Trade Transport and society 2015.pdf (original) (raw)
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The word transportation comes from Latin word "transportare". "Trans" means across and "portare" means to carry. So we can say that transport is a service which helps to carry goods and services from one place to another. Transportation system is considered as important as blood circulation of an economy. Because economic mobility rise with the rise of mobility of transportation system. But there are some factors that are affecting transportation system directly and indirectly. Let us describe those factors: i. Trends and structural change: a) Economic activity: Transportation system is directly related with economic activities of any country. If economic activities are highly mobile and industrialization takes place successfully, then transportation system will be developed, otherwise development of transportation system will be affected. b) Transport infrastructure: Infrastructure is the backbone of any industry in any country. If the infrastructure of the country is strong, its industry can prosper. This includes good road, railways, air transport and inland waterways system, efficient telecommunication system and modern port with capability to break bulk commodities etc. c) Restructuring of production activities: Growth in service industry, new industrial management principles and logistic practice, new organizational structures are other factors that influences transportation system. d) Change in land use pattern: Unplanned expansion of roadway creates a huge change in land use pattern. e) Socio-demographic factors: Geographically some places like hilly areas are not suitable to live. So density of population is relatively low in this area. For that reason transportation system are less developed in that areas. ii. User Choice: a) Value/weight ratio of commodities: If the ratio is high in that case it is a problem to carry that goods from one place to another. The mode of transportation depends on the product to be transported. The safety of the products is very important factors. The product should not only reach the destination in time, it should also intact. If the product is high value and low volume (like diamonds and gold) the ideal mode of transportation would be by air. However if the product is low value and high volume the ideal mode of transportation would be by sea. b) Travel time: When supply of transport is less than demand then travels time increase, it wastes passenger's time. That will affect transportation system. c) Cost of Transportation: There is direct relation between cost, speed and flexibility with the choice of transport. The cost decrease as we go from air to road transport, to rail transport, to waterways. The freight charges depend upon type of material, size, bulk, fragility and packing. d) Availability of Different Modes of Transportation: Now a day's export cargo moves on various mode of transportation. If the air services are available to an exporter of flowers or vegetables his product can reach overseas markets in fresh condition and in time. Efficiency of logistics system depends upon the availability of various modes of transportation. iii. Other factors: a) Cultural factors: Sometimes cultural tours and religious tours take place within and out side the countries. Then a huge transport is used that creates traffic congestion, increase fare etc. b) Dealer/Distributor Networks: A company may have an excellent product which is attractively priced aggressively promoted but if it does not have an efficient system, its success in the market will be doubtful. A dealer /distributors is the vital link between a manufacturer and customers. c) Government Policies:Logistics system needs to be designed by the rule, regulation and policies of exporting and importing country's government. Government policies related to sales tax excise duty are the determinants of transport. Level of economic activity and material welfare are two very important factor in transport demand. In an open economy, economic and political conditions in trading partner countries also influence the volume of export and import. If we want to develop transportation system then we must consider these factors and try to reduce constraints.
3.4. Trade, Transport, and Services
Handbook Global History of Work, 2017
The movement of people and goods sits at the coreofglobal history,shapingthe rise and fall of empires,trading systems,and culturale xchangeinvarious forms over at least the last several thousand years. Among scholars of world history,these historical realities have fueledl ong-running debates over what C.A. Baylyc alls "the birth of the modern world".The labourers who facilitated this long history of movement and exchange, operating at the crossroads of trade networks and state power,a lso sit at the intersection of these scholarlydebates about world history and labour history.Their histories are an integralp art of global labour history,a sb oth workers in their own right and vital connections between different regimes of labour on local and globals cales. While labour for trade, transport, and servicesdates backtothe earliest systems of economic exchangea nd labour diversification, these forms of work werec oncentratedand organized in new and unprecedented ways in the context of the growth of global capitalism, beginning in the 16th century.W orkers in trade, transport, and services participated directlyinthe growth of this global economic system, transporting goods and people around the world, as part of the infrastructure of what scholars like ImmanuelW allerstein, Giovanni Arrighi, and Janet Abu-Lughod term a "world system".T hese workers also facilitated the participation of others in thats ystemas producers,t raders, and consumers.A nd yet, trade, transport,a nd services also provided opportunities for work that challenged the implicit power structureswithin that emerging globalc apitalisto rder. Labourers in the fields of trade, transport,a nd services,then, belonged to what John Urry calls a "mobility-system":t he comprehensive system of infrastructures, technologies, policies, cultures, sociabilities,m ovements, economies,a nd institutions through which people interact and goods are exchanged. Labourers in these industries are "mobile workers" through both the physical movementi mplicit in their labour as individuals,a swellast he ways in which they facilitate the movementsof others through participation in broader systems of transportation and trade. As such, these mobile workers often mediated between binaryc ategories-local and global, formal and informal, traditionala nd modern, stable and precarious-which too often shape histories of labour and capitalism. Operating across and in between these boundaries, mobile workers shaped the global system even as they embraced very local economic cultures.¹ The expansion and contraction of industrial economies in the 19thand 20th century exposed the inequalities inherent in the structuresa nd practices of global capitalism. The centrality of mobile work to industrial growth meant that these workers John Urry, Mobilities (Cambridge,2 007).
CHAPTER 3. ROLE OF TRANSPORTATION IN SOCIETY Role of transportation in society 3.1 Overview
Transportation is a non separable part of any society. It exhibits a very close relation to the style of life, the range and location of activities and the goods and services which will be available for consumption. Advances in transportation has made possible changes in the way of living and the way in which societies are organized and therefore have a great influence in the development of civilizations. This chapter conveys an understanding of the importance of transportation in the modern society by presenting selected characteristics of existing transportation systems, their use and relationships to other human activities.
One of the predominant features of our current economy and society is the level of mobility of its people, goods and information. Economic, social and cultural patterns are intimately linked to this mobility, which can be seen in the location and type of transport infrastructure, and patterns of economic activity, housing and associated social and community facilities in cities. This chapter explores this view via an emphasis upon the way the economic dimensions of transport are expressed in city development. It illustrates that mobility, facilitated by a diverse transport system, is an essential part of our economic context. In turn that means plans to transform transport by changing mobility by mode, by distance travelled and/or frequency of movement, need to recognise this economic context and the infrastructure and transport services it entails.
Handbook: The Global History of Work, 2017
The global labor history of trade, services, and transport across five centuries necessarily is enormous. Our chapter applies the framework of “mobility” to comprehend how these labor categories function and roots the discussion in specific, geographically dispersed examples. We will establish a general narrative using examples to highlight commonalities as well as variations among workers including: streetcar drivers in Montevideo, saleswomen in Philadelphia, lorry drivers in Ghana, Filipino seamen, street peddlers in Mumbai, and dockers in Durban. Following John Urry, we see “mobility” as the frame for understanding these industries that also connect the local and the global in categories of work central to the system of industrial capitalism (factory work, often unionized and waged) and the “informal” economy. Though the global economy shifted from a mercantile to industrial phase (connected to imperialist expansion), in many parts of the world the transformation of capitalism proved incomplete. The new political and economic realities of the 19th and 20th centuries exposed the inherent inequalities of the global capitalist system in which many millions were exploited. That is, precarious labor is not something new to neoliberal capitalism but, rather, inherent in the capitalist system from its foundational era. In approaching these large categories of work, not only capital but also workers, their cultures, and their organizations are mobile; class formation occurred in these industries, globally, albeit in varied ways considering diverse histories and cultures. “Mobile” work in trade, transport, and services, in fact, were essential mediating categories: moving between the “formal” and “informal” spheres while providing some stability and prosperity (or at least the promise of such) for many, not least outside of western industrial capitalism. Increasingly though, as industrial economies contract, precarious sorts of work have taken on increased significance including in western economies’ trade, services, and transport industries. The framework of mobility helps address critiques of precarity and the structures and experiences of capitalism.
Trends in trade and logistics : an East Asian perspective
2002
Preparation of this report has benefited from the contribution of members of the East Asia and Transport Unit of the World Bank, and particularly of two consultants, Gnanaraj Chelleraj and Ranga Rajan Krishnamani. The section on ports in their urban context is based on a working paper prepared by another consultant, Lauren Rafferty (of Portscape Inc). Saraswathi Sundaram (EASTR) provided invaluable comments on earlier drafts and edited the final text. However, all views, findings, interpretations and conclusions expressed in this paper are entirely those of the authors and should not be attributed in any way to the World Bank, its affiliated organizations, members of the Board of Executive Directors or the countries they represent. Economists from a wide range of political perspectives have long recognized the importance of the role of transport in trade (see below). Despite this, other considerations, such as tariffs, had overshadowed the significance of this role for a long time and it was not until the last decade that "new economic geography" revived the interest in this field. While not drawing specifically on the work of any one of the contributors to this new field, the authors would like to acknowledge their debt to all of them. "Good roads, canals and navigable rivers, by diminishing the expense of carriage, put the remote parts of the country more nearly upon a level with those in the neighborhood of the town. They are upon that account the greatest of all improvements. Though they introduce some rival commodities into the old market, they open many new markets to its produce " An Enquiry into the Nature and Causes of the Wealth of Nations, Adam Smith, 1776 "The more perishable a commodity and the sooner after its production it must be consumed and sold, the more localized are the markets where it can be sold. Such a commodity can come within the grasp ofpopulated districts only to the extent that improved transportation eliminates distance. " Das Kapital, Volume II, Karl Marx, 1867 "A deterioration of infrastructure from the median to the 7 5 th percentile raises transport costs by 12% points and reduces traded volumes by 28%. " Infrastructure, Geographical Disadvantage, and Transport Costs, Nuno Limao and Anthony J. Venables, 1999 "The death of distance as a determinant of the cost of communications will probably be the single most important economic force shaping society in the first half of the century.