Executive Summary
The Brighton to Penzance cycling event is organized to help in raising 4000 Euros for the Sports Club. The ALP takes responsibility for all the organization process of the event to ensure that the event takes place successfully. The cycling event is scheduled to take place for approximately one week or eight days. The ALP, during its planning, took into consideration all the risk that might be encountered during the cycling event and formulated effective measures to ensure that all the possible risks were avoided. The cyclists who intended to participate in the event paid a registration fee and confirmed their attendance to ensure that the planning team had accurate numbers for which they used to ensure its effective planning and execution.
Introduction
The London cycling event is a week to eight days event organized with the aim of raising 400 Euros for the Sports Clubs. The money for funding this trip will be raised from the fees paid by cyclists to participate in the event and grants collected from the event sponsors. Individuals who intend to participate in the event are required to register with the event organizers and confirm their availability in time. The cycling event covers approximately 325-357 miles depending on the routes taken by participants. There are a total of twenty participants for the organized cycling event. This report aims at discussing planned routes and itinerary for the cycling event, the structure of the work breakdown, indicating a grant diagram showing how the cycling events are planned to go down and milestones covered by the cyclists, the total costs charged on all items, the event’s resourcing and risk assessment (Berridge, 2012).
The planned route and itinerary
The preferable route for the cycling event is scheduled to be from Brighton to Penzance. This is the shortest route that can be covered by the cyclist according to the planned event using the national cycle route three. This route is approximately 325 miles which are supposed to be covered in 25 hours. An optional route that could possibly be used by the cyclists from Brighton to Penzance, the long route, using the national cycle route three via A30. The route covers a total of 357 miles in 32 hours (Johnstone, 2010).
Work breakdown structure
The table below shows the work breakdown structure for the cycling event. This structure shows the how the events were organized and how they are have been scheduled to go down.
WBS
The work breakdown above indicates the major activities that have been planned for the cycling event and how they will be carried out (Snelgrove & Wood, 2010). The cycling events planning and routes have been well looked through to ensure that all the cyclists have been provided with accommodation and transport and the routes they are supposed to follow. A research on possible routes and off-road routes, various types of travel from Brighton to Penzance, and all other travel expenses was thoroughly conducted a suitable conclusion made.
A Gantt chart (Network Diagram), Milestones
The Gantt chart below was used to illustrate the starting points and finish dates for the terminal elements of the cycling event. It contains a summary of the all the cycling events that have been scheduled for the cycling event from its first date to the end. This summary of events also indicates an additional work breakdown for the project and the dependency relationships between activities of the scheduled cycling event.
Network diagram of the cycling event
The network diagram above provides a clear indication of the graphical presentation of the tasks that have been scheduled for the cycling event. It provides a critical view of the scheduled tasks and dependencies of the project. From the Gantt diagram and the network diagram, there are clear dependencies among the scheduled tasks will result in the smooth running of the project, proper management of resources, and proper utilization of the time scheduled for the various cycling events to take place.
Costing to cover all items to be charged
The cycling event is scheduled to incur the least possible costs. In an effort to minimize cost and increase the amount of money saved, the project organizers looked two travel options for the transportation of equipment (White, Ward & Nelson, 1984). The two options included either hiring ticket or a coach. The transportation cost for hiring a Coach Inc. and a driver sums up to 420 Euros. In this case, the transport cost for every person is 14 Euros this coach carries 29 people. On the other hand, the cost of hiring coach for equipment transportation is 404 Euros in total. This coach carries a total of 23 passengers at 18.36 Euros per passenger. The table below shows the transport breakdown for the entire journey. It indicates the transport charges that were incurred at every stop made in course of the cycling event, the various options available for the project organizers to choose from, and the overall travel charges for every option taken.
Given the available transport options, hiring a coach for equipment transportation was considered the most affordable option because it provides a reliable source of transport at considerable rates. Additionally, the travel cost from and to Mrylebone Campus, telephone and communications, and supplementary food such as drinks were incurred at the cyclist expense so the organizers did not have to spend more money on catering for costs. The organization does take any responsibility for any and clothing of the cyclist. Therefore, it does not incur more costs on payment of damaged equipment or clothing hence saving more money for the fundraising.
Resourcing
The resources used for this project were majorly provided for by the project sponsors and the cyclist fee charges.
Risk assessment
For the cycling event to be successful, a risk assessment was performed on the health of the cyclists. This was to ensure that all the cyclists participating in the event were in good health to avoid the risk of experiencing health complications in the course of the event (Berridge, 2012). The quality of the roads was also thoroughly assessed to ensure that they were in good conditions to enhance the process of cycling and avoid the risk of encountering an accident caused by poor roads during the event.
Conclusion
The cycling event was carefully planned with possible considerations taken place to ensure its success. All the transports charges and other expenses were carefully planned to ensure that the least amount of money was used to execute the project hence giving it a chance to hit the Sports Club’s target of raising 4000 Euros. The risk assessment was carefully performed to ensure that there are reduced chances of injury on the cyclists, loss of money and any other form of inconveniences. The planning was also performed conclusively to ensure that it meets the target of the event
The event study methodology is a statistical method that analyzes the impact of important corporate events (e.g., M&A) or economic shocks on firms’ value. The method typically implies the following steps: event date confirmation, definition of estimation window and event window, calculation of abnormal return and statistical test. The calculation of test statistics for sample studies is highly challenging – and the use of research apps or statistical software is recommended.
Reference list
Berridge, G., 2012. The promotion of cycling in London: The impact of the 2007 Tour de France Grand Depart on the image and provision of cycling in the capital. Journal of Sport & Tourism, 17(1), pp.43-61.
Johnson, M., Charlton, J., Oxley, J. and Newstead, S., 2010, January. Naturalistic cycling study: identifying risk factors for on-road commuter cyclists. In Annals of advances in automotive medicine/annual scientific conference (Vol. 54, p. 275). Association for the Advancement of Automotive Medicine.
Snelgrove, R. and Wood, L., 2010. Attracting and leveraging visitors at a charity cycling event. Journal of Sport & Tourism, 15(4), pp.269-285.
White, J.A., Ward, C. and Nelson, H., 1984. Ergogenic demands of a 24-hour cycling event. British journal of sports medicine, 18(3), pp.165-171.
