The system of freight distribution has significantly changed in large part due production globalization. International trade expansion has resulted into the growth of air cargo and marine container shipment. In turn, it has resulted into the new system development particularly in the case of surface transportation in which goods in international trade move from their original points to the airports and marine ports and then eventually to their points of destination. Such kind of the systems is characterized by the spatial clusters emergence of intensive activities of logistics which practically serve various functions. The paper has presented an exploration initially of the potential logistics clusters as the engine of regional growths in Canada.
In comparison of the potential Canadian Clusters with majority the US’s clusters which are successful, there are certain points which one would need to put into considerations. First, all the inland ports in the US are nearly located near or in a metro area with large labour forces and very large markets. Among the potential location of the inland ports, only Toronto and Calgary offer large markets locally. Secondly, the FTZs geographical definition in the US tends to favor the clustered development. Unlike Canada, the definition of FTZs particularly on the individual sites that have their roles detracted as agents of clustering focuses on the reviewed results. This is a clear indication of the Author’s biasness
It is important to note that as pointed out in this particular article, majority of the Canada’s cluster development in logistics do not fit in the model of inland port which this particular paper is advocating for. For instance, consider the case of Ontario; Cornwall has been the distribution centre development focus, relatively short truck dray among other things from Montreal. The focus of Hamilton, Ontario has been on airport as opposed to the rail. This would perfectly fit the model of “Aerotropolis” of the logistic development cluster as opposed to inland model of the port hence need for further research work.
Social exclusion basically refers to the analytic framework which explains the societal structures influence on access to services and goods such as transportation and housing among others. This particular concept is crucial for those interested in understanding poverty experience. In this particular paper, there is analysis of the qualitative interviews spontaneously conducted with individuals who were formerly homeless and living alone on the transportation importance in meeting their day today needs. According to some of the study participants, the subsidies of transportation would often be haphazard and even in some cases requiring efforts to tremendously to obtain and therefore their uses discouraged. According to the findings obtained, those individuals who had access to the transportation would appreciate the significance of access to healthcare, reduced food insecurity, personal fitness needs, quality of life increase as well as increase in the needs of health-care. Failure to mention the demerits of these approaches like increased cases of robbery as a result of efficient means of transportation is in itself biasness.
In this particular paper, the author has argued that piecemeal approaches to transportation is responsible for denial of the people’s inherent needs particularly those living in extreme poverty. This increase the reentry chances into the state of homelessness while focusing on the social exclusion principles. The author has however failed to quantify the degree of these benefits hence calling for the need to conduct further research to establish the level of benefits. For instance if the number of people having access to better health facility as a result of good transport in Canada, to what extent?
The presented study in this particular paper had the objective of establishing the role of transportation in the access of healthcare facility during delivery, pregnancy as well as postpartum among the rural based women. There was conduction of exploratory mixed methods. About 300 women were subjected to the interviews particularly those with the outcome of delivery within the period of one year. 19participants were involved in the key informant interview. Also there was 12 focus group involved in the discussion with the attendees originating from the clinics within the community.
The obtained results indicated that of the individuals subjected to the interview processes, 45.7% confirmed having complications during their periods of pregnancy particularly pregnancy, postpartum or delivery. In comparison with the previous results, there was increase in the facility based delivery hence saving lives of the babies. Transport availability, literacy, cost of transportation as well as time of travel characterized the behaviour of care seeking. Failure to consider all the categories of people who may seek transportation assistance to the medical facilities like the elderly and focusing on the pregnant women only is biasness of the highest order.
The study reported lack of reliable transportation as some of the potential barriers to the access of medical care during delivery, pregnancy and postpartum by women. There should be deliberate efforts to establish the factors which may hinder the transportation systems like poor roads and how to solve them to improve on the efficiency of such kind of service deliveries.
In this particular paper, the author is offering suggestions which relates to the beliefs of the transportation importance to the development of the region. Two issues are generally reviewed including the factors that are believed to determining the economic developed or are believed to be doing so and the transportation role in the process. Questions are therefore raised about the policies of the regional development desirability as well as the role which is played by the processes of transportation in the development promotion. The transportation efficiency as development means is equally subjected to debate and then discussions for the reasons of such beliefs presented. The author has argued that transportation has a symbolic importance politically which in the actual sense outweighs its importance economically. This implies that it will be wrong to believe that issues to do with policies can adequately solve or reform the transportation sectors. This is biasness. The conclusion here is that transportation’s political role can only be realized through careful research and analysis and not as a result of political debate that are usually emotive hence need for further research.
This research paper presents an investigation of the role played by air transport in the community resilience particularly those in the remote areas through examination of the delivery of air cargo and operations of flight in Ontario, Canada. Building of the model known as Disaster Resilience of Place for the resilience of the called for the development of a high-level model on interdependency that illustrates the interdependencies between the air transport and community infrastructure systems in the context that is unique for the remote communities which rely on the aviation industry or air transport. For the studied 26 remote regions, air transportation remained to be the only available and year-round means of transportation. The other modes considered as alternatives like in the case of winter roads were seasonal and would be affected by the changes in the climatic conditions.
The author has deliberately ignore to mention the cost and the inefficiencies which comes with air transportation and pouring praises as the only available means of transportation to the remote areas. Analysis of 6 years of data on cargo highlights interdependencies of infrastructure in energy, the systems of transportation and the built environment. Data on flight operations as well as interviews which were semi-structured with the employees of airlines advanced the reader understands of the infrastructure of air transportation and challenges of operations which are known to impact the reliability of flight and ultimately resilience of remote community.
This research sought to explore various aspects of amccessibility and how the suburban community’s adults are taking part in the social activities outside their homes. The participants in this study involved twenty older adults drawn from Mississauga Ontario. The collection of data included use of semi-structured interviews and activity-based travel diaries combined. The results obtained indicated that there is variation in the accessibility understanding between the users of various modes of transportation. Also attracting participation is the mix of land use while the deterrent conditions include those affecting the safety and health as risk. The research is considered as a contribution to the limited literature sources on the participation of older adults in the activities of transportation. Through this research, there are highlights of the problems which potentially affect the accessibility of the suburban areas by the older adults. Through this research, it may inform the accessibility intervention development, land use policies by the municipal as well as strategies of public transit to build healthier as well as more-inclusive age communities that are friendly. It would be premature to conclude this particular research without making comparison of the results with other people of different age brackets. Deliberate attempts to assume this important aspect is not only an illustration of biasness but also and indication of research gap that needs further study.
As Canadians focus their attention to work sustainably in the future, there is much attention on the urban transportation. The paper has presented a sample of several initiatives which are underway currently. There is publication of “A NEW VISION FOR URBAN TRANSPORTATION” by the Urban Transportation Council. This particular publication is under the support or sponsorship of the Transportation Association of Canada (TAC). The publication has a proposal of a 30 year future for the areas in the urban centers and can be fit tailor to the conditions locally. 13 principles of decision making have been used in supporting the vision which points to the direction of more sustainable transport system in the urban centers. This invites significant change from the practices in the past in terms of urban structure and land use, the private autos roles relative to other transportation modes as well as finding of the transportation itself. The vision of TAC has been endorsed widely and it is already starting to have some impact on the decision making and policies. The reasons for TAC approach success are then used as a guideline for other initiatives.
The principles for Sustainable Transportation have been prepared by National Round Table on the Economy and Environment. It is currently offering support to the forum of multi-stakeholders in attempt to raise awareness among the Canadians on the related issues. The paper thus closes with certain thoughts on the future long term beyond the current stage of transition when cities as well as their systems of transportation may realize lasting and true sustainability. It would be interesting to further compare the suitability of each and every initiative so as to establish which one would be more profitable based on the infrastructural system of Ontario, Canada.
From the theory of cumulative disadvantage, this paper is regarded to be among the pioneers in the examination of the transportation role disadvantage among other challenges known for women on the supervision of the community. It involved creation of a composite measure of the disadvantage transportation using analysis of factors as well as relevant data for 300 women on parole and probation in Midwestern State. It has proven to be useful in the prediction of arrest as well as conviction through the use of event history of multi-episode analysis as well as regression within conditional logistics. The result suggests that every additional disadvantage make more women to be vulnerable and this is consistent with the cumulative disadvantage theory. Transportation disadvantage is an entrenched and significant feature in criminal justice which involves lives of women. The import of modeling all recidivism events available given the nature of entrenched system of justice involvement can never be overstated and it remains subject for further debate or research.
References
Anderson, William P., and S. Dunphy. “Economic Development Around Intermodal Facilities in Canada.” North American Competitiveness in Global Trade: The Role of Transportation (2013): 9-12.
Scott, Hannah, Toba Bryant, and Scott Aquanno. “The role of transportation in sustaining and reintegrating formerly homeless clients.” Journal of Poverty 24, no. 7 (2020): 591-609.
Alam, Nazmul, Mahbub Elahi Chowdhury, Seni Kouanda, Mathieu Seppey, Anadil Alam, Justin Ragnessi Savadogo, Drissa Sia, and Pierre Fournier. “The role of transportation to access maternal care services for women in rural Bangladesh and Burkina Faso: a mixed methods study.” International Journal of Gynecology & Obstetrics 135 (2016): S45-S50.
Waters, W. G. “Transportation and regional development: The persistent myth.” Logistics and Transportation Review 15, no. 4 (1979).
Dimayuga, Pia I., Tracey Galloway, Michael J. Widener, and Shoshanna Saxe. “Air transportation as a central component of remote community resilience in northern Ontario, Canada.” Sustainable and Resilient Infrastructure (2021): 1-14.
Tam, Sonia Suet Yi. “The role of transportation in older adult social activity participation: a qualitative study in mississauga, ontario.” (2016).
Duncan, Bruce, and John Hartman. “Sustainable urban transportation initiatives in Canada.” In Paper submitted to the APEC Forum on Urban Transportation, Seoul, South Korea, November, pp. 20-22. 1996.
Bohmert, Miriam Northcutt, and Alfred DeMaris. “Cumulative disadvantage and the role of transportation in community supervision.” Crime & Delinquency 64, no. 8 (2018): 1033-1056.
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