Organizational Readiness for Change Theory: Cybercrime Risks in Transport Sector - Essay Sample

Introduction

The theory of organizational readiness for change is one of the most critical change package stimuli that can be applied to conceptualize and implement change in the transport sector. The theory resolves issues associated with organizational change in advanced comprehensiveness, aiming to keep stakeholders in the industry ready for cybercrime occurrences. This paper exemplifies the importance of the organizational readiness for change theory as used in the study of cybercrime risks in the transport sector; factors imbued in the approach that is important in the mitigation of cybercrime activities in the transport sector and how the method influences cybersecurity in the industry (Novitskaya and Vanyushyn, n.d.). Using the aspects mentioned above as the bases, herein, is a comprehensive application of the theory in the transport sector. The transport sector can be overhauled by the sole utilization of the theory of organizational readiness and change.

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The theory of organizational change can be applied in the transport sector to mitigate issues imbued by cybercrime. Firstly, the method can be used to prepare employees of any organization, psychologically, of an impending risky technological occurrence. Identification and rationale for selecting risk factors are based on an intricate study of emerging trends. Preparedness can be achieved by training various people within an organization and keeping them aware that a particular risk is possible in the upcoming days. For instance, most aircraft constitute an autopilot control system controlled by technology, both internally and externally. Additionally, communication channels in the plane are possible targets by hackers as cyber crimes mutate stemming from an increase in technological advancement. In that regard, organizational change theory can be used to create awareness for pilots and other strategic members of the crew of an impending risk attack accompanied through proposed mitigating factors. The same concept can be replicated in other forms of transport, such as Uber taxi and marine transport vehicles. All key stakeholders should be made to resonate with the negative implications for them to value impending changes as per the standardized mitigating factors. The preparation of unprecedented events through awareness to stakeholders and training on cybersecurity is covered under the change valence aspect of the organizational change theory. The theory can also be used in measuring the capacity of a transport entity to minimize the impacts of an impending risk factor. During the change efficacy stage, a transport service providing organization weighs on its ability to handle to entirety perceived cyber risks in the future (Novitskaya and Vanyushyn, n.d.). Transport companies should create capacity for dedicated resources and security talents in the amelioration of transport cybercrime issues. Security capacity for organizations in the transport is currently not guided by equality and capacity building, especially in poverty-stricken areas. There is a dire need for specialized security training that should aid in the administration of justice. It is worth noting that among the prosecuted cases in the public transport cybersecurity, less than fifty percent of complaints are considered. Organizations are ranked higher in the leaderboard of readiness by measuring the capacity of transport service providers in playing their roles with less risk in various contexts. Therefore, the theory of organizational change is used to enhance an organization’s capacity to deal with proximal conditions. Past mistakes are usually utilized as learning grounds for security entities as they focus on eliminating security issues emanating from previous pitfalls. Through capacity building, transport service organizations have tremendously improved in matters of rising detection, particularly pertinent to innovations in the security sector. In other words, the transport service providers are obliged to create a solid preparedness strategy that dedicates resources to the mitigation of probable cybersecurity attacks in the transport sector (Weiner, 2009). It entails implementing a security structure that stays afloat with changes in the dynamic technological aspects pertinent to matters of transport security. States should play a significant role in ensuring the achievement of capacity building by formulating policies and laws that ease the implementation of credible cyber risks mitigating factors. Organizations can also utilize the efficacy monitoring aspects exemplified by organizational change strategies to form a workable plan that will enable transport service providers to manage cybercrimes when they occur.

Factors embedded in the organizational readiness theory that can be utilized in the mitigation of cybercrime in the transport sector include factors that determine employees’ value for future change and the availability of critical determinants of implementation capability: availability of resources, task demands, and contextual factors. The importance of future changes can be exemplified by the willingness of transport stakeholders to learn novel technologies in the sector. Stakeholders in the transport sector are also measured for their value for future changes through how they embrace new techniques of securing them from hacking. Most importantly, it is the consideration of critical determinants. Key determinants are exemplified in the transport system in various ways, ranging from cybersecurity trained personal to unprecedented situational occurrences. Previous studies indicate that the transport sector is the inadequacy of the critical resource regarding training trained personnel in cybercrime security. Therefore, the transport sector should look forward to increasing its capacity for cybercrime-trained persons in the transport sector. Another factor that is worth consideration is the availability of vast resources. The financial support is a critical element required throughout the process of the formulation and implementation of cybercrime mitigation factors in the transport sector. Finances are, for instance, needed for the acquisition of cybercrime security knowledge. Online and physical studies are the most rampant sources of cybercrime security. Physically, stakeholders in the transport sector interact with cybersecurity experts during the procurement of new inventories and servicing of existing technological aspects. When purchasing a new aircraft, for instance, the aircraft sellers are obliged to train the users of the aircraft how to seal all loopholes that can be utilized by hackers. Updates of software also come with new cybercrime protection methods. Locational data, for example, is widely used both by aircraft and motor vehicles. The technology is mainly used for tracking purposes. Security procedures for such systems may be administered through physical instructions or reading of manual scripts (Tonn et al., 2019). Cybercrime security information in all sectors can be virtually acquired from the internet through live streams or online instructor lessons. All the options require some facilitation apart from physical cybercrime details associated with a new product or, in some cases, when servicing or replacing old technology with an updated one. Resources are, therefore, valuable at eliminating Advanced persistent threats emanating from increased use of mobile devices. Transport sector stakeholders should, therefore, consider increasing resources required to mitigate cybercrime activities. Contextual factors are also deemed imperative when dealing with cybersecurity in the transport sector. Some highlight contexts include network glitches, electricity interruptions, and system failure. Most technologies, particularly those that entail identification of locational features, require communication via satellite dish. Data requirements in the process demand the transport sector to improve capacity in security investments. Simulation of probable contexts is also an essential endeavor in the illumination of the level of preparedness associated with a particular transport service provider. Simulating models use the current status in predicting future outcomes. Therefore, simulations could be used by the transport sector stakeholders to determine the stability and longevity of their businesses.

Employing the theory of organizational readiness for change in the containment of cybercrime in the transport sector comes with some advantages. One notable advantage of utilizing the method is the attainment of stability in the war against cybercrime in the transport sector. The theory advocates for the preparedness of crew members of various transport stakeholders in issues of projected risks. Stability is instilled in transport service providers by ensuring knowledge concerning cybercrime security is shared through key stakeholders. The theory of organizational readiness and change also offers the transport sector a continuity of cybercrime security information in the industry. Younger persons in the transport sector will be required to understand a broader scope of security features associated with cybersecurity. Continuity of knowledge stems from the intergenerational sharing of information. Aspects of organizational theory for readiness and change advocate for its implementation to be treated as entire projects. Operating the transport sector as a project with entirety affords organizations to conceptualize and plan for probable eventualities in the future. According to the theory mentioned above, the organizational change should rely heavily on information to make judgments and implementing standardized solutions. With the utilization of the approach, organizations take the stance of a ‘symphony orchestra’ abreast with structured frameworks that are run through command and control (Tonn et al., 2019). The dynamism may inform information-based of change in the transport sector in payment methods and hackers’ sophistication over time. As exemplified in theory, specific triggers cause a change in an industry. One such trigger is competition with other service providers and against hackers as well. The comprehensive coverage of the organizational readiness for change would play an imperative role in furnishing the transport sector with comprehensive cyber crime security measures. Classification of organizational change into distinct divisions comprising collaborative, consultative, directive, and coercive constructivism.

Conclusion

In conclusion, the theory of organizational readiness and change is exemplified as a critical strategy with a capacity to instill change in the transport sector. Utilization of the approach increases the chances of transport organizations to deal with future cybercrime issues through capacity building. Emerging trends are essential during the conceptualization stage as it offers the transport sector a conducive environment for accessing competitiveness and sophistication techniques displayed by hackers. Through applying the theory, the capacity to deal with cybercrime is recommended, as organizations are obliged to recheck their resource allocation. As mentioned above, the approach is also imperative in the assessment of existential levels of preparedness of an organization; this information is vital for delimiting yardsticks for readiness and change required to stop cybercrime in the transport sector. Employees’ value for change and availability of resources represent critical factors of the theory that could influence change in the transport sector. The transport sector is characterized by a minimal number of trained personnel in cybercrime security and d...