there will be no profits to invest back into the business (Smagalla 2004, p. 9). Essentially, there would be no point of staying in the market longer because there will be no point of doing business because the whole notion of doing business is to make a profit. The low price limit does not allow for profit making and therefore the business will have to shut-down eventually (Boone 2011, p. 662). Ideally, it would be advisable to price the bikes at a few Euros more than the low price limit so that the business can make a profit and consequently grow. Depending on the competitive prices, the business will be able to grow and probably improve its service provision or venture into new markets. Such an eventuality is however impossible in the short-term. Only until the business is able to make a profit (for a prolonged period of time) can it be able to grow and possibly venture into new markets (Meyvis 2004). Conclusion After weighing the findings of this paper, we can agree that establishing the right pricing strategy for a new product is often tricky. Indeed, many companies have posted losses because of poor price policies while others have closed down from the same. Different factors have been explained as crucial to the formulation of the pricing policy. Specifically, competitor analysis, market analysis, cost analysis and customer analysis have been cited to be crucial to the formulation of pricing policies. This paper proposes an ambitious price policy which is based on a high-end pricing strategy aimed at delivering quality services for less money (from a long-term perspective). The preferred product is therefore expected to be sold slightly more expensive than the competitors but still, the price is not very far from the competitors’. A sustainable level of success is therefore expected. References Besanko, D 2009, Economics of Strat egy, John Wiley Sons, London. Boone, L 2011, Contemporary Marketing, Cengage Learning, London. Bowie, D 2012, Hospitality Marketing, CRC Press, London. Encyclopedia of Management 2006, Pricing Policy and Strategy, enotes.com/pricing-policy-strategy-reference/pricing-policy-strategy Ferrell, O 2010, Marketing Strategy, Cengage Learning, London. Government of Alberta 2012, Methods to Price Your Products, http://www1.agric.gov.ab.ca/$department/deptdocs.nsf/all/agdex1133 HERKULES 2011, Product cost calculations , http://herkules.oulu.fi/isbn9514264509/html/c953.html Kardes, F 2004, ‘The Role of Selective Information Processing in Price-Quality Inference’, Journal of Consumer Research, vol. 31 no. 2, pp. 36-47. Kunz, B 2010, How Apple plays the pricing game, msnbc.msn.com/id/38980367/ns/business-us_business/t/how-apple-plays-pricing-game/#.T9tVInpqB70 McDonald, M 2011, Marketing Plans: How to Prepare Them, How to Use Them, John Wiley Sons, London. McGuigan, J 2010, Manage rial Economics, Cengage Learning, London. Meyvis, T 2004, ‘When Are Broader Brands Stronger Brands? An Accessibility Perspective on the Success of Brand Extensions’, Journal of Consumer Research, vol. 31 no. 2, pp. 34-65. Paul, J 2008, International Marketing: Text And Cases, Tata McGraw-Hill, London. Potter, D 2004, ‘Confronting Low-End Competition’, MIT Sloan Management Review, vol. 45 no. 4, pp. 73-9. Ranganathan, R 2001, Pricing Policy In Marketing, slideshare.net/rohitr6/pricing-policy1 Rosenbloom, B 2011, Marketing Channels, Cengage Learning, London. Smagalla, D 2004, ‘Does Promotion Pricing Grow Future Business?’, MIT Sloan Management Review, vol.45 no. 4, p. 9. Young, E 2011, Principles of Marketing, Rex Bookstore, Inc., New York.