Articles tagged with: geography

  • Five Brock courses with a focus on climate change

    As the COP26 climate summit continues with world leaders talking climate change in Glasgow, Scotland, the topic is also at the forefront of both research and courses at Brock University. Climate change and its effects is discussed in various Faculties and from a variety of angles at Brock. Here are five examples of how students are learning about climate change.

    Contemporary Environmental Issues

    ENSU 3P90 is an Environmental Sustainability capstone course for Brock students who share an interest in sustainability and a concern for improving the relationships between people and the planet. Students engage in a wide range of sustainability issues, including climate change and biodiversity loss as well as displacement and environmental racism.

    The course’s instructor, Jessica Blythe, Assistant Professor in Brock’s Environmental Sustainability Research Centre, says it resonates with students who are seeking to make a positive change in the world.

    “Many members of Gen Z feel overwhelmed by the state of the world and are responding by devoting their professional careers to finding solutions,” she said. “This course is designed to help students develop core competencies in sustainability science, including systems thinking, anticipatory and strategic skills, so they can thrive in sustainability careers and contribute to addressing the climate crisis.”

    Watershed Study and Assessment

    ERSC 4P31 is an Earth Sciences course that looks at the environmental health of two branches of the upper Twelve Mile Creek. Students in the course measure water quality parameters under different ambient conditions. They then get to compare their results with historical ones obtained in 1978 and 2001.

    Professor of Earth Sciences and course instructor Uwe Brand said the exercise encourages participants to re-evaluate their perceptions of clean water and its availability.

    “The course should show them that water is not only important to the fauna of the creek but also speaks to our water security,” he said. “In light of increasing CO2 emissions and global warming, don’t take anything for granted, including access to ‘clean’ water.”

    Environmental Economics

    ECON/TOUR 2P28 is a course that provides Economic perspectives on environmental and natural resource issues. Economics Instructor Geoff Black, who leads the course, said it is often an eye-opening experience for students.

    “We look at ways in which this shortcoming can be modelled and investigate policy that can bridge the gap,” he said. “It’s important for students to understand the market failures that occur regarding both common resources and public goods.”

    Ecocinema: History, Theory, Practices

    COMM/FILM/PCUL 4P58 is a Film Studies course that explores the proliferation of both fiction and nonfiction films that deal with the climate change, species extinction, resource extraction and other industrial practices.

    Course instructor Christie Milliken, Associate Professor of Film Studies, said the topic of climate change has been more prevalent in recent years, but it was also common in science fiction films in earlier decades.

    “The course invites students to consider the various rhetorical strategies deployed across a range of films as they invite us to rethink our relationship to the planet,” she said.

    Climate Crisis

    GEOG/ERSC 2P08 is a Geography course that provides an Introduction to the Earth’s atmosphere and the natural and anthropogenic drivers that change the Earth’s climate system. These include the Greenhouse effect, human activities that alter the climate system, climate models, climates of the past and projections of future climate.

     

    STORY REPOSTED FROM THE BROCK NEWS

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  • New paper by David Butz: “‘The road changes everything’: Shifting gendered mobilities, spaces and subjectivities in Shimshal, Pakistan”

    A new paper titled, “‘The road changes everything’: Shifting gendered mobilities, spaces and subjectivities in Shimshal, Pakistan” by Dr. David Butz and Dr. Nancy Cook (Department of Sociology) was recently published in Gender, Place and Culture.

    Abstract:
    Shimshal is the most recent village in the Gojal region of northern Pakistan to gain road access to the Karakoram Highway. This paper analyzes relational reconfigurations of gendered mobilities, spaces and subjectivities in the community that are contoured by the ensuing shift in local mobility system, in which vehicular mobility replaces walking as the means to access the highway. Drawing on longitudinal ethnographic data, we describe pedestrian-era gendered movement patterns and spaces, and the ways in which modernizing road infrastructure has reorganized mobilities and regendered village spaces. We then analyze changes in gender performances and self-representations that are commensurate to the modernized spaces in which they are enacted. We conclude by assessing the uneven and unanticipated consequences of these mobility-inflected processes for gendered futures in the community.

    Reference:  
    Cook, N. & Butz, D. (2021) ‘The road changes everything’: Shifting gendered mobilities, spaces and subjectivities in Shimshal, Pakistan. Gender, Place & Culture, 28(10), 800-822. DOI: 10.1080/0966369X.2020.1811643. Read the full paper here.

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  • Symposium to highlight social justice research partnerships

    FROM THE BROCK NEWS | by 

    Researchers from Brock’s Social Justice Research Institute (SJRI), who have teamed up with community partners on funded projects, will have their work showcased at an upcoming free, public event.

    The virtual symposium, Social Justice and Community Collaboration, takes place online Tuesday, Sept. 28 from noon to 2 p.m. as part of the ongoing Faculty of Social Sciences Symposium Series. Everyone is welcome to take part, but advance registration is required.

    “Our affiliates have been doing innovative and compelling social justice-oriented projects in collaboration with community groups, both locally and internationally,” says Rebecca Raby, Director of SJRI and a Professor in the Department of Child and Youth Studies. “At this symposium, we want to share these projects, and to inspire other faculty and community members to think about the exciting range of collaborative projects that can be pursued.”

    The symposium will feature the following presentations:

    • “Reflections on the Key Principles of a Successful ‘Community-University’ Research Partnership,” presented by Andrea Doucet of the Department of Sociology, Canada Research Chair in Gender, Work and Care, with Evan Jewell of X University and Master of Arts Sociology Research Assistant Jessica Falk.
    • “Body/Land/Sovereignty through Photography: Reflecting on a workshop with young Haudenosaunee women,” presented by Sherri Vansickle of the Tecumseh Centre for Aboriginal Research and Education, with Margot Francis of the Centre for Women’s and Gender Studies and Department of Sociology.
    • “Road Construction, Mobility and Social Change in a Wakhi Village: Shimshali Perspectives in Words and Pictures,” presented by David Butz of the Department of Geography and Tourism Studies, with Nancy Cook of the Department of Sociology.
    • “Collaborating with community to explore social exclusion and inclusion experiences of immigrant women in Niagara,” presented by Joanne Crawford of the Department of Nursing.
    • “Children Reading and Writing Photographs — Critical Literacies and Collaborations,” presented by Diane Collier of the Department of Educational Studies, with Melissa McKinney-Leep of the District School Board of Niagara and graduate students Simranjeet Kaur and Zachary Rondinelli.

    Raby says that as public health restrictions have eased, greater opportunities for collaboration have begun to open up, so she is eager to introduce new Brock faculty members and SJRI affiliates to the research that is already taking place.

    “Community partnerships provide an opportunity to meet community needs, to inform decision-making, to connect with local participants, to try something new and to build relationships,” says Raby. “They encourage us to tackle social issues in a collaborative way that can transcend a specific disciplinary focus and to work with faculty from outside of our own disciplines in order to have comprehensive engagements with community needs. They can invite us to see our scholarly work a little differently.”

    SJRI funding grants have been part of the Institute from its creation and are designed to “include social justice and transdisciplinary components, creating a shared focus on positive community-oriented social change,” according to Raby. The grants provide opportunities for both junior and established researchers to develop community-based research programs, facilitate relationship-building and lay the groundwork for larger funding applications.

    There are currently 80 researchers affiliated with SJRI, and new researchers are always welcome to get involved

    “SJRI offers opportunities for faculty members who are concerned about social justice and interested in transdisciplinary scholarship to connect with each other across the university,” says Raby. “We also post regular information about projects that community organizations are interested in pursuing in collaboration with Brock.”

    Anyone interested in learning more about SJRI or the process for becoming an SJRI affiliate should contact Project Facilitator Julie Gregory via email, and attend next week’s symposium to explore possibilities.

    To register for the event or for more information, visit the symposium web page.

    STORY FROM THE BROCK NEWS

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  • How can transit play a part in Canada’s pandemic recovery?

    Article reposted from TVO  |  By: Justin Chandler

    From left to right: Hamilton Street Railway New Flyer C40LF bus (Adam E. Moreira/Wikipedia); GO trains (tirc83/iStock); TTC streetcar (BalkansCat/iStock).

    HAMILTON — During the election campaign, there’s been plenty of discussion about how Canada can recover from COVID-19, and some experts want to make sure that one topic in particular isn’t left out: transit.

    “Transit has come to be recognized as an important aspect of making major cities run better and as fundamental to issues of equity,” says Drew Fagan, professor at the University of Toronto’s Munk School of Global Affairs and Public Policy. “Building back better — to use what’s become a slogan — involves transit, and you’ve seen governments recognize that,” he adds, pointing to greater federal funding and provincial and federal support for transit projects in the Greater Toronto and Hamilton Area. “I think part of the issue is not just announcing the projects but ensuring that you get best use of that transit by developing intelligently along the lines.”

    So what would better post-pandemic transit look like, and how are the federal parties proposing to support it?

    What is a transit-oriented community?

    Building what people need along transit lines results in what researchers call “transit-oriented communities.” A recent policy paper Fagan cowrote with University of Toronto professor Matti Siemiatycki states that such communities “co-locate housing, jobs, public amenities and social services near high quality public transit. This maximizes the public benefits that come from major investments in public transit.”

    Experts say these sorts of communities can improve the quality of life for drivers and non-drivers alike. “The more people live within a fairly small activity space within their day-to-day lives, the more potentially useful transit could be to them to get around without a car,” says Chris Fullerton, a geography professor at Brock University. Fullerton notes that, while driving tends to be faster than public transit for longer trips — due to transfers, for example — public-transit travel times are often comparable for short distances. That means transit-oriented communities may also lure people out of their cars, something experts say should be a priority given that the pandemic seems to have led more people to drive.

    Public transit is about more than getting commuters from point A to B. “Public transit is a vital tool to promote our shared goals for social inclusion, public health, the climate emergency, and economic opportunity,” reads the Keep Transit Moving website. The national advocacy group points to a 2014 report by medical officers of health in the GTHA that found investments in transit and changes in land use (such as building transit-oriented communities) could increase physical activity and reduce air pollution, thereby preventing illness and deaths.

    “A major motivation we have is reducing greenhouse-gas emissions,” says Ian Borsuk, coordinator with Environment Hamilton and member of the Hamilton Transit Riders’ Union steering committee. According to Fullerton, reducing car travel and transitioning transit fleets to renewable energy are both effective approaches to this. “If you can develop a fleet of electric buses, and then you’ve got those filled with passengers that take 20, 30, or 40 cars off the road, the impacts, as far as emissions, will be incredible,” he says. Although replacing vehicles comes at a significant cost, he notes, upper levels of government can provide funding to help.

    How COVID-19 has affected transit

    The University of Toronto Transportation Research Institute published survey data in August suggesting that, during the second surge of COVID-19 in Toronto and Vancouver, commuting patterns were changing. About 32 per cent of respondents said they would ride transit less following the pandemic, while 56 per cent said they wouldn’t ride less, and 12 per cent were unsure; 58 per cent of respondents agreed that the pandemic made owning a car more appealing, and 26 per cent reported having looked into buying one. Among those surveyed, there was a 14 per cent increase in vehicle ownership between May 2020 and March 2021.

    Matthew Palm, lead author of the report and research coordinator with U of T Scarborough’s Mobilizing Justice Project, which studies inequities in Canadian transportation systems, is concerned about how such numbers may shape future policy: “My biggest fear from a social-policy standpoint is that people are going to overreact and just let the transit systems go without considering that there are certain people for whom transit is how they get their groceries.” He also notes that the phenomenon of the pandemic turning riders into drivers may be overstated. Based on other research and on his own analysis of the survey, Palm says a good portion of those turning away from transit seem to be young people and recent immigrants who might have bought cars anyway. Regardless, he says, the focus should be on the people who never stopped taking public transit.

    According to the 2021 Vital Signs report by the Hamilton Community Foundation, Hamilton public-transit ridership fell 46 per cent to 11.7 million rides in 2020, compared to 21.6 million rides in 2019. There were similar decreases in Kitchener-Waterloo, York Region, and Mississauga. In Toronto and Ottawa, ridership initially fell 90 per cent but had returned to 30 per cent of pre-pandemic levels by November 2020.

    Hamilton’s comparatively low decrease shows just how many people in the city need the transit system, says Borsuk: “Without that service, they wouldn’t have been able to get to their jobs.” Borsuk says he and other transit advocates have worried that the pandemic will result in less support for transit, so in the early stages of the public-health crisis, they formed the national Keep Transit Moving Coalition. “If you have municipalities needing to make cuts to service because of budgetary shortfalls and [lower] fare revenue, it’s going to make it harder to keep people on transit — but also harder for them to adopt it as a new form of transportation.”

    What can the federal government do?

    Fagan says that although it’s not immediately responsible for transit, the federal government is well-positioned to provide guidance and funding. The question for the feds is just how many strings they want to attach, he says: “The federal government is spending a lot more on infrastructure, and one can argue it has been reticent to apply policy expectations to its expenditures over time.”

    In Hamilton, for example, the federal and provincial governments recently announced $370 million in funding for the bus system — on the condition that Hamilton buy new buses that run on natural gas instead of diesel and that money go to building a bus barn to charge and store electric buses. (Director of Transit Maureen Cosyn Heath tells TVO.org via email that the city plans to replace its diesel buses  —currently 49 per cent of its fleet — with natural-gas buses over the next four years but did not say when the Hamilton Street Railway might start using electric buses.)

    Keep Transit Moving is calling on federal parties to commit to, among other things, providing permanent operational funding and reliable capital funding for transit and establishing a national intercity and highway-bus service plan. (Capital funding is money that builds or acquires new things, such as bus shelters and vehicles, whereas operating funding covers day-to-day expenses including fuel, maintenance, and salaries.)

    Election-platform points, such as the Conservative plan to link housing and transit funding, show parties are willing to take a more hands-on approach, Fagan adds: “I think all parties are thinking to some extent on these lines. Issues of equity, issues of climate, issues of accessibility, all the kinds of issues that make a city, especially the GTHA, a global-scale city that operates effectively.”

    Borsuk says that’s a good thing. “We definitely need to see the federal government — if they’re going to be providing these investments — flex their muscles and say, ‘If we are going to be giving you this money, we need to see X number of affordable housing units built.’” And, he says, the coalition also has accessibility-related demands: “What we want to see is an accessibility audit of all bus, train, and streetcar stations. We want to see accessibility planning put in; we want to see more funding go to local transit agencies to improve and expand paratransit service where it’s necessary.”

    How are Canada’s political parties responding?

    TVO.org asked the Liberal, Conservative, NDP, and Green campaigns if transit is part of their plans for pandemic recovery, and if so, how.

    Tim Grant, the Green Party of Canada’s municipal-affairs and transportation critic, says that, if elected, the party would invest in transit services and infrastructure, electrify buses, and improve intercity transit. “We should not be providing funding to cities for rapid transit projects unless those cities have developed plans to put enough housing density around each station, so that the new lines can pay for themselves within a few years,” he tells TVO.org via email.

    The NDP campaign did not respond to a request for comment. In its platform, however, the party promises it would expand public transit within and between communities and prioritize funding for low-carbon projects — “with the goal of electrifying transit and other municipal fleets by 2030.” It would also help provinces and municipalities create fare-free transit, if asked.

    A spokesperson for the Conservative Party of Canada did not answer TVO.org’s question but pointed to promises to fund and build public transit. The party platform says that a Conservative government would “require municipalities receiving federal funding for public transit to increase density near the funded transit.”

    A Liberal Party of Canada spokesperson sent TVO.org a statement touting the government’s recent transit investments and the creation of a permanent public-transit fund slated to begin in 2026. In Ontario, the statement says, the Liberal government would continue investments in the Toronto area. The party platform promises support for rural transit, zero-emission buses, and intercity transit.

    Moving forward

    Palm says that people who depend on transit need to be the focal point going forward. “Building a transit system in tandem with neighborhoods — with the land-use to support those folks — can also get the choice riders back, particularly the choice riders who prefer those urban environments.” “Choice riders” are those who can get around without public transit but may choose to use it. When more commuters — including choice riders — use a transit system, service generally improves, he says.

    While the pandemic has presented many challenges, it has also changed the conversations around public transit for the better, says Palm: “There was just this conceptual paradigm shift in a lot of people’s thinking about what transit really is at the most basic level, because people were asked to only use it if they really need it. What we found is there are a significant number of people who truly need it.”

    Ontario Hubs are made possible by the Barry and Laurie Green Family Charitable Trust & Goldie Feldman.

    Article reposted from TVO | By: Justin Chandler

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  • Authors explore contested monuments at workshop led by Brock researcher

    FROM THE BROCK NEWS | by 

    In the wake of the murder of George Floyd in the spring of 2020, a global movement led to the toppling of hundreds of monuments commemorating historical figures and events.

    The trend fascinated Professor Michael Ripmeester in Brock’s Department of Geography and Tourism Studies, who, along with Associate Professor Russell Johnston in the Department of Communication, Popular Culture and Film, has been studying memory and the ways in which people engage with the landscape since about 2003. Ripmeester says that while the act of removing or destroying monuments to affect public memory is nothing new, the wave of reckoning with landscapes that spread around the world last year was different.

    “People have been toppling monuments since ancient times, often related to regime changes — so, for example, statues of the former leader get destroyed and replaced with statues of the new leader,” says Ripmeester. “But over the last year, there has been a global recognition of the legacies of colonialism and racism, and that has sparked a massive reconsideration of monuments all over the globe.”

    To delve deeper into the movement, Ripmeester teamed up with colleague Matthew Rofe of the University of South Australia to collect essays that critically engaged with how landscapes are contested by individuals, groups and institutions for a future special issue of the journal Landscape Research.

    But when response to their call for papers quickly outsized the available space in the journal, Ripmeester and Rofe decided to explore the possibility of a book project.

    To that end, they hosted a virtual authors’ workshop in late July entitled “Global Iconoclasm: Contesting “Official” Mnemonic Landscapes.” Using funding from the Council for Research in the Social Sciences (CRISS) and Brock’s Social Justice Research Institute (SJRI) to support participants, they invited 10 authors to share their contributions and provide constructive feedback on each other’s essays.

    Some of the landscapes discussed during the workshop included monuments to fascism that remain standing in Italy, the contrast between monuments to British history and local usage of the heritage site at Victoria Falls in Africa and the Tsunami Museum in Banda Aceh, Indonesia, which doubles as an emergency shelter for future disasters while memorializing the 2004 tsunami that killed more than 200,000 people.

    “Something that came out in a number of papers is how we need to ensure that we don’t go back to what we did before,” says Ripmeester. “Moreover, the papers explore how we can help people understand structural and systemic racism in ways that both acknowledge the harm done and allow people to move forward with a sense of seeking justice for people who have been marginalized by collective memory.”

    He explains that monuments and other historic sites are places where memory is stored, just as memory is stored in archives, museums and school curricula. Their authoritative weight as well as the intertextuality of the narratives they represent tell a common story about identity — but historically, they are rarely inclusive.

    “Those with time and political, cultural, social and economic power determine what monuments are created, so when you look at a monument or you look at a historic site, you’re looking at a very specific manifestation of power,” he says. “Some groups have been completely left out of contributing to public identity, but we’re starting to see that change. For example, in Vancouver, Jim Deva Plaza was built and named in honour of one of the pioneers of LGBTQ rights in the city.”

    In addition to co-hosting the workshop, Ripmeester also presented a paper co-written with Johnston about the contested memorial to Pte. Alexander Watson at St. Catharines city hall.

    Ripmeester and Rofe were also recently awarded funding to support their research into a virtue-based approach to landscape management and their efforts to, as Ripmeester describes it, “build a network of scholars, artists and practitioners who have interests in thinking about collective memory, reconciliation and healing” — a theme that emerged in many of the workshop’s papers.

    He points to one author from Australia who wrote about a prison site where Indigenous men and boys had died and been buried in unmarked graves far from their home territories, violating their ancestral burial practices of being interred in one’s own country and a familiar landscape.

    “In trying to address this tragedy, the architects charged with designing the commemoration worked with Indigenous spokespersons and the communities of all the deceased to be respectful of not only local culture but also the cultures of the peoples to whom these men belonged,” Ripmeester says. “In the end, they built a site that includes a memorial garden that reflects the country. It’s a beautiful example of how Indigenous people and governments can work together to create a site that can lead to reconciliation through recognition of harm done and also toward overall healing.”

    STORY FROM THE BROCK NEWS

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  • Flight PK404: 32 years after the disappearance of the plane a Canadian researcher relives his narrow escape

    FROM THE HIGH ASIA HERALD | By: Dr. David Butz

    Flight PK404

    On the morning of August 25, 1989, I was walking from the Park Hotel to the Gilgit Airport, feeling happy, excited and satisfied. I had successfully completed a three-month research season in Shimshal village of Gojal, upper Hunza followed by a few days’ relaxations at Karimabad and Gilgit, and was now beginning my journey back home to Canada. Moreover, through a stroke of good fortune (and the influence of well-positioned friends in Gilgit) I had managed to secure a confirmed seat on Flight PK404, travelling from Gilgit to Islamabad (never an easy feat). This was my first chance to make this journey by plane, after nine previous long and uncomfortable trips on the Karakoram Highway by bus, public van, or private vehicle. I was in high spirits.

    As I was walking to the airport with my heavy backpack and other luggage a Danish friend (Micael Junkov) who was working in Gilgit pulled up in a Toyota Hilux pickup truck to enquire where I was going. I told him I was headed for the airport to catch a flight to Islamabad. Micael said I’m driving to Islamabad today. Why not come with me? I replied, “because I have a confirmed booking on this morning’s flight”. Micael looked at the sky and observed, “I don’t think the flight will operate today, because the weather is cloudy. Either come with me now or take your chances”.

    Flights from Gilgit only fly in fair weather, even today, and the road journey takes a full day, so he wasn’t willing to wait to see if the plane would depart with me onboard. Micael was more familiar with flying from Gilgit than I was, so I accepted his invitation and hopped in the truck, thereby unknowingly saving my life. As it turned out, Flight PK404 departed from the airport, lost radio contact nine minutes later, and subsequently disappeared along with its 49 passengers and five crew members. Thirty-two years on, no trace of the plane has since been discovered.

    When I arrived in Islamabad I took a taxi to a cheap hotel in Rawalpindi to relax for a few days before catching my international flight to Canada. I didn’t have access to a radio or TV and didn’t happen to buy an English-language newspaper, so I remained unaware of the plane’s tragic and mysterious disappearance and my own narrow escape. In those days using a PCO (Public Call Office) to make international telephone calls from Pakistan was complicated and time-consuming, so it was fully two days later that I managed to place a call to Canada to confirm my arrival date and time with my partner Nancy. That’s when I learned of the tragedy. Nancy had heard of the plane’s disappearance the day it happened and spent two anxious days wondering if I had been on the flight.

    Ghulam Muhammad Baig, popularly known as G.M. Baig. Photo credit: Dr Inam Baig

    Several people we knew were on board, including Ghulam Muhammad Baig, popularly known as G.M. Baig, owner of a bookstore in Gilgit that served as a hub for local intellectuals and a haven for many foreigners travelling through Gilgit in those days.

    I offer my continuing condolences to the families of the passengers and crew, who have still to learn any details of their loved ones’ fate. I often wonder who among the standby passengers was given my seat (no doubt to their delight), thereby inadvertently trading their life for mine. I later learned that several other Pakistani friends also had confirmed seats, but made the same decision as I did to make the trip by road given the cloudy weather and the likelihood that the flight would be cancelled.

    For many years subsequently, Nancy and I avoided flying between Gilgit and Islamabad, preferring the discomfort of public transport by road. In the past decade or so we have flown this route numerous times (it is breathtaking), but always with a heavy dose of trepidation. To date, I have made the journey between Gilgit and Islamabad 40 times, eight times by air and 32 times by road. One of those eight flights was in summer 2010 when much of Pakistan was under water, and the Karakoram Highway was impassable in many places because of torrential rains and flash floods. I was among an assortment of foreigners, VIPs and military personnel who were airlifted from Gilgit in C-130 military cargo planes. Although the stakes were not high for me (it was just a matter of catching my scheduled international flight), this was another exciting flight.

    Heartfelt thanks to Micael Junkov and the hand of fate. Together they allowed me to trade an early death at the age of 28 for a pleasant 14-hour drive down the Karakoram Highway in a private (and air-conditioned) vehicle. Without their intervention, I would have missed a lot.

    Dr David Butz is a Professor of Geography and Tourism Studies at Brock University, St. Catharines, Canada. He is also Editor-in-Chief of the journal, Studies in Social Justice.

    STORY FROM THE HIGH ASIA HERALD

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  • New paper by Dragos Simandan: “Confronting the rise of authoritarianism during the COVID-19 pandemic should be a priority for critical geographers and social scientists”

    Abstract:

    The aim of this paper is to encourage critical geographers and social scientists to take a stronger, more explicit, and more intellectually rigorous anti-authoritarian stance against the problematic public response to the COVID-19 pandemic. To do so effectively, what is urgently needed is to contribute to the emerging body of academic research documenting the devastating political economy of lockdowns and other non-pharmaceutical interventions, and arguing for a more proportionate pandemic response. This necessitates a genuinely critical approach that (a) avoids the tunnel vision of minimizing only one specific form of harm (COVID-19 deaths and illnesses) and (b) cultivates instead a more encompassing sense of solidarity, grounded in the careful documenting of the multiple, long-term, harms caused by that tunnel vision.

    Citation:

    Simandan, D., Rinner, C., and Capurri, V. 2021. Confronting the rise of authoritarianism during the COVID-19 pandemic should be a priority for critical geographers and social scientists. ACME: An International Journal for Critical Geographies. Read the full paper here.

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  • Julia Hamill successfully defends MA Geography thesis

    The Department of Geography and Tourism Studies would like to congratulate Master of Arts in Geography student, Julia Hamill, on the successful defence of her thesis titled “‘Molida’, That’s Shimshali Food: Modernization, Mobility, Food Talk, and the Constitution of Identity in Shimshal, Pakistan” as well as on the successful completion of all requirements for the MA in Geography.

    Congratulations and thanks to Julia’s supervisory committee: Dr. David Butz (Supervisor), Dr. Mike Ripmeester (Committee Member) and Dr. Nancy Cook (Committee Member).

    Many thanks as well to Julia’s External Examiner, Dr. Hasan Karrar (Lahore University of Management Sciences, Pakistan) and Defence Chair, Dr. Rosemary Condillac.

    Wishing you all the best with your future endeavours, Julia!

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  • MA GEOG speaker series – students present their research

    On March 5, 2021, the Department had the opportunity to learn more about some of the student research happening in our Master of Arts in Geography Program. A big thanks to Lina, Rebekah, Julia and Hannah for their excellent presentations.

    • Lina Adeetuk presented her research titled, “Rural Youth’s Perspectives on the Significance and Impacts of New Roads: The Case of Kaasa- Zogsa Road, Builsa North District, Ghana”
    • Rebekah Casey presented her research titled, “There’s No Place Like (Rural) Home: Why People Choose Rural Despite Decline”
    • Julia Hamill presented her research titled, “”Molida’, that’s Shimshali Food: Modernization, Mobility, Food Talk, and the Constitution of Identity in Shimshal, Pakistan”
    • Hannah Willms presented her research titled,””Airbnb in the age of a housing crisis: A case study of housing affordability and vacation rental regulations in Niagara Falls, ON”

    We look forward to reading your final research projects in the coming months.

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  • MA in Geography student receives 2020 Graduate Student Research Award

    The Department of Geography and Tourism Studies is pleased to congratulate Geography Master of Arts student, Rebekah Casey (BA Tourism and Environment ’19), who was recently awarded a Faculty of Social Sciences Master of Arts Student Research Award for her research, tentatively titled “There’s No Place Like (Rural) Home: Why People Choose Rural Despite Decline.” Congratulations also to Rebekah’s MA supervisor, Dr. Christopher Fullerton.

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