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The Use of Trend Forecasting in the Product Development Process
THE USE OF TREND FORECASTING IN THE PRODUCT DEVELOPMENT PROCESS C TWINE PhD 2015 THE USE OF TREND FORECASTING IN THE PRODUCT DEVELOPMENT PROCESS CHRISTINE TWINE A thesis submitted in partial fulfilment of the requirements of the Manchester Metropolitan University for the degree of Doctor of Philosophy Department of Apparel / Hollings Faculty the Manchester Metropolitan University 2015 Acknowledgements The completion of this research project owes a great deal of support and encouragement of my supervisory team, Dr. David Tyler, Dr. Tracy Cassidy as my adviser and the expert guidance of my Director of Studies Dr. Ji-Young Ruckman and Dr. Praburaj Venkatraman. Their experience and commitment provided inspiration and guidance throughout those times when direction was much needed. I am also indebted to all those who participated in the interviewing process which aided the data collection process and made this research possible. These included personnel from the trend forecasting agencies Promostyl, Mudpie, Trend Bible and the senior trend researchers from Stylesight, and Trendstop. The buyers and designers from the retailers Tesco, Shop Direct, Matalan, River Island, Mexx, Puma, Bench, Primark, H&M, ASOS and Boohoo. Thank you to my lovely family, David and Florence for their support and encouragement when I needed it most. i Declaration No portion of the work referred to in this thesis has been submitted in support of an application for another degree or qualification of this or any other university or institution of learning. Copyright© 2014 All rights reserved No part of this thesis may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without prior permission of the author. -
A 21St Century Powerhouse Dick Forsberg Head of Strategy, Avolon
An in-depth analysis of the Indian air travel market Dick Forsberg | July 2018India A 21st Century Powerhouse Dick Forsberg Head of Strategy, Avolon ACKNOWLEDGEMENTS The author would like to acknowledge FlightGlobal Ascend as the source of the fleet data and OAG, through their Traffic Analyser and Schedules Analyser products, as the source of the airline traffic and capacity data used in this paper. DISCLAIMER This document and any other materials contained in or accompanying this document (collectively, the ‘Materials’) are provided for general information purposes only. The Materials are provided without any guarantee, condition, representation or warranty (express or implied) as to their adequacy, correctness or completeness. Any opinions, estimates, commentary or conclusions contained in the Materials represent the judgement of Avolon as at the date of the Materials and are subject to change without notice. The Materials are not intended to amount to advice on which any reliance should be placed and Avolon disclaims all liability and responsibility arising from any reliance placed on the Materials. Dick Forsberg has over 45 years’ aviation industry experience, working in a variety of roles with airlines, operating lessors, arrangers and capital providers in the disciplines of business strategy, industry analysis and forecasting, asset valuation, portfolio risk management and airline credit assessment. As a founding executive and Head of Strategy at Avolon, his responsibilities include defining the trading cycle of the business, primary interface with the aircraft appraisal and valuation community, industry analysis and forecasting, driving thought leadership initiatives, setting portfolio risk management criteria and determining capital allocation targets. Prior to Avolon, Dick was a founding executive at RBS (now SMBC) Aviation Capital and previously worked with IAMG, GECAS and GPA following a 20-year career in the UK airline industry. -
Aviation Industry Agreed in 2008 to the World’S First Set of Sector-Specific Climate Change Targets
CONTENTS Introduction 2 Executive summary 3 Key facts and figures from the world of air transport A global industry, driving sustainable development 11 Aviation’s global economic, social and environmental profile in 2016 Regional and group analysis 39 Africa 40 Asia-Pacific 42 Europe 44 Latin America and the Caribbean 46 Middle East 48 North America 50 APEC economies 52 European Union 53 Small island states 54 Developing countries 55 OECD countries 56 Least-developed countries 57 Landlocked developing countries 58 National analysis 59 A country-by-country look at aviation’s benefits A growth industry 75 An assessment of the next 20 years of aviation References 80 Methodology 84 1 AVIATION BENEFITS BEYOND BORDERS INTRODUCTION Open skies, open minds The preamble to the Chicago Convention – in many ways aviation’s constitution – says that the “future development of international civil aviation can greatly help to create and preserve friendship and understanding among the nations and peoples of the world”. Drafted in December 1944, the Convention also illustrates a sentiment that underpins the construction of the post-World War Two multilateral economic system: that by trading with one another, we are far less likely to fight one another. This pursuit of peace helped create the United Nations and other elements of our multilateral system and, although these institutions are never perfect, they have for the most part achieved that most basic aim: peace. Air travel, too, played its own important role. If trading with others helps to break down barriers, then meeting and learning from each other surely goes even further. -
Ge Aviation India Fact Sheet
GE AVIATION INDIA FACT SHEET GE Aviation is a world-leading provider of jet and turboprop engines, components and integrated systems for commercial, military, business and general aviation aircraft. GE Aviation has a global service network to support these offerings. GE Aviation also supplies engines for marine applications. Meeting the needs of a growing nation India’s passenger traffic today is 160 million passengers, but that number is estimated to grow to 452 million1 by the end of the decade as a burgeoning middle class takes to the air, according to the aviation intelligence service CAPA - Centre for Aviation. Those numbers are another sign of India’s rapid growth, and just like GE’s energy, health, transportation and finance businesses, GE Aviation is proud to be a partner in the country’s development. GE’s industry leading GEnx and GE90 engines are based on proven architecture and superior technology, developed in the United States and refined based on inputs received from research centers across the globe. At GE, we work to innovate and develop technology solutions that improve quality of life in India. GE Aviation: Moving India Aviation in India is growing at a rapid pace as a growing middle class takes to the skies. With thousands of GE engines installed on the global fleet of commercial, business and general aviation aircrafts, GE is helping power aircrafts that are moving India. GE engines set the industry standard for fuel efficiency, reliability and outstanding service. India’s commercial airline fleet is expected to triple in the next two decades and GE Aviation is poised to meet the challenge of that rapid growth. -
TTIP and Financial Services
EPRS | European Parliamentary Research Service TTIP and Financial Services Keysource by Baeverstroem, Jan | Posting date: 15/06/2015 According to a study from the Congressional Research Service: EU-U.S. Economic Ties: Framework, Scope, and Magnitude , February 2014, total EU foreign direct investments in the United States amounted to $1,647.6 billion at the end of 2012 (62.2% of total). Out of this, $356.8 billion (21.7%) was in banking and other financial services. While the EU has supported financial services inclusion in TTIP, in the US, Members of the Congress disagree whether or not to include financial services in these negotiations. Business groups on both sides of the Atlantic, including the Trans-Atlantic Business Council (TABC), support the inclusion of financial services in the negotiations. Against it are consumer organisations, like Transatlantic Consumer Dialogue (TACD) who have voiced fears that TTIP would deregulate the financial services or harmonise rules towards the lowest common denominator. In June 2014, Commissioner Barnier reiterated the need for a framework within the TTIP to handle differences between the EU and the US, but later the same month, U.S. Treasury Secretary restated that "financial regulatory cooperation should continue in existing and appropriate global fora". US fears a dilution of safeguards created with the 2010 Dodd-Frank Act . In July 2014 US financial services associations published a statement underlining the importance of including financial services in TTIP. In June a restricted document from 5 March was leaked: Regulatory Co-operation on Financial Regulation in TTIP (to be included to the EU proposal for services and investment chapter, Section VI – Financial services). -
Third Report on Potentially Trade Restrictive Measures
Report on potentially trade restrictive measures 12 June 2009 Introduction and main findings This is the third report on new potentially trade restrictive measures planned or implemented by our trading partners in the face of the economic crisis. The information used in this report has been primarily gathered by European Commission Delegations / Market Access Teams in G-20 countries and other key markets through their local monitoring exercises1, as well as from business sources providing specific contributions. The report provides an overview of the data received since mid-March 2009. It shows that trade restrictive measures continue to be on the rise, including in some G20 members. Moreover, the types of measures identified have become more complex and diversified, notably when they are part of broader stimulus packages. Therefore, increased alertness, as well as political determination to use all opportunities to address the measures put in place so far, remains all the more necessary at this stage. The world-wide economic downturn has been dramatic since the start of the financial crisis last autumn. 2009 seems set to be the first year in which global trade will decline year-on-year since the early 1980s. Although more indications continue to emerge pointing to the gradual stabilisation of the financial sector (stock market indices, lower risk spread), the signals from the real economy continue to be at best mixed. Despite some evidence of a slowdown in the pace of decline, the evolution of exports and imports of all the major trading countries remains very negative. Moreover, the fact that unemployment continues to rise in most major economies, means that the global recovery is still not fully underway. -
British Imperial Policy and the Indian Air Route, 1918-1932
British Imperial Policy and the Indian Air Route, 1918-1932 CROMPTON, Teresa Available from Sheffield Hallam University Research Archive (SHURA) at: http://shura.shu.ac.uk/24737/ This document is the author deposited version. You are advised to consult the publisher's version if you wish to cite from it. Published version CROMPTON, Teresa (2014). British Imperial Policy and the Indian Air Route, 1918- 1932. Doctoral, Sheffield Hallam Universiy. Copyright and re-use policy See http://shura.shu.ac.uk/information.html Sheffield Hallam University Research Archive http://shura.shu.ac.uk British Imperial Policy and the Indian Air Route, 1918-1932 Teresa Crompton A thesis submitted in partial fulfilment of the requirements of Sheffield Hallam University for the degree of Doctor of Philosophy January 2014 Abstract The thesis examines the development of the civil air route between Britain and India from 1918 to 1932. Although an Indian route had been pioneered before the First World War, after it ended, fourteen years would pass before the route was established on a permanent basis. The research provides an explanation for the late start and subsequent slow development of the India route. The overall finding is that progress was held back by a combination of interconnected factors operating in both Britain and the Persian Gulf region. These included economic, political, administrative, diplomatic, technological, and cultural factors. The arguments are developed through a methodology that focuses upon two key theoretical concepts which relate, firstly, to interwar civil aviation as part of a dimension of empire, and secondly, to the history of aviation as a new technology. -
Summary of April 13, 2000, Meeting Between the Nrc Staff And
UNITED STATES * NUCLEAR REGULATORY COMMISSION WASHINGTON, D.C. 20555-0001 NIay 1, 20000 MEMORANDUM TO: Cynthia A. Carpenter, Chief Generic Issues, Environmental, Financial and Rulemaking Branch Division of Regulatory Improvement Programs, NRR FROM: Joseph L. Birmingham, Project Manager Generic Issues, Environmental, Fi1ancial and Rulemaking Branchd -< - . Division of Regulatory Improvement Programs, NRR SUBJECT: SUMMARY OF APRIL 13, 2000, MEETING BETWEEN THE NUCLEAR REGULATORY COMMISSION STAFF AND THE NUCLEAR ENERGY INSTITUTE On April 13, 2000, staff members of the Nuclear Regulatory Commission (NRC) met with representatives of the Nuclear Energy Institute (NEI) and industry to discuss NEI's draft of their probabilistic post-fire safe shutdown fire-induced circuit failure analysis methodology. Meeting attendees are listed in Attachment 1. Handouts used by NEI during the meeting are included in Attachment 2. ,Leon Whitney and Eric Weiss (NRC) began the meeting by stating that the purpose of the meeting was to discuss NEI's draft probabilistic post-fire safe shutdown fire-induced circuit failure analysis methodology. This opening statement was followed with introductions of those in attendance. David Modeen and Fred Emerson (NEI) then began a discussion by identifying the industry objectives and summarizing the industry actions since the last meeting. They described the NEI probabilistic methodology and its intended application, and indicated that the methodology was to be part of an "integrated" industry approach (i.e., the NEI method used the Boiling Water Reactors Owners Group (BWROG) deterministic methodology as a guidance document "template"), but that the deterministic BWROG methodology would remain a "stand alone" document. NRC asked how the various pieces of the methodology were integrated with the BWROG document. -
Is Indian Military Aviation Reorienting? Kishore Kumar Khera
IDSA Issue Brief Is Indian Military Aviation Reorienting? Kishore Kumar Khera May 07, 2019 Summary The unabated growth of the helicopter fleet in the Indian Armed Forces in the last two decades is a result of coherence between demand and supply. All three wings of the Indian Armed Forces clearly annunciated their operational requirements and moved forward aggressively for helicopter fleet expansion. This demand was ably supported by the supply of Russian Mi-17s and Indigenous ALHs. The addition of the heavy lift Chinook CH47 and the attack helicopter Apache AH64E will augment the capabilities further. If this trend were to persist, soon the IAF, the prime aviation force, will have more helicopters than fighter aircraft. With a lack of supply of fighter aircraft and its continuous draw down, are the Indian Armed Forces reorienting for helicopter dominated air operations for guarding the national interests? IS INDIAN MILITARY AVIATION REORIENTING? Aviation has been a part of military kinetic capability for over a century now. Exactly 100 years ago, for the first time, an independent military aviation wing was established that later was rechristened as the Royal Air Force of the United Kingdom.1 Based on the basic configuration of the lifting surface, aviation assets are broadly classified as fixed wing (aircraft) and rotary wing (helicopters). A further sub- classification in each category is based on their primary role. Fixed wing aviation assets include fighter aircraft of small size, with one or two crew members and primarily employed for weapon firing. The other subcategory of fixed-wing aircraft is the wide-bodied large aircraft capable of carrying passengers or cargo or special equipment like sensors or fuel. -
Indian Tourism Infrastructure
INDIAN TOURISM INFRASTRUCTURE InvestmentINDIAN TOURISM INFRASTRUCTUREOppor -tunities Investment Opportunities & & Challenges Challenges 1 2 INDIAN TOURISM INFRASTRUCTURE - Investment Opportunities & Challenges Acknowledgement We extend our sincere gratitude to Shri Vinod Zutshi, Secretary (Former), Ministry of Tourism, Government of India for his contribution and support for preparing the report. INDIAN TOURISM INFRASTRUCTURE - Investment Opportunities & Challenges 3 4 INDIAN TOURISM INFRASTRUCTURE - Investment Opportunities & Challenges FOREWORD Travel and tourism, the largest service industry in India was worth US$234bn in 2018 – a 19% year- on-year increase – the third largest foreign exchange earner for India with a 17.9% growth in Foreign Exchange Earnings (in Rupee Terms) in March 2018 over March 2017. According to The World Travel and Tourism Council, tourism generated ₹16.91 lakh crore (US$240 billion) or 9.2% of India’s GDP in 2018 and supported 42.673 million jobs, 8.1% of its total employment. The sector is predicted to grow at an annual rate of 6.9% to ₹32.05 lakh crore (US$460 billion) by 2028 (9.9% of GDP). The Ministry has been actively working towards the development of quality tourism infrastructure at various tourist destinations and circuits in the States / Union Territories by sanctioning expenditure budgets across schemes like SWADESH DARSHAN and PRASHAD. The Ministry of Tourism has been actively promoting India as a 365 days tourist destination with the introduction of niche tourism products in the country like Cruise, Adventure, Medical, Wellness, Golf, Polo, MICE Tourism, Eco-tourism, Film Tourism, Sustainable Tourism, etc. to overcome ‘seasonality’ challenge in tourism. I am pleased to present the FICCI Knowledge Report “Indian Tourism Infrastructure : Investment Opportunities & Challenges” which highlights the current scenario, key facts and figures pertaining to the tourism sector in India. -
Data Collection Survey on Investment Promotion and Export Promotion in the Republic of the Union of Myanmar
The Republic of the Union of Myanmar Data Collection Survey on Investment Promotion and Export Promotion in the Republic of the Union of Myanmar Final Report May 2019 Japan International Cooperation Agency (JICA) Koei Research & Consulting Inc. IL JR 19-041 The Republic of the Union of Myanmar Data Collection Survey on Investment Promotion and Export Promotion in the Republic of the Union of Myanmar Final Report May 2019 Japan International Cooperation Agency (JICA) Koei Research & Consulting Inc. Project Photo Gallery (1/2) Meeting for SOP Formulation Training of DICA Personnel Myanmar Investment Seminar in Tokyo Investment Promotion Mission to Japan MIPP Consultation Meeting in Nay Pyi Taw MIPP Launching Ceremony (Yangon) Project Photo Gallery (2/2) Potential Industry Study Myantrade Export Promotion Workshop Myantrade Pilot Project (Overseas Market Study) Myantrade Pilot Project (Trade Fair Management) Workshop on Branding for Export Promotion Executive Summary 1. Outline of the Project Background Since the inauguration of the civilian government in March 2011, the Government of Myanmar has been promoting open-economy policy aimed at transition to a market economy and developing infrastructure. It has attached much importance onto foreign direct investment (FDI) in order to spur job creation and income growth. In Myanmar, the Directorate of Investment and Company Administration (DICA) is in charge of investment promotion and investment application. The Japan International Cooperation Agency (JICA) supported DICA to formulate the Long-term Foreign Direct Investment Promotion Plan (FDIPP). DICA requested JICA’s assistance for institutional capacity development of DICA and enhancement of one-stop service (OSS) at DICA. JICA supported the Ministry of Commerce (MoC) for export development. -
Alternative Animal Welfare Responses: Options and Implications for Producers and Industry at Large
AlternativeAlternative AnimalAnimal WelfareWelfare Responses:Responses: OptionsOptions andand ImplicationsImplications forfor ProducersProducers andand IndustryIndustry atat LargeLarge Glynn Tonsor Dept. of Agricultural, Food, and Resource Economics Michigan State University State-Wide Pork Industry Information Meetings March 23-26, 2009 OverviewOverview QuickQuick overviewoverview ofof consumerconsumer researchresearch OutlineOutline ofof industryindustry && producerproducer optionsoptions Consumer Group Sourced Articles 800 ConsumerLexis Group Sourced Articles 700 600 -Nexis Media Indices: 500 Nexis Media Indices: 400 Pork Consumer Group - LN-Media Indices (2003- Poultry 300 Beef 200 Westland/Hallmark; Chino, CA Event: 100 0 2003 2003 2003 2008) 2003 2004 2004 2004 2004 2005 2005 2005 2005 2006 2006 2006 2006 2007 2007 2007 2007 2008 2008 2008 2008 LexisLexis--NexisNexis MediaMedia Indices:Indices: IndustryIndustry SourcedSourced ArticlesArticles Industry Source (2003-2008) 40 35 30 Pork Poultry Beef 25 20 15 10 5 0 2003 2003 2003 2003 2004 2004 2004 2004 2005 2005 2005 2005 2006 2006 2006 2006 2007 2007 2007 2007 2008 2008 2008 2008 PerceivedPerceived AnimalAnimal WelfareWelfare InformationInformation AccuracyAccuracy (1=Very(1=Very Inaccurate,Inaccurate, ……,, 7=Very7=Very Accurate)Accurate) The Humane Society of the U.S. (HSUS) 4.93 University Scientists/Researchers 4.47 People for the Ethical Treatment of Animals (PETA) 4.22 National Milk Producers Federation (NMPF) 4.20 U.S. Poultry & Egg Association 4.18 National Cattlemen's Beef Association (NCBA) 4.11 United Egg Producers (UEP) 4.10 National Pork Producers Council (NPPC) 4.07 State Governmental Agencies 4.00 Federal Governmental Agencies 4.00 PerceivedPerceived AbilityAbility toto InfluenceInfluence andand AssureAssure AnimalAnimal WelfareWelfare (1=Very(1=Very LowLow Ability,Ability, ……,, 7=Very7=Very HighHigh Ability)Ability) Farmer/Grower 5.33 Government Inspectors/Regulators 5.16 The Humane Society of the U.S.