Public Administration Sample Paper on Prescribing Policies

Prescribing Policies

Maximize effectiveness at the least cost: From the graph below, one of the most important ways to maximize effectiveness at least costs is through enhancing better communication. Such communication emerges from angles such as the charities as well as accomplished tracks. When communication is poor in terms of quality, cost effectiveness is formulated and driven through an angle of the groundwork of operation and implementation.

Maximize effectiveness at a fixed cost of $10,000: From the notation above, a fixed cost of 10,000 USD becomes an element of cost effective application. In this case, the distribution is given a standard deviation of 1, which stands for the replication of the various points of operation as well as implications that may emanate from it. In so saying, the N90.1) is denoted as the outset of an effective cost benefit analysis. The following angles reveal a standard that is close to 16 percent in charities and the production quarters of analysis.

Achieve a fixed effectiveness level of 6,000 units of service at a fixed cost of $20,000: the cost effective analysis can get tricky when faced with units and a fixed element cost of 20,000 USD. When units have a value say 6,000, they are implicative of the production element and output cost variance. The angle of general production becomes a critical tie within this framework and operation as may be seen at various angles. With 6,000 units and a zero donation, cost effectiveness emerges at 54 percent represented as an inverse notation curve in the graph in figure 5.2.

Maximize net benefits assuming that each unit of service has a market price of $10: In a firm wishing to maximize net benefits from a nit service of 10 USD, the figure is relevant to an estimate that can garner over 1,000 USD. When given to a firm input mechanism, the elements are represented by an X, which enhances a rough estimate of 10,000 USD. When such factors as the price and the inverse notation index are considered, the element of operation become complicated and adherence to operations is enhanced. Such an estimate would stand at N (X.X).

Determine which of the two main programs (program 1 and program 2 should be selected under each of these criteria: The two priorities are the benchmarks up to, which an elaborate production sets. When the two programs are implemented, they are enhanced at a more realistic level and generated at an operational analysis that freelances society. This will save on the two programs to release a major operational line for the two levers for better production and cost effectiveness (Mrozek & Taylor 2001). Program 1 is, therefore, an effective choice because you can adjust further preferences to accommodate the nuances of productivity and groundwork as may be witnessed at a selective piece of the operation.

The conditions under which each criterion may be an adequate measure of achievement of objectives: The criteria involve an evaluation of the two programs of operation. The involvement of the two firms depicts a critical element of operation that will enhance the formulation and operations of substances at each angle. A justification emerges when the two factors are considered, an element of operation and program default emerge to determine the actual operative beyond which realistic nuances of production are determinate. Referring to the graph below with a focus on the two elements of operation found below.

Determine the assumptions that govern estimates of the value of time lost driving, indicating which assumptions are more tenable than others: when driving, the value of time lost is often estimated at a realistic element of operation which is the relevant factor of operation applicable. When the two missions are in place, the world becomes adapted and realigned to the elements of operation and implementations that was the formative reflex of the firm in question. One assumption dwells on the cost effective nature of such a drive often represented by an inverse notation index of (No). O’ryan (1996) notes, when such elements become tenable and applicable to the operations within these spheres, they generate a more complex structure that enhances cost effectiveness.

Determine the best way to estimate the value of time justify position: The best way to estimate such a value of time depend on two paradigms. The valuations are whether such time is the working time or non-working time. Such a division is an implicative measure of the value attached to the various dimensions under every proposition. In an organization, when an employer pays 30 USD per hour for every time an employee stays within a premise, the value of that time is equivalent to the time spent at this angle as well as the operational structures that are enhanced through such operational structures. When these values are included, a more complex cost analysis emerges.

Determine the best way to estimate the cost of a gallon of gasoline. Justify your position: In determining the cost of gasoline, various factors are used in the process. The first element of operation is the mileage upon which such gasoline would cover. When a given measure of gasoline has the ability to cover say 1 mile, the mile can be translated to a value of money. The warehousing charges, as well as the yardsticks of operations, are then implemented to drive the firm to a full operational cost. Therefore, the value of such products would be determined by various elements such as the mileage, warehousing as well as operational basis, and market control analysis.

Determine the more reliable method to estimate driving speeds and miles per gallon by using: The estimation of how motorists drive and save on value may differ depending on the cases of operation and application enhanced. The process of saving time and enhancing the degree of heterogeneity within the cases above may enhance a more cooperative principle that should have the ability to cooperate the dimensions of cost analysis. The costs made in the real market situation reveals numerous instances of cost effectiveness that would be relevant and applicable to the yardsticks of operation. The engineer’s method through Rubin multiple computation analysis enhances the scope of operation and drivers upon which the frameworks exists. The framework reveals an essence in accounting for errors as well as determining the operative index within the mileage access. The department of energy and the engineering access to efficiency would, therefore, be a realistic nuance of operation based on the gasoline and driver’s mileage under operation.

According to Quiggin (1999), the two frameworks should work in tandem with the gasoline and drivers to enhance effective analysis and operations. When the driver garners from the traffic connection as well as the engineer’s rules and report work, options emerge which may be utilized in case of realistic elements of work hitches.

The consequence of using one element at the expense of the other reveals a more realistic operation as well as an expensive payment mode for every element applied. When a driver chooses to use the traffic controls mode, then they are closing their eyes to instances when the need for a proper mileage cover would be necessary. Such elements are free and emphatic of situations of operation and immersion.

Estimation of the value of life saved: The life saved when driving and enhancing efficiency is often higher compared to the rates of deaths denoted by the traffic authorities. When the value of life saved is compared to the elements of operation and demands, the two factors are generative and applicable to the nuances of operation and frameworks (Quiggins 1999). The value of life saved would therefore be the simple factors that are considered when driving in terms of speed limit adherence as well as the maintenance in terms of effective analysis and operation upon which the factors are enhanced and driven for success. VSL emanates from a more complex stricture that will enhance the coordination and affiliation of operation for a more realistic element of operation. Therefore, the stricture of enhancing the life saved can be tricky in operation and affluence as may be determined by the elements applicable and available to the concerned parties. When drivers are out on the road, they often have rules and jurisdictions that determine their driving and mileage. When they fail to adhere to these elements, they pose as a great risk to the public. In driving, the public include the driver, the passengers, the pedestrians, as well as people who happen to be by the roadside at the time of the accident. The value of life saved is priceless and cannot be calculated from one angle. Instead, the factors influenced here will emerge from the operations and affiliations upon which the operations are enhanced.

Determine which policy is preferable (the 55mph speed limit or 65mph limit): When driving, for instance, a driver has the choice of selecting either mileage for say 55 or 65 miles per hour. These variances, as set by the traffic department stand that heavy-duty vehicles as well as BCE vehicles can operate. The choice of which speed limit to chose, therefore depends on the type of service of the vehicle as well as the nature of roads applicable. In certain places, the roads require a more direct mileage when driving while certain areas are more open.

Heavy-duty vehicles as well freight vessels often have a mileage cover of 55 mph while smaller vehicles such as saloon cars and SUVs often have a higher limit at 65 mph. these variances depend again on the roads as well as nature of operation implied by the two types of vehicles. Ideally, these elements are complex and require a more regulated traffic system of operation.

In conclusion, the systems of analysis and prescription depend on various elements, which are necessary to determine an appropriate way of driving and values estimations. These variances are available within the framework of operation as well as the nature of generalities available within the special features of operation. Therefore, the suggestions above are systems application from critical outlook and evaluation of the rules and patents in the roads governing systems.




Mrozek, J.R.; Laura Taylor (2001). “What Determines the Value of Life? A Meta-Analysis”. Journal of Policy Analysis and Management 21 (2): 253–270

Viscusi, Kip; Joseph E. Aldy (2003). “The Value of a Statistical Life: A Critical Review of Market Estimates Throughout the World”. JOURNAL OF RISK AND UNCERTAINTY 27(1): 5–76.

O’ryan, R. E. (1996). Cost-effective policies to improve urban air quality in Santiago, Chile. Journal of Environmental Economics and Management31(3), 302-313.

Bleichrodt H, Quiggin J (December 1999). “Life-cycle preferences over consumption and health: when is cost-effectiveness analysis equivalent to cost-benefit analysis?”. J Health Econ 18 (6): 681–708.