New Post on Road Transport :)

Assalamualaikum readers :)

This post gives an overview of the main trends in the environmental impacts of the transport sector as a whole, and road and rail freight transport in particular.

The trends in energy use from transport over the last decades are depicted. Energy consumption in transport almost doubled over this period. The growth in non-OECD countries was even higher: energy use almost tripled over this period. Both for OECD and non-OECD countries, road transport had by far the largest share: about three quarters, and this share is steadily increasing. Projections for energy use until 2050 are shown in Figure 8.2. This graph shows that the energy use of transport is expected to keep on growing at a similar rate as in the last decades, doubling between 2000 and 2040. The growth rates in road freight transport and

rail transport are roughly the same as these general growth rates. Just as happened in the past decades, the energy use of the transport sector is expected to grow much faster in non-OECD countries than in OECD countries. Where non-OECD countries currently account for about 36% of the worldwide transport-related CO2 emissions, their share is expected to equal that of the OECD countries somewhere around 2040. Particularly in Asia and Latin America, energy use of transport is expected to grow strongly.

Figure A

As shown in Figure A, the expected growth is highest in China, where road energy consumption is expected to grow by a factor of five between 2000 and 2030 (He et al., 2005). In China, freight transport has grown much faster than passenger transport (almost twice as fast) and is expected to do so in the future. The energy use of heavy duty trucks in China tripled between 1997 and 2002 (He et al., 2005).

This trend makes clear that reducing energy consumption of transport, and the related greenhouse gas emissions, is becoming more and more a global challenge.

Did You Know?

Hello Readers :)

The WHO estimated the number of road fatalities at 1.2 million in 1999. Further research showed that this is probably an overestimation (Jacobs and Aeron-Thomas, 2000). They estimated the number of fatalities worldwide at 750 000 to 880 000 in 1999, and the number of people injured by road accidents at 23 to 34 million per year.

It is very difficult to make forecasts for these global figures. In Europe, the number of fatalities is rapidly decreasing (from about 71 000 in 1990 to 41 000 in 2005). However, in other parts of the world, transport growth may well exceed the effect of vehicle and traffic safety improvements. The number of victims from rail transport accidents is much smaller than for road. In the European Union, 105 people were killed in rail accidents in 2004, which was about 0.2% of the number of fatalities in road accidents.

Source: Globalisation, Transport and Environment Book

Some Components in Globalisation

Assalamualaikum readers :) Today i would like to focus on some components of globalisation in which i can classify it into three main branches:

Economic Globalisation

(1) Freedom of exchange between localities with indeterminate flows of services and symbolic

commodities.

(2) The balance of production activity in a locality determined by its physical and geographical

advantages.

(3) Minimal direct foreign investment.

(4) Flexible responsiveness of organisations to global markets.

(5) Decentralised, instantaneous and 'stateless' financial markets.

(6) Free movement of labour.

Political Globalisation

(1) An absence of state sovereignty and multiple centres of power at global, local and

intermediate levels.

(2) Local issues discussed and situated in relation to a global community.

(3) Powerful international organisations predominant over national organisations.

(4) Fluid and multicentric international relations.

(5) A weakening of value attached to the nation-state and a strengthening of common and

global political values.

Cultural Globalisation

(1) A deterritorialised religious mosaic.

(2) A deterritorialised cosmopolitanism and diversity.

(3) Widespread consumption of simulations and representations.

(4) Global distribution of images and information.

(5) Universal tourism and the 'end of tourism'.

I hope that this information will promote you guys what is globalisation is all about in my point of view. Bye~

quote of the day

What will we do in a globalised world? All human beings are equal, so they have the same right to have the same lifestyle-the same social security, jobs, and education.

Joschka Fischer

Air Transport: An Introduction :)

assalamualaikum readers :)

In my previous post, i had wrote about the water transport which is Maritime Shipping. As the continuity, i would now write about another various type of transport that is Air Transportation. Lets find out what is Air Transport is actually about and its relationship with the globalisation.

Air transport is a major industry in its own right and it also provides important inputs into wider economic, political and social processes. The demand for its services, as with most transport, is a derived one that is driven by the needs and desires to attain some other, final objective. Air transport can facilitate, for example, the economic development of a region or of a particular industry such as tourism, but there has to be a latent demand for the goods and services offered by a region or by an industry. Lack of air transport, as with any other input into the economic system, can stymie efficient growth, but equally inappropriateness or excesses in supply are wasteful.

Economies, and the interactions between them, are in a continual state of flux. This dynamism has implications for industries such as air transport. But there are also feedback loops, because developments in air transport can shape the form and the speed at which globalisation and related processes take place. In effect, while the demand for air transport is a derived demand, the institutional context in which air transport services are delivered have knock-on effects on the economic system. These feedback loops may entail direct economic, political and social effects that, for example, accompany enhanced trade and personal mobility, but they may also be indirect, as for example through the impacts of air transport on the environment.

The analysis here focuses on one small sector, international commercial aviation, and on only one direction of causality, the implications of globalisation for this sector. Some related considerations are embraced where particularly important. For example, there is an increasing blurring of international and domestic air transport as airlines form alliances and invest in each other to form global networks. Indeed, the domestic and international air transport market within the European Union (EU) is de facto one market. Also, not all feedback loops are ignored, particularly when changes in air transport facilitate global trends that then, in turn, feed back on the air transport industries; migration of labour is one example of this.

p/s: thanks for reading guys :)

quote of the day

Assalamualaikum readers :)

We have views on social issues that may seem to some that we are hard-line Tories. However our economics policies and our opposition to the process called globalisation could be considered by some to place us on the far-left of conventional politics.

-Steve Blake-

International Maritime Shipping: The Impact of Globalisation on Activity Levels(PART II)

assalamualaikum readers :)

Lets read the continuity from my previous post. Hope all of you will like it.

Mode share in freight transport can be measured in several ways, but a common metric is in terms of the work done in cargo tonne-kilometres (tkm). The European Union and the United States have similar mode shares for trucking, about 40% to 45% of total freight transport work (Environmental Protection Agency, 2005a; European Commission et al., 2006b). However, it is important to note that European waterborne freight (inland river and shortsea combined) is second in mode share, moving about 40% to 44% of the cargo tkm in recent years (European Commission et al., 2006a; European Commission et al.,2006b). In the United States, rail freight tkm is slightly greater than road freight. Moreover, these statistics ignore seaborne trade which accounts for about 40 000 giga-tkm (one Gtkm= 109 tkm) of cargo movement among all trading nations from distances outside the domains from which national statistics are reported. Figure 3.2 summarises mode share comparisons in the US for 2005.

Figure 3.2. Comparison of demand and carbon emissions by freight-mode share

for the US

Note: Units are on a log scale.

Source: Bureau of Transportation Statistics (2007); Energy Information Administration (2007).

(sorry if the picture is not clear)

International Maritime Shipping: The Impact of Globalisation on Activity Levels

Assalamualaikum readers :)

Now i would like to share with all of you about globalisation and the maritime transport. Enjoy reading.

Ocean shipping as (A) a substitute and (B) a complement

to other freight modes

Mode choice (especially for containerised cargo movement) involves balancing tradeoffs to facilitate trade among global corporations and nations. Competing factors are e.g. time, cost and reliability of delivery. Low-cost modes may be less preferred than faster modes if the cargo is very time-sensitive; however, slower, low-cost modes often carry much more cargo and, with proper planning, these modes can reliably deliver large quantities to meet just-in-time inventory needs. Analogous to a relay race, all modes are needed to deliver containerised cargo from the starting line to the finish line.

p/s: I have to go to the faculty now. I will continue this topic in my next post. See you soon readers :)

Transport and Globalisation (i)

Assalamualaikum readers :)

My post for today is about an introduction of explores the effects of globalisation on airlines, not just on the demand side – where the scale, nature and geography of demand in global markets has led to significant shifts – but also on the supply side, where government policies (e.g. regarding safety, security and the environment) require international co-ordination.

Air transport is a major industry in its own right and it also provides important inputs into wider economic, political and social processes. The demand for its services, as with most transport, is a derived one that is driven by the needs and desires to attain some other, final objective. Air transport can facilitate, for example, the economic development of a region or of a particular industry such as tourism, but there has to be a latent demand for the goods and services offered by a region or by an industry. Lack of air transport, as with any other input into the economic system, can stymie efficient growth, but equally inappropriateness or excesses in supply are wasteful.

Economies, and the interactions between them, are in a continual state of flux. This
dynamism has implications for industries such as air transport. But there are also feedback
loops, because developments in air transport can shape the form and the speed at which
globalisation and related processes take place. In effect, while the demand for air transport is a derived demand, the institutional context in which air transport services are delivered have knock-on effects on the economic system. These feedback loops may entail direct economic, political and social effects that, for example, accompany enhanced trade and personal mobility, but they may also be indirect, as for example through the impacts of air transport on the environment.

The analysis here focuses on one small sector, international commercial aviation, and on only one direction of causality, the implications of globalisation for this sector. Some related considerations are embraced where particularly important. For example, there is an increasing blurring of international and domestic air transport as airlines form alliances and invest in each other to form global networks. Indeed, the domestic and international air transport market within the European Union (EU) is de facto one market. Also, not all feedback loops are ignored, particularly when changes in air transport facilitate global trends that then, in turn, feed back on the air transport industries; migration of labour is one example of this.

More Indirects Effects

Assalamualaikum..these are more indirects effects that will happen towards environment through GLOBALISATION..

In their review of the literature on the PHH and PHE, Copeland and Taylor (2004) credited
some of the recent success in uncovering impacts of globalisation on the environment to the
pairing of theory and empirics. In the early 1990s, researchers identified that globalisation is
likely to impact the environment through three principle channels – composition, scale and
technique effects:

● The composition effect measures changes in emissions arising from the change in a
country’s industrial composition following trade liberalisation.6 If, for example,
liberalisation induces an economy’s service sector to expand and its heavy industry to
contract, the country’s total emissions will likely fall, since the expanding sector is less emission intensive.
● Under the scale effect, more efficient allocation of resources within countries shifts the global production possibilities frontier, raising the size of the industrial pollution base and resulting in greater global emissions.
● The technique effect refers to the plethora of channels through which trade liberalisation impacts the rate at which industry and households pollute. These channels include changes in the stringency of environmental regulation in response to income growth or the political climate surrounding regulation. The technique effect also includes
technology transfer facilitated by trade.

Directs and Indirects Effects on Environment

For over a quarter century, researchers have recognised the potential for increasing
trade to negatively impact the environment. Highly publicised events, such as the fate of
the Khian Sea,2 the leak of an internal World Bank memo signed by Chief Economist
Lawrence Summers (in which Summers appeared to urge World Bank economists to
encourage pollution-intensive industry migrate to developing countries3) and riots at
the 1999 World Trade Organization meetings in Seattle brought the question of whether
the surge in international trade is good or bad for the environment onto the world stage.
Research into the net effect of globalisation on the environment has matured,
although there remain many outstanding questions. Moreover, there has been little or no
effort at linking up the two broad schools of thought on the direct and indirect effects of
globalisation on our natural environment. The direct effects include emissions and
environmental damage associated with the physical movement of goods between
exporters and importers. This includes emissions from fossil fuel use, oil spills and
introductions of exotic species. At the same time, growth in trade and foreign direct
investment (FDI) has numerous indirect effects. These indirect effects are often classified in
scale, composition and technique effects.

globalisation,transport and the environment

assalamualaikum.

The term “globalisation” is often used to describe the increased flow of knowledge,

resources, goods and services among nations. The term is sometimes defined as “the

development of an increasingly integrated global economy marked especially by free trade,

free flow of capital and the tapping of cheaper foreign labour markets”.*

Globalisation can also be described as a process by which the people of the world are

unified into a single society and function together. This process is a combination of

economic, technological, socio-cultural and political forces. The term is, however, often

used to refer in the narrower sense of economic globalisation, involving integration of

national economies into the international economy through trade, foreign direct

investment, capital flows, migration and the spread of technology.

OECD (2005) highlights that three major forces have contributed importantly to the

globalisation process: i) the liberalisation of capital movements and deregulation, of

financial services in particular; ii) the further opening of markets to trade and investment,

spurring the growth of international competition; and iii) the pivotal role played by

information and communication technologies (ICT) in the economy.

quote of the day

Accordingly, globalization is not only something that will concern and threaten us in the future, but something that is taking place in the present and to which we must first open our eyes.

Ulrich Beck

List the advantages and disadvantages of globalization.

Advantages of Globalization:

• Resources of different countries are used for producing goods and services they are able to do most efficiently.
• Consumers to get much wider variety of products to choose from.
• Consumers get the product they want at more competitive prices.
• Companies are able to procure input goods and services required at most competitive prices.
• Companies get get access to much wider markets
• It promotes understanding and goodwill among different countries.
• Businesses and investors get much wider opportunities for investment.
• Adverse impact of fluctuations in agricultural productions in one area can be reduced by pooling of production of different areas.

Disadvantages of Globalization:

• Developed countries can stifle development of undeveloped and under-developed countries.
• Economic depression in one country can trigger adverse reaction across the globe.
• It can increase spread of communicable diseases.
• Companies face much greater competition. This can put smaller companies, at a disadvantage as they do not have resources to compete at global scale.

snap :)

salam n hey lovely people!

activity for today, lets describe globalisation based from all these pictures :)

credit to : google image

an introduction :)

salam and hye lovely people..

first of all, saya nak ucapkan banyak2 terima kasih kepada anda semua sebab sudi meluangkan masa membaca blog saya ini.btw, konsep blog saya kali ini lebih berteraskan ilmiah Kecenderungan karya penulisan saya adalah berteraskan sebarang isu GLOBALISASI yg wujud pada jangka masa sekarang dan terbaru berdasarkan subjek yang sedang saya ambil pada semester ini. Awalnya, saya bercadang untuk menggunakan Bahasa Inggeris sebagai bahasa pengantar utama di dalam blog saya ini namun, saya tidak yakin untuk meneruskan impian tersebut.But still, saya akan selit-selit juga elemen Bahasa Inggeris ini supaya kita dapat meningkatkan skil berbahasa kita dengan bersama-sama. Nanti kalau salah grammar ke jangan gelak tau. Saya budak baru blaja..

p/s: ok guys..cukup sampai di sini dulu k..kita jumpa lagi pada post yang akan datang :)

see..this is what we called it as A WORLD WITHOUT NO BOUNDARIES *

tata~