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Sen has recently acknowledged his “immense” debts to the liberal tradition of J.S. Mill and, to much lesser extent, to T.H. Green. This essay explores how identifying himself so enthusiastically with Mill sheds light on one’s understanding of Sen’s defense of the capabilities approach. But trying to understand him through the lens of Mill can be a double-edged sword. Sen not only risks causing his readers to append too much Mill to capabilities liberalism, but he also risks encouraging them to misinterpret Mill. These implications naturally bear significantly on how compelling readers find both Sen’s conception of distributive justice and the public policy recommendations based on it. Besides exploring some of the problematic implications of Sen’s readily identifying with Mill’s liberalism in particular, this essay also speculates on what it means to identify with any political philosophical tradition and how such identification colors and adds momentum to both one’s political theorizing and practical recommendations. The paper aims to discuss these issues.

Textual interpretation.

As noted above, this paper examines how Sen’s esteem for J.S. Mill sheds light on the capabilities approach. It also suggests that using Mill to understand Sen better is fraught with difficulties.

The paper also speculates on what it means to identify with a particular political philosophical tradition much as Sen identifies with Mill’s liberalism.

This paper also explores how such identification with a particular political philosophical tradition colors and adds momentum to both one’s political theorizing and practical recommendations.

Using Mill to understand Sen better is certainly worthwhile. On the other hand, doing this sort of thing risks distorting Mill and even Sen.

Sustainable transport is often defined according to energy efficiency and environmental impacts. With global approval during Habitat III, however, a set of Sustainable Development Goals have become the focus for human development until 2030, underlining the relevance of health, equity and other social issues.

These goals raise the challenge of achieving significant progress towards ‘transport justice’ in diverse societies and contexts. While exclusion occurs for different reasons, discrimination, based on cultural roles, combines with sexual harassment and other mobility barriers to limit women’s mobility. This makes gender an area of particular interest and potential insight for considering equity within sustainability and its social components.

Using data from Metropolitan Santiago to ground a conceptual exploration, this chapter examines the equity implications of women’s travel patterns and sustainable transport. Key findings underline the importance of considering non-work trip purposes and achieving better land-use combinations to accommodate care-oriented trips. Moreover, barriers linked to unsafe public transport environments limit women’s mobility and, therefore, their participation. Women account for a disproportionately high number of walking trips, a situation that can be interpreted as ‘greater sustainability’ in terms of energy use and emissions, but suggests significant inequalities in access. Environmental and economic sustainability gains may be achieved at a high social cost, unless specific measures are taken.

The dominant paradigm of world trade patterns posits two principal features. Trade between North and South arises due to traditional comparative advantage. Trade within the North, largely intra-industry trade, is based on economies of scale and product differentiation. The paradigm specifically denies an important role for endowment differences in determining North–North trade. We demonstrate that trade in factor services among countries of the North is systematically related to endowment differences and large in economic magnitude. Intra-industry trade, rather than being a puzzle for a factor endowments theory, is instead the conduit for a great deal of this factor service trade.

Limited, dated information is available to school administrators concerning the influence that the built learning environment has on academic achievement. Given the population increases, volatile standardized test scores, demand for new schools, and deplorable conditions of school facilities in the United States, it is timely to investigate this neglected aspect of educational research. In the face of radical technological changes and curriculum innovations, much of the new public school architectural design is tied firmly to past and outdated practices. Currently reform advocates push for program change to occur, while voicing minimal concern for the often obsolete and shabby physical environments of the schools where the program improvement is to evolve. With these problems representing the educational need, the specific purpose of this study was to determine how school architectural design factors might influence student achievement scores in elementary schools. A total of seven design factors were found to correlate with student learning outcomes.

This chapter provides a theory model of trade finance to explain the “great trade collapse.” The model shows that, first, the riskiness of international transactions rises relative to domestic transactions during economic downturns; and second, the exclusive use of a letter of credit in international transactions exacerbates a collapse in trade during a financial crisis. The basic model considers banks’ optimal screening decisions in the presence of counterparty default risks. In equilibrium, banks will maintain a higher precision screening test for domestic firms and a lower precision screening test for foreign firms, which constitutes the main mechanism of the model.

A review essay on Ronald Findlay, Lars Jonung and Mats Lundahl, eds. Bertil Ohlin: Centennial Celebration (1899–1999). Cambridge, MA: MIT Press, 2002. Pp. xvi, 546. $60.00. The Swedish economist Bertil Ohlin was born in 1899 and died in 1979. Less than half of his professional life he spent as a full time academic scholar in economics. He was a student at the University of Stockholm and was supervised by his teachers, Gustav Cassel and Eli Heckscher. In 1922, Ohlin presented his licentiat thesis where he set out the ideas later conceptualised as the Heckscher-Ohlin model. Two years later, in 1924, he took his doctoral degree under Cassel with a dissertation simply called Handelns teori (The Theory of Trade). A longer version of this dissertation was later published in English as Interregional and International Trade (1933). This work made him a famous trade theorist in a line of tradition going back to Ricardo and Torrens. Paul Samuelson in 1941 coined and immortalised the term “the Heckscher-Ohlin theorem” which he and Wolfgang Stolper developed further in a famous article in the Review of Economic Studies (1941) entitled “Protection and Real Wages.” Already at the age of 26 the bright young man Ohlin became a professor in economics at the University of Copenhagen and five years later he was appointed to a chair in the same subject at Handelshogskolan (The Stockholm School of Economics) in Stockholm.

One of the most effective instruments in a CEO’s toolkit is a realistic, actionable strategic plan that is implemented effectively. Unfortunately, many companies spend millions of dollars on strategic plans that reside on bookshelves and never get opened. In addition to not being used, sometimes these plans represent great strategic thinking but aren’t aligned with customers’ critical problems, or they are so generic that any company’s name could be on the title page. Accordingly, it’s not surprising that companies haven’t implemented the plans they already have.