Philosophy of life Essay Example for Free

Philosophy of life Essay I do not come from the world of development as such I do not have work examples to share. I have many situations in my professional life I can think of where issues related to ethics are of importance. What life has told me that very often the answer is I do not know and that Ethics is very often a luxury that is not understood. Ounce at worked in a new job, in a financial software sales position I was in my first week† offered† a woman. see more:what is your philosophy of life By this I mean, it was a fellow female colleague who was known to be available and instead of working made sure to have â€Å"interactions† with some of male colleagues. I was literally told that she was available and that I should go for it. She in the next few days, quite clearly spent time around my desk and it was rather obvious what was expected of me. Since I decided not to sleep with her, I put myself in a difficult situation, I had literally to look at porn in the office and made sure other guys saw it and make many sexist and homophobic ( I am for gay rights) statements so at no time it could be thought I was gay. ( which I am not) How do you deal with a situation like this? I considered that for obvious moral reasons to have sexual intercourse with her was sick, still society told me it is the opposite. By following my own code of values I did create a difficult work environment for myself. Ethics sometimes can be a luxury. In another situation I was asked to fire someone who had done nothing wrong because that individual: happened to be the ex-assistant of the preceding ceo/founder of the company and that new ceo was unhappy of the business arrangement they had made and the only way he could get revenge was by firing her. Of course, he did not have the balls to do this so he asked me to do it. I decided not to do it. I was aware that the boyfriend of this assistant was out of work, I did try to push her to work harder so she resented me for it. She was not aware of what was happening. The ceo that hired me resented me for not doing do. I was in a difficult situation. Yes this was a toxic environment and I left very quickly from this company (she did get fired so my attitude changed nothing). Again, ethics/confrontation to reality, often do conflict. I happened to be at a time to have the financial means that allowed me to say no. Still, I paid the price for my choice. More when I think about ethics, my vision is that we all have only a certain number of â€Å"right† choices we can allow ourselves in our life and that the rest of the time we just need to follow the herd. Sadly, trying to do the right thing, trying to follow a certain way of interacting is just not possible. People behave within their existing environment and the code that comes with it and human mediocrity is everywhere. Yes, I still do value a â€Å"healthy† outlook on how I want to interact with others, still life has told me that often it is just not possible. I have other stories similar to the one discussed. I have leant from life that people lie to themselves and can tell themselves many stories that justify their conduct and by repeating it again and again they can convince themselves about it. Sadly, my view of ethics is that it is of importance in one’s personal life and should try to be implemented in one’s professional life, sadly often it cannot be done. Human stupidity, arrogance of the little man who wants his power recognized are much strong elements to be acknowledge in one’s decision process. Words like integrity, fairness often have many different meanings. We all live in bubbles where what is right and wrong can be learnt and real life is not what is taught at University. POWERED BY TCPDF (WWW. TCPDF. ORG).

Carrier Selection Determinants

Carrier Selection Determinants The purpose of this chapter is to review past literature that has been made available regarding the subject of carrier selection. The first section of this chapter will begin with global maritime overview. Next, the concept of logistics management and the issues related to transport and customers will be discussed. Finally, the end of the chapter will review the issues related to carrier selection including important determinants in shippers’ making decision process. 2.2 Global Maritime Overview According to UNCTAD (2008), over 80 percent of world merchandise trade by volume carried by sea because it supports international trade and globalization. In 2007, the volume of international seaborne trade reached 8.02 billion tons. The volume increased of 4.8 percent from the previous year. Dry cargoes were the largest share of good loaded. The world merchant fleet expanded by 7.2 percent during 2007 to 1.12 billion deadweight tons (dwt) at the beginning of 2008. Major loading areas were located in developing countries which are 63.2 percent while developed countries accounted as 33.3 percent. Because of high demand for shipping capacity, vessel order increases at highest level which it is 12 times higher that it was in June 2002. The top 35 shipowning countries together controlled 95.35 percent of the world fleet. By May 2008, the world containers fleet reached 13.3 million TEUs. In addition, the containership sector is investing in larger ship to achieve economies of scale to red uce costs. However, in the year 2007, the containership market was effected by higher fuel cost, a weakening US dollar, a strengthening Euro, and an increased supply of newbuilding coming online. Oil price impacted directly to bunker cost level which resulted higher bunker fuel price for 73 percent in Rotterdam, 76 percent in Singapore and 79 percent in Los Angles. Furthermore, maritime transport tends to have further discussions such as security and air pollution and climate changes. The industry is more concerns on environmental issues because heavy oil burned in shipped results in higher level of sulphur oxide and nitrogen oxide emissions. International trade is the main driver of container flow. In the year 2005, North and East Asia is the most significant driver of container trade which was accounted for 50 percent of export trade. In the year 2015, North and East Asia is expected to increase its world market share by approximately 12 percent while North America and Europe are expected to lose market share by 5 and 7 percent respectively. In other world, North and East Asia trade was the key driver of global container flow in the year 2005, and it has potential to grow until the year 2015. The estimated and forecast growth rates for full container trade (Figure 2.1) tend to reach up to 235.7 million TEUs in the year 2015, and the compound growth rate during the period 2005 – 2015 is 7.6 percent per annum. This estimation is full origin-destination containers only. The empty containers are not included.According to Drewry Shipping Consultants ( ) as cited by UNCTAD (2008), container trade is expected to reach 2 87 million TEUs and exceed 371 million TEUs by the year 2020. 2.2.1 Impacts of Credit Crisis on International trade 2.3 Logistics Management Logistics management is the process that relates to plan, implement and control the efficient, effective flow and storage of goods, services, and information in both the manufacturing and service sector from the point of origin to the point of consumption in order to meet customers’ requirement. Logistics management is to control raw materials, in process inventory and finished goods(Stock and Lambert, 2001). Gecowets (1979) explains about logistics concept that â€Å"The five rights of a logistics system are supplying the right product at the right place at the right time in the right condition for the right cost to those customers consuming the products.† According to Quayle and Jones (2001), logistics is defined as the process that needs management and co-ordination of all activities from sourcing and acquisition, through production and through distribute channel to customers. The authors also explain that the goal of logistics is to create competitive advantage through the simultaneous achievement of high customer service levels, optimum investment and value for money. In addition, the authors explain about the business functions within the scope of logistics management or know as â€Å"logistics mix† which include planning and marketing strategy, purchasing, production planning, storage and material handling, inventory management, warehouse and stores, transport, customer service, and technical support. Relevant toBowersox et al. (2007), logistics relates to the management of order processing, inventory, transport, and the combination of warehousing, materials handling, and packaging (Figure 2.2). However, Croom, Romano, and Giannakis (2000) do research on critical literature review of supply chain, and they conclude that supply chain has lack of universal definition because the way of supply chain has been developed, so it leads to different point of view. Business functions in logistics management: Facility Network Warehousing, Material Handling, and Packaging Integrated Logistics Management Order Processing Transport Inventory Logistics requirement have increased to serve consumers who want and demand quicker response times and more convenient offerings. Moreover, it is also pressured by consumers related to the prices, so the company needs to control its supply chain as efficiently as possible (Coyle, Bardi, and Langley, 2003). 2.3.1 Importance of Logistics Ballou (1999) explains that logistics is about creating value in terms of time and place, so good logistics management means the activities that contribute to the process of adding value. Logistics management is related directly to minimising the cost which can derive benefits to the consumers and to the firm’s shareholders. Logistics management can result of the profit squeeze and potential profit leverage because it is the area to significantly save cost which has greater impact in the firm’s profitability that increasing sales volume would have(Stock and Lambert, 2001). 2.3.2 Challenges in Logistics Management Meixell and Norbis (2008) claims there are many forces that bring about new challenges in logistics management. Some of them originate in the shipper community, carrier community and consumers themselves such as the growing concern for the environmental impact of the products they purchase. In the research, the authors also explain five logistics challenges that influence transport choice which are transport capacity shortages, international growth, economies of scale, security concern, and environmental and energy use concerns. Transport Capacity Shortage The issue is relevant to all transport modes. In motor carriers, capacity is limited due to tighter hours-of-service regulation, driver shortage, and higher toll that strain truck capacity (Meixell and Norbis, 2008). Maloni and Jackson (2005) report that international marine container volumes have increased over recent years, but North America ports and their supporting container distribution have not increased capacity accordingly. LaLonde (2004) reports that fuel cost impact the large carriers which can lead to a wave of bankruptcy and a consequence of reduction of industry capacity. The author also mentions about driver shortage which has resulted in some truck parked against the fence for the lack of drivers. Railroads are operating at or near capacity and they have been reluctant to make a huge investment, so it put more pressure on motor carrier industry and more truck on road. International Growth Meixell and Norbis (2008) claim that international growth is a challenge for logistics management because it involves activities related to international trade such as providing adequate transport and storage, getting items through custom, delivering to foreign location in timely fashion at an acceptable cost. According to Hines (2004), customers have become more demanding in terms of requiring special features or adaptations to a standard product. Therefore, the challenge is that suppliers have to fulfill the individual customer demand profitably by integrating the supply chain process to satisfy the demand. Economies of Scale The issue relate to shipment size because full truckloads can minimize the cost associated with the capital expenditure for equipment. Economies of scale also involves in handling of inventory. It is cheaper to ship cases than ship individual units and also cheaper to ship in pallets than to ship individual cases (Meixell and Norbis, 2008). The concept is similarly to Stock and Lambert (2001). The authors explain that inventory is required if a firm is to realize economies of scale in purchasing, transport, and manufacturing. Moreover, when the firm purchases material in larger volume, it reduces transport cost per unit because full truckload and rail car shipments receive lower transport rate than smaller shipments of less than truckload (LTL) or less than carload (LCL) quantities. Security concerns Security issue and supply chain must relate together because terrorist attack can impact the business operation (Meixell and Norbis, 2008). Sheu, Lee, and Nihoff (2006) also do research about logistics security programmes, and they claim that the efficient operation of international logistics affected by the September 11 tragedy. In Unites States, new security measure added cost approximately $151 billion annually. However, the need of security and efficiency should stay balance because if the need is overwhelming, it can cause delay of logistics process. Environmental and Energy Concerns A growing concern over the environment and energy challenges to logistics managers (Meixell and Norbis, 2008). According to Wu and Dunn (1994), logistics is a part of firm that should become environmental friendly, and the role of logistics managers have been increasing because their decision have a major impact on environment. They should deliver the green products to consumers to maintain the good image of the firm. However, the challenges of logistics managers is that how to incorporate environmental management principles into their daily decision making process. The author also mentions about mode selection impacting on the environment. Rail and barge use less energy than road haulage and air cargo. Marphy, Poist, and Braunschweig (1994) claim that logistics managers have the greatest ability to influence environmental issue involving pollution and natural resources preservation. According to Benson, Bugg, and Whitehead (1994), International Maritime Organisation (IMO) and similar regulatory bodies provide a wide range of study to increase environmental awareness and consequent tougher regulatory on the environment. Marine pollution is a matter of oil pollution after accidents at sea or the deliberate discharge of pollutants in the process of washing tanks. The pollution also comes from the loss overboard of containers or deck cargoes of chemicals, fertilizers and similar products. Air pollution results from emissions, and noise pollution also come from busy roads or near major airports. In the result, companies need an environmental audit to review their operation regularly with the preparation and adoption of training programmes to create awareness of environmental issues. 2.4 Role of Transport in Logistics Management Transport is a major component of the logistics management because it relates to the movement or flow of goods from point-of-origin to point-of-consumption. Transport is a factor in creation of time utility because it can determine how fast and how consistently products move from one point to another (Stock and Lambert, 2001). The decisions about logistics management related to transport includes operating one’s own transport versus hiring transport, mode, carrier, and service selection, method of freight consolidation, vehicle routing and crew and trip scheduling, and equipment selection, replacement, and acquisition (purchase, lease, or rent)(Vogt, Pienaar, and Dewit, 2002). According to Coyle, Bardi, and Langley (2003), transport cost represents approximately 40 to 50 percent of total logistic cost and 4 to 10 percent of the product selling price, so the authors conclude that transport decisions directly affects the total logistics costs. In logistics perspectives, three fa ctors that are fundamental to transport performance include cost, speed, and consistency. The cost of transport is the payment for moving between two places and the expenses related to maintaining in-transit inventory. Logistical system should utilize transport that minimizes total system cost, so it means that the least expensive method of transport may not result in the lowest cost of logistics. Speed of transport is the time required to complete a specific movement. Faster transport service may charge higher, so selecting method of transport should stay balance between speed and cost of service. Finally, consistency reflects the dependability of transport which always shows as the most important attribute of quality transport (Bowersox et al., 2007). Quayle and Jones (2001) also mention similarly that firm should concern with the factors relating to reliability, time, and price. 2.4.1 Mode of Transport and Characteristics Railroads According to Ballou (1999), the railroad is a long hauler which moves the raw materials and low valued manufactured products. The author also explains that there are two legal forms which are common carriers and private carriers. A common carrier sells its transport service to all shippers, but private carriers are owned by shippers with the usual intent of serving only the owner. The advantage of railroad is to transport large tonnage over long distance, but disadvantage of railroad is having high fixed cost due to expensive equipment, right-of-way and tracks, switching yards, and terminal. However, railroad has low variable operating cost (Bowersox et al., 2007). Motor Carriers Motor carrier is a part of any firm’s logistics supply chain because almost every logistics operation needs the motor truck from the smallest pickup truck to the largest tractor-semitrailer combination. Similarly to railroads, motor carriers have two types which are for-hire and private carriers. Motor carriers commonly transport manufactured commodities over relatively short distance. The commodities include textile and leather products, rubber and plastics etc. The major advantage is ability to provide service to any location. However, weather condition and highway traffic can disrupt motor service and effect transit time reliability. Contrary to railroads, motor carriers have high variable cost, but low fixed cost(Coyle, Bardi, and Langley, 2003). Air Carriers Air carriers offer a very fast and fairly expensive mode of transport. Airlines have a high fixed cost in infrastructure and equipment. The commodities are the high-valued items or time-sensitive emergency shipments that have to travel a long distance. The shipments that are less than 500 pounds including high-value but light weight and high-tech products are suited for air carriers (Chopra and Meindi, 2007). According to Benson, Bugg, and Whitehead (1944), the advantage of air carriers are direct flight possible to all ports of the world and speed much higher than any other mode of transport. However, disadvantages are high freight rate, possible delay due to bad weather, more restrictions on size and weight. Water Carriers Cuneo (2003) claims that more than 90 percent of world trade travels in containers aboard ocean – going ships, and about 20 million containers move through 220 ports around the world every year. Shipper can use water carriers in combination with other mode of transport. Water service on the average is slower than rail and availability and dependability can be effected by bad weather. Loss and damages cost from water carriers are considered low relatives to other modes. However, packaging is more concerned to protect goods during handling when loading and unloading operation(Ballou, 1999). 2.4.2 Critical Changes in Transport According to Coyle, Bardi, and Langley (2003), there are five major areas of change which are deregulation of the U.S. ocean liner industry, intermodalism, shipment control, trade policies, and currency fluctuation. The Shipping Act of 1984 and the Ocean Reform Act of 1998 is the greater reliance on the market place to control rate. Therefore, the elimination results in more rate negotiation, the right of conference carriers to take independent action on rates and service agreement which response to the laws of supply and demand. According to Stock and Lambert (2001), the deregulation has resulted in increased inter-intrafirm competition, greater pricing freedom, flexibility in routing and scheduling. It has increased the need of marketing oriented, and shippers have more carriers to choose. Secondly, intermodalism means the use of two or more transport mode which can provide a service to the shipper-customer that appears to be seamless (Coyle, Bardi, and Langley, 2003). Intermodal t ransport is a combination to take advantage of the inherent economies of each and thru provide an integrated service at lower total cost (Bowersox et al., 2007). Next, shipment control means high tech communication system that can deliver effective communication and control system. Customer can track the progress of the shipments. In addition, trade policies can impact the way of transport. Some countries set up protective barrier to restrict import goods, so delay of custom procedure can happen which also result in delay shipments. Finally, fluctuation in world currency can significantly affect logistics decision such as choice of transport mode and carrier. Definitely, value of currency also affects freight rates and importing and exporting volume which also affect traffic of transport (Coyle, Bardi, and Langley, 2003). 2.5 Logistics Strategies Related to Customers Logistics and Marketing Zinn (2000) mentions that logistic and marketing should come together because logistics management is developed to deliver value to customers and fulfill customers’ need. Therefore, the need of marketing and logistics integration has been more increasing. Customer service is often the key link between logistics and marketing.Coyle, Bardi, and Langley (2003) claim that if the logistics system has problems, and customers will not receive a delivery as promised, the company could lose future sales. The logistics process is to deliver and produce the good products at the right cost, but if there are some mistakes with the process, the customers will be satisfied. Therefore, it has a link between marketing and logistics management. Innis and LaLonde (1994) found that both of logistics and marketing contribute to customer satisfaction because marketing is responsible for creating and managing demand while logistics is responsible for fulfilling demand. The Role of Logistics in Establish Customer Service Levels Logistics operation serves a particular important advisory function because the goal of marketing department is to increase sales, but sometimes they ignore the cost to achieve them. The logistics department can outline the alternative means of delivering products to customers and help to calculate the cost for different level of service. They can help to determine the level of customer service and pricing policies (Marphy and Wood, 2004). According to Coyle, Bardi, and Langley (2003), there are four dimensions of customer service from a logistics perspectives. They contain time, dependability, convenience, and communication. Time is related to order cycle time, lead time, and replenishment time. Order cycle should be consistent with reasonable length. Dependability is more important than lead time for some customers. It affects directly to inventory level and stockouts cost. Moreover, dependability also means safe delivery and correct order. Communication involve with accurate infor mation and electronic flow of information. Finally, convenience is understood as flexibility. Logistics service should be adaptable for different customers. 2.5.1 Partnering Relationship between Carriers and Shippers Ellram and Hendrick (1995) explain partnership as a relationship between two firms that committed for a period of time share mutual information, risks, and rewards of the relationship. Relevant to Mohr and Spekman (1994), partnership is defined as independent firms who share goals, strive for mutual benefit, and acknowledge a high level of mutual interdependent. Cooke (2000) claims that supply chain management and collaborative transport management propel transport buyers and their service providers toward stronger mutually beneficial relationships. Dwyer et al. (1987) explain that buyer-seller relationship should have a basic list of critical success factors for strategic alliance. It includes detailed planning foe future exchange, increased measurement and qualification, sharing benefits and burden, reduced uncertainty, shared efficiency and high switching costs. Ellram (1991) also identify that trust between firm, transfer of necessary information, mutual dependence, and sharing o f new technology are the key attributes of successful relationship in buyer-seller partnership. Traditionally, relationship between shipper and carriers was arm length transaction. Each of them tries to maximize its own interests with little interest in their both relationship. However, both of them have begun to recognize the mutual benefits by developing alliance (Lambert and Stock, 2001). According to Gibson, Rutner and Keller (2002), the research found that trust, effectiveness, and flexibility are the most important determinants to develop and manage long term cooperative partnership between carriers and key shippers. Byme (2004) explains that when fuel price are rising dramatically, carriers have no choices, but have to increase price. It can affect relationship between carriers and shippers. The solution of the problem is to increase collaboration between shippers and carriers. Carriers should have end-to-end processes such as load planning, tendering and delivery confirmation. Technologies such as sharing tracking and transaction information are also important to collab orate. Lu (2003) claims that effective services result in successful partnering relationships. 2.6 Carrier Selection Decision The decision making process is the stage that includes mode choice and carrier selection which can identify relevant transport performance variables, select mode of transport and carrier, negotiate rates and service levels, and evaluate carrier performance (Monczka et al., 2005). Stock and Lambert (2001) claims that mode and carrier selection is important because shipper can reduce the number of carriers with whom they do business. When shippers have high volume, they get bigger discount and higher level of service that result in lower transport costs. Meanwhile, carriers prefer to deal with fewer shippers with large consistent volume over long period of time. Burdg and Daley (1985) claimed that the process of selection is involved with behavioural approach which includes environmental and organizational factors. The performance of the transport carrier may influence the effectiveness of the entire logistics function of a company and the process of carrier selecting is an important t o the company’s success. However, the research explored that regulatory and market changes are drivers for change in transport choice attributes (Norbis and Meiwell, 2008). In addition, Gattorna and Walters (1996) claim that there are five factors that are influent the choice of transport containing company characteristics and philosophy, market structure, product characteristics, customer characteristics, and environmental issues. Firstly, the company should concern its marketing, financial, and operation strategies. Marketing can determines customer service offer and customised to meet different customers’ needs. Financial is also involved with the profit objectives. Secondly, market structure is essential consideration. In competitive market, delivery may be the key factor influencing customers’ selection. Thirdly, product characteristics are involved with weight, size, and shape. Next, customer characteristics can impact on profitability. The company should check customer profile, order cycle, and customer after-sales service requirements. Finally, environmental issues can influence transport decisions because in some countries, govern ment is influent in transport policy. 2.6.1 Selecting and Making Decision Process Figure 2.3 Four decision stages Search Choice Post-choice Evaluation Problem Recognition According to Stock and Lambert (2001), there are four decision stages (Figure 2.3) occur in the mode/carrier selection decision which are problem recognition, search, choice, and post-choice evaluation. Firstly, the problem recognition is the stage that is affected by a variety of factors such as customer orders, dissatisfaction with existing mode/carrier, and changes in the distribution patterns of firm. Next, customers will come to search process which they scan a variety of information sources. The possible source can be their past experiences, carrier sales calls, existing company shipping record, printed materials such as advertising brochures, and customers. This process can take a considerable of time. Then, the important stage is choosing. There are many critical attributes concerned in this stage, and executives will choose the mode/carriers that satisfy their requirements. Finally, transport executives evaluate the choice performance. Many firms use many techniques such as cost studies, audits, on-time pickup and delivery performance, and damage/claims reviews while some of them use statistical analysis. 2.6.2 Behavioural Approaches Related to Transport Study Gray (1982) presented three assumptions associated with carrier choice. First, Economic Positivism is explained that economic value related to the firm which determines the use of transport. This approach related to price and profit. The firm attempts to maximize short term revenue and minimize short term cost in a trading. The second approach is called technological positivism which is associated between the physical aspects of commodity such as weight and volume and the transport system such as speed and frequency. The last approach is perceptual approach which related to user interpretation of the situation rather than on physical attributes. 2.6.3 Important Attributes in Selecting Carriers Shipper Perspectives To make a decision, customers need to realize value in order to make a selection, so this part will review the important attributes for shipper to make the selection carrier criteria. Lu (2003) surveyed Taiwan Shippers and found that the five most important carrier service attributes are availability of cargo space, low damage and loss record, accurate documentation, reliability of advertised sailing schedule, and courtesy of inquiry. The research also found that there is a significant correlation between timing related, pricing and warehouse service, so it can imply that to satisfy customers, carrier service should combine these things together. Mater and Gray (1993) explored that shippers in Irish Sea market concerned the most five factors to select carriers which are a fast response to problems, on time collection and delivery, value for money price, and good relationship with carriers. According to Kent and Parker (1999), the mail survey was sent to 125 companies which divided in to 50 import shippers, 50 export shippers, and 25 international containership carriers. Shippers identified the top factors for selecting carrier which are reliability, equipment availability, service frequency, rate changes, loss and damage, and financial stability. The research also found that the factors of selecting carriers between import and export shipper are different in the factor of door to door transportation rates. The research also concluded that service factor is important factor for export customers. Gibson et al. (1993) reported that the key criteria for carrier selection includes a willingness to meet service expectation, an established track record of outstanding performance, a willingness to focus on continuous improvement, the ability to handle special needs and emergencies and a willingness to meet cost goals. Tengku Jamaluddin (1995) investigated the service attributes that are important in carrier selection process, and the result indicated the top five service factors which are knowledgeability, freight rate, cargo care and handling, punctuality and transit time, and service frequency. Chiu (1996) assessed the performance of liner shipping in shippers’ perspectives. The result indicated that the six most important service attributes contains a prompt responses from a carrier to any problems, transit time, reliability, documentation services, a notice of delay, and assistance with loss and damage claims.Lu (2007) reviewed from past research and questionnaire survey of 230 shipping executives to find out the important key of capabilities for liner shipping services. The review concluded that transit time and frequency of service are ranks as important criteria in the context of liner shipping services. Saleh and Das (1974) found that reliability of transit time, consistency in serv ice, company image and special handling abilities are important carrier attributes. Coulter et al. (1989) reviewed the past research and used the relevant criteria to develop questionnaire. The resulted showed that reliability of performance is considered first and follow by Insurance of service provision, quality of service, personalizing factors and handling service. McGinnis (1990) found that there are six factors influent transportation choice which are freight rate, reliability, transit time, loss/damage/claims processing/tracing, shipper market consideration and carrier considerations. Carrier Perspectives Carriers do not really understand which selection criteria tend to influence a shipper’s choice of carriers. Carriers can lose competitive advantage if they still understand differently with shippers which definitely results in a decrease in market share. Moreover, the research found many carriers’ perceptions that are significantly different from what shippers want. Carriers rated personal relations with the carriers as highly important while shippers rated the factor only moderately important. Regular calls by carrier sales representatives, gift and gratuities offered are overrated by carriers, but shippers rated as slightly important or not important. In addition, the research conclude

Epidemiology in relation to health promotion

Epidemiology in relation to health promotion This assignment will define epidemiology, list and describe some of its main aspects and assess the significance of those aspects for their effect on health promotion. The example of lung cancer will be used throughout. Definition Epidemiology is the study of how diseases are distributed among populations and the factors that affect this distribution. Epidemiologists try to predict risk factors that may lead to a particular disease and identify strategies that could be used to prevent its occurrence. (Naidoo Wills 2008: 4) The following questions drive epidemiology: Who becomes sick or is most likely to be affected? Why do particular people become sick? When are people most likely to be affected? Where has the disease occurred or is most likely to occur? How effective are available treatments and preventative strategies? (Crichton Mulhall in Naidoo Wills 2008:74) Epidemiology has the following main aims: To describe patterns of disease in the population, or the disease distribution, across age, gender and geography. To indentify the aetiology, or determinant, of the disease: risk factors or prior events associated with the appearance of the disease or condition. To analyse frequency, or how many cases occur, over a given period. To provide the data needed for the planning of preventative measures and treatment. Epidemiology is concerned with rates: the focus is on groups rather than individuals and aims to highlight trends. (Naidoo Wills: 2008:74) Epidemiology has two main approaches: Descriptive Epidemiology is concerned with the patterns of distribution of disease according to people, place and time and uses mortality and morbidity statistics as well as population data. Analytical epidemiology explores cause and risk factors and asks why did it happen? Successful prevention rests on identifying risk factors which can be reduced or eliminated. (Hubley Copeman, 2008:40) History In the past epidemiology has helped to explain the transmission of diseases, such as cholera and measles, by discovering factors shared by individuals who became sick. Modern epidemiologists have contributed to an understanding of factors that influence the risk of heart disease and cancer, which account for most deaths in developed countries today. Epidemiology has established the causal association of cigarette smoking with heart disease and lung cancer; shown that AIDS is associated with certain sexual practices and demonstrated the value of mammography in reducing breast cancer mortality. (Sci Tech, 2009) Aspects of Epidemiology An aspect is a part or facet of a particular subject area. Aspects of epidemiology which will be assessed are as follows: mortality and morbidity rates, statistical analysis, cohort studies, correlation, causation and questionnaire/survey. Mortality and morbidity rates. Mortality rate is a measure of the number of deaths (in general, or due to a specific cause) in a population. Data is collected from the compulsory registration of death and its cause. Cause is the disease or injury which initiated the train of events leading to death. Information can be divided according to age, gender and cause. Morbidity rates are either the number of new cases of a disease (incidence) or all cases at a point in time (prevalence). Data is collected from hospitals and GPs and includes: cancer registrations, notification of infectious disease, sexually transmitted disease, HIV/AIDS and congenital anomalies. (Tones Green: 2008:45). A central tool of epidemiology is rate comparison: population data collected by census is used for this purpose. Lung cancer: figures confirm that lung cancer has an enormous impact on national mortality and currently accounts for 7% of all deaths and 22% of all deaths from cancer in the UK Incidence rates: Lung cancer UK Males Females Persons Number of new cases (UK 2006) 22,381 16,646 39,027 Rate per 100,000 population* 60.8 37.1 47.4 Number of deaths (UK 2007) 19,637 14,872 34,509 Rate per 100,000 population* 51.5 31.3 40.1 One-year survival rate (for patients diagnosed 2004-2006**, England) 27% 30% Five-year survival rate (for patients diagnosed 2001-2006**, England) 7% 9% (Cancer Research UK) Cohort studies A sample of people is followed overtime and their lifestyle and exposure to hazards and the incidence of disease is monitored. A cohort of people has a characteristic in common e.g. the same disease or the same employer. Causation The investigation of a relationship between one event and another by weighing up a body of evidence. A number of methods are used to investigate causation including cohort studies. Relative risk is the ratio of the rate of a disease to the number of those exposed to a risk factor. It indicates how likely it is that an individual exposed to a particular environmental or lifestyle factor will go on to develop a particular disease. Lung cancer The most famous example of a cohort study was the British Doctors cohort study. Dr Richard Doll enlisted forty thousand male Doctors and followed them for fifty years. The results published in the 1950s showed that many more Doctors who smoked went on to develop lung cancer than those who did not.. The study provided clear evidence for a causal link between smoking and lung cancer. (Hubley Copeman: 2008) . Correlation Correlation is a statistical measurement of the relationship between two variables. Lung cancer research has shown a correlation between smoking and social class with people of less affluent groups smoking more. Correlation has also been demonstrated between the smoking habits of close family members: young people are more likely to take up the habit if their parents smoke.(Ewles:2005) Questionnaire and survey A set of questions addressed to a statistically significant number of subjects as a way of gathering information. Lung Cancer: The 2005 general household survey indicated that manual workers start to smoke at an earlier age, with 48% of men and 40% of women in manual occupations regularly smoking by 16, compared with 33% of men and 28% of women in managerial and professional occupations. (Cancer Research UK) Statistical analysis Used to determine likelihoods or probabilities. Lung Cancer Statistical Analysis provides a wealth of data and information. Available smoking statistics include incidence of cancer linked to number of cigarettes smoked per day and history of smoking. Also smoking statistics by age, socio-economic group, ethnic group, geographical variations and children are published. As an example, this graph illustrates the prevalence of smoking by age over three decades and shows the decline following the linking of smoking with cancer and the subsequent health promotion programme. Today, tobacco consumption is recognised as the UKs single greatest cause of preventable illness and early death with more than 114,000 people dying each year from smoking-related diseases including cancers. Â   (Cancer research UK, 2009) Before the dangers of cigarette smoking were widely known, smoking prevalence varied little by socio-economic group. Today there are clear differences due to the differential decline in smoking by social class that occurred in the 1970s and 1980s. By 2007, 25% of adults in manual occupations smoked compared to 16% of those in non-manual occupations. (Cancer research UK) The influence of these aspects of epidemiology on health promotion using lung cancer and smoking as an example. The World Health Organisation (WHO) defines health promotion as the process of enabling people to increase control over and to improve their health. The mortality rates for cancer in general, and in particular lung cancer, highlight this as a health issue of significant importance and worthy of focus and resources. The Doll cohort study demonstrated the correlation between smoking and lung cancer. Naidoo Wills in Key Topics in Public Health say, The single most critical area for action to reduce cancer is smoking. It is estimated that 1 in 2 smokers will die of a smoking related illness. If current smokers can be encouraged to quit mortality will be reduced: discouraging young people from starting to smoke will reduce smoking-related deaths during the second half of the twenty-first century. (Cancer Research UK) Health promotion to reduce the levels of lung cancer has therefore focussed on smoking cessation. Health promotion strategies have three components: education, service improvement and advocacy. Using lung cancer and its correlation with smoking as the example again: Education involves increasing awareness of the risks, the benefits of quitting and practical ways of stopping. Service improvement involves actions of primary care such as clinics and availability of nicotine patches. Advocacy involves enforcement of controls such as laws preventing sale of cigarettes to under 18s and the ban on smoking in public places. (Hebley Copeman, 2008) Statistics show which groups are more likely to smoke and the greater degree of risk they face. The correlation between smoking and social class, indicated by the Household survey, highlighted that smoking rates are highest amongst manual workers. The need to target this group is recognised in the Government white paper Choosing Health: Making Healthier Choices Easier which sets a target for reduction of smoking prevalence in this group. Smoking is a key contributory factor to health inequalities between socio-economic groups in the UK and accounts for a major part of the differences in life expectancy between manual and non-manual groups and is a key focus of the current government. (Department of Health, 2009) Other current priorities are; the very young who are at risk of uptake and the problem of passive smoking. Evidence suggests a correlation between young people smoking and the smoking habits of their parents. People who start to smoke in their teens do so because they adopt the social pattern of their family. The habit quickly becomes an addiction, which is very difficult to break. It is easier to stop a young person from starting to smoke than getting someone to quit. Specific measures are in place to focus on the very young including the banning of sales to under 18s. This group is also highly influenced by advertising and as a result TV advertising has been outlawed. The effects of passive smoking on children, in particular, have been highlighted in a graphic T.V. campaign which demonstrates to parents the harm they are causing their children. Examples of other, current, health promotion initiatives aimed at smoking cessation include: * Point of sale promotion has been severely restricted. * In July 200, the advertising of cigarettes at sporting events, including Formula 1, was banned. * On July 1st 2007, it became illegal to smoke in a public place or workplace including pubs. * All cigarette packets must carry a health warning covering a specific percentage of the front and back of the packet. * Media campaigns have been graphic and disturbing. The fish hook advert highlighted the controlling nature of tobacco. Primary Care Trusts run cessation programmes, one to one support, group sessions, quit smoking helpline, education events in schools and provide free nicotine patches. The government levies ever increasing taxation on cigarettes to increase prices and give a financial incentive to individuals to quit. (Ewles, 2005:63) October 2009, MPs agreed a ban on cigarette vending machines. (BBC News, 2009) Annual no-smoking day. (Nosmokingday,2009) Epidemiological research also confirms the success, or otherwise, of health promotion strategies. Between 1970-2000, British men experienced the most rapid decrease in death rates from lung cancer in the world as a result of the success of the health promotion measures and smokers quitting the habit. (Ewles: 2005) Â  In the early 1900s, lung cancer was a rare disease causing fewer than 10 male deaths annually in every 100,000 men. By the 1950s, the lung cancer death rate had risen six-fold, prompting the first epidemiological study that linked tobacco smoking and lung cancer in Britain. By the 1980s, the death rate for lung cancer was over 100 per 100,000 men. From the early 1980s onwards, following extensive focus of efforts on smoking cessation, the male lung cancer mortality rates have fallen continuously. The striking mortality trends by age over the past fifty years for men in England and Wales are shown below: (Cancer Research UK) Conclusion By identifying factors that increase the risk of disease, epidemiologists provide crucial input into the formulation of public health policy. (Sci Tech, 2009) Measuring health is important for health promotion as it establishes priorities, assists in planning, enables prioritization of actions with high-risk groups, justifies use of resources and demonstrates the efficiency (or otherwise ) of health promotion initiatives. (Naidoo Wills, 2009). In many studies a categorical answer is never produced as there is never 100% proof of the outcomes, only evidence to suggest. For example, not everyone who smokes will contract lung cancer and some non-smokers do contract the disease. (Naidoo Wills, 2005) The epidemiological research which proved the link between smoking and lung cancer, and the subsequent health promotion strategies, have reduced the prevalence of smoking and consequently the incidence of lung cancer significantly over the last thirty years. Health promotion priorities and strategies are continually reviewed as new evidence to suggest is produced from ongoing epidemiological research.

Joy Harjo (1951--) :: Artist Poet Joy Harjo Biography Essays

Joy Harjo (1951--) Joy Foster was born in Tulsa, Oklahoma on May 9th, 1951 to Wynema Baker and Allen W. Foster. She is an enrolled member of the Creek tribe, and is also of Cherokee, French, and Irish descent. Descended from a long line of tribal leaders on her father’s side, including Monahwee, leader of the Red Stick War against Andrew Jackson, she often incorporates into her poetry themes of Indian survival amidst contemporary American life. In 1970, at the age of 19, with the blessings of her parents, Foster took the last name of her maternal grandmother, Naomi Harjo. As she often credits her great aunt, Lois Harjo, with teaching her about her Indian identity, this name change may have helped her to solidify her public link with this heritage. Although primarily known as a poet, Harjo conceives of herself as a visual artist. She left Oklahoma at age 16 to attend the Institute of American Indian Arts in Santa Fe, New Mexico, originally studying painting. After attending a reading by poet Simon Ortiz, she changed her major to poetry. At 17, she returned to Oklahoma to give birth to her son, Phil Dayn, walking four blocks while in labor to the Indian hospital in Talequah. Her daughter, Rainy Dawn, was born four years later in Albuquerque. For years, Harjo supported herself and her children with a variety of jobs: waitress, service-station attendant, hospital janitor, nurse’s assistant, dance teacher. She then went on to earn a B.A. in English from the University of New Mexico in 1976 and an M.F.A. in poetry from the University of Iowa’s famed Iowa Writer’s Workshop in 1978. She then went on to an impressive list of teaching positions beginning with the Institute of American Indian Arts and ending with her current position with the American Indian Studies Program at the University of California at Los Angeles. Harjo is an award-winning poet many times over. She has won the Lifetime Achievement Award from the Native Writers Circle of the Americas, the Oklahoma Book Award in 1995 for The Woman Who Fell from the Sky and in 2003 for How We Became Human: New and Selected Poems, the William Carlos Williams Award from the Poetry Society of America for and the American Book Award from the Before Columbus Foundation for In Mad Love and War (1991), among other awards.

SCHIZOPHRENIA Essay -- essays research papers

Psychological behaviors occur in so many people. A lot of them don’t realize that they have a disorder, or a particular behavior, until someone points it out. Many people have disorders. In humans there are two types of main disorders and just to do a brief analysis on them. They are biological and psychological for the biological it is a disease of the body that can be cured by altering the body. The biological involves the use of the medical model that works with genes, hormones, neurons and the chemistry of the brain. Psychopathology can be caused by a human’s disordered mental life, and mental illness can be cured by helping to change behavior, emotion and thought. The three causes of abnormalities that I am going to talk about are biological, psychological, and sociocultural. I am going to start by talking about the biological causes starting with genetic inheritance, medical conditions, exposure to bad environment, and brain damage. The psychological one are trau matic life experiences, learned associations, faulty ways of thinking, and distorted perceptions. The sociocultural ones are stated as disturbances in intimate relationships and problems in extended relationships, political or social unrest, and discrimination towards one’s social group. The early approaches of abnormal behavior are animism that abnormal behavior is a possession by evil or demons. This was treated by trephination this is where holes where made in the head so the evils spirits can escape from th...

Educational Psychologists Essay

Lawrence Kohlberg’s view on Moral Development and Education has widened the view in the study of educational psychology. His theory provided new inputs in understanding the manner that individuals acquire information and learn. By defining these process through three important stages namely pre conventional level, conventional level, and post conventional level (UC Berkeley, 2008). It is through this that he ascertains how individuals gain moral maturity and the capacity to respond to others and develop relationships. Assessing Kohlberg’s contribution to educational psychology, he tried to critique the traditional system of teaching especially in shaping and honing moral values. Rather than shaping students, it only forces them to achieve a specific values mandated or dictated by the educator or the curriculum. It is in here that he tries to promote the concept of moral education. The particular process involves immersing students towards effectively utilizing moral discipline so as to help students react effectively based on their current reasoning (UC Berkeley, 2008). In essence, Kohlberg’s contribution revolves around his out-of-the-box approach in dealing with educational methods. Rather than being strict with these policies, he reinvented the process of moral reasoning and acquisition of values by collaborating new means to create collective norms. Given this process, students then become more reactive in dealing with the manner students react to specific moral issues responsibly. Seeing this, the work of Kohlberg is an expansion on the view of Piaget’s and often critiqued to be mainly an extension of what Piaget provides. However, Kohlberg tries to step away from this by trying to define and argue that the central element of moral development is a concrete facet different from what Piaget points out. At the same time, he tries to showcase his perspective on how collective and responsive the acquisition of morality must be. It must not only come from one source but rather through a collective undertaking. References UC Berkeley (2008) Moral Development and Moral Education: An Overview. Retrieved from http://tigger. uic. edu/~lnucci/MoralEd/overview. html#kohlberg

Health Policy Week

Could it be that the healthcare system wants the issue to rise because that is how they make their money, or is it because not enough studies or programs exist for those people who have no insurance and can't get the necessary help they need to attack the problem? This paper will talk about and confront the many problems and concerns of obesity and will depict how the healthcare personnel can address the situation. II. Identifying Patients at Risk A. Economic despair and the geographic locations play a major part in obesity In America. African Americans are the race that is feeling the oppression of obesity.B. Blacks, those who are middle-aged, and lower-income adults continue to be the groups with the highest obesity rates. The healthcare law could help reduce obesity among low-income Americans if the uninsured sign up for coverage and take advantage of the free obesity screening and counseling that most insurance companies are required to provide under the law (Sharpe, 2013). Ill. Obesity and the Health Policy A. ) Many health officials are offering nutrition advice for obese patients but been proven ineffective at the individual levels. B. Obesity causes many chronic illnesses. Some illnesses include diabetes, high blood pressure, liver diseases, and some form of cancers to name a few. IV. Increased Health Cost Caused by Rising Obesity A. ) Surgeries are being done to assist people with losing weight. Gastric banding and gastric bypass surgery are what personnel are relying on to lose weight and the cost isn't cheap. B. ) Obesity healthcare cost is staggering in the United States. Physicians are probably putting the disease on the bottom of their to-do list because that is where they are making their money.