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In Canada, grain handling is an important agri-business that has traditionally been cooperative in nature (for example, Saskatchewan Wheat Pool). At the same time the industry is heavily regulated. There has been a dramatic change in the structure of the industry over the past 20 years and there are currently no major cooperatives present in the market. If the “yardstick effect” hypothesis of the role of cooperatives in an imperfectly competitive market is true, the disappearance of cooperatives could result in the ability of remaining firms to exercise market power over producers. To investigate the impact of changes in ownership structure in the market, we estimated two types of pricing games that might have been played between a cooperative, Saskatchewan Wheat Pool (SWP) and an investor-owned firm (IOF), Pioneer Grain (PG) in the Saskatchewan wheat-handling market over the period 1980–2004, with different assumptions about their pricing behavior imposed. We find that SWP and PG have likely been playing a Bertrand pricing game in the market over the period. We thus conclude that SWP, as the largest cooperative in the market, likely played a “yardstick effect” role in the market.

This study develops a method for categorizing airports based on the amount of cargo each airport handles in relation to its passenger traffic. Such a categorization allows for systematic comparisons of airports largely specializing in cargo with those that have more balanced freight/passenger roles. The results show that cargo-focused hub airports (i.e., major cargo-handling airports that handle little or no passenger traffic) in the continental United States shoulder a growing burden in freight movement. One of the most successful of these, Chicago Rockford International Airport, has risen to become the 15th largest airport with respect to domestic cargo shipments on the US mainland, while Texas's Fort Worth Alliance Airport and Seattle's Boeing Field also rank among the top 50. A considerable amount of volatility, however, has accompanied the evolution of this specialized grouping of airports over the past 20 years. Presently, among the 100 airports on the U.S. mainland handling the most domestic freight, cargo-focused hub airports serve only a secondary role, handling less than 5% of domestic air freight shipments as measured by weight. Most major hubs operated by air-freight integrators, such as those developed by FedEx and UPS at Memphis, TN, and Louisville, KY, respectively, are at mixed-purpose airports that have a greater balance of passenger and freight activity. The findings point to some of the unique challenges facing airports that specialize in the movement of freight.

Purpose – The purpose of the chapter is to introduce an actor-centered conflict perspective into research on multinational company (MNC) coordination. We first develop a theoretical framework of conflictual processes in MNC coordination and then use an empirical study of a German MNC in Japan to illustrate how cultural coordination in MNC subsidiaries triggers conflict processes.

Methodology/approach – The chapter integrates conflict theory and models of MNC coordination. The empirical study is based on qualitative data.

Findings – Coordination programs in MNC such as cultural integration through shared values lead to substantial conflictual processes. Local actors apply micro-political tactics to resist, delay or adjust coordination instruments developed by MNC headquarters.

Originality/value of chapter – The chapter applies conflict theory to MNC coordination issues, a field of research which so far is dominated by contingency approaches.

Purpose: This study purposes to explore the numerous factors that had affected the tourism industry during the novel coronavirus outbreak in India. It also discusses the guidelines, directives and measures proposed by reputed agencies and organisations on the importance of education and training of the staff and consumers to boost their confidence in travelling and enhance their re-visit and re-purchase intentions.

Design/Methodology/Approach: A comprehensive literature review of the directives, guidelines and measures proposed by World Health Organization (WHO), Food safety and standards Authority of India (FSSAI), Federation of Hotel and Restaurant Association of India (FHRAI) will be done to explore the possibilities that are emerging for the revival of the hospitality industry in India, especially through education and training.

Results: This study based on the review of literature discussed the various guidelines on safety and hygiene concerning COVID-19 based on the different sub-sectors of the entire tourism industry (Accommodation, Airlines and Attractions) including areas where their implementation is required, for example, guest handling at front of the house areas, receiving and material handling, guest rooms, restaurants, kitchens, room service, linen handling, customer handling in airlines and airports and guest transportation.

Originality: This study will be useful for the stakeholders in tourism to re-draft their standard operating procedures to thrive back and instil trust amongst the tourists related to their safe and healthy stay at the hotels. It will also help the stakeholders to appropriately train their employees and give their guests an unforgettable and safe inclusive hotel experience.

European air transport policy, emerged through the confluence of case law and legislation, in four broad areas: liberalization, safety and security, greening, and the external policy. Following the implementation of the single market for air transport, policy shifted to liberalizing and regulating associated services and in recent years to greening, the external aviation policy, and safety and security. Inclusion of air transport in the Environmental Trading Scheme of the European Union exemplifies the European Commission’s proactive stand on bringing the industry in line with emission reduction trajectories of other industries. However, the bid to include flights to third countries in the trading scheme pushed the EU into a controversial position, causing the Commission to halt implementation and to give ICAO time to seek a global multilateral agreement. The chapter also discusses how the nationality clauses in air services agreements breached the Treaty of Rome, and a court ruling to that effect enabled the EC to extend EU liberalization policies beyond the European Union, resulting in the Common Aviation Area with EU fringe countries and the Open Aviation Area with the USA. Another important area of progress was aviation safety, where the EU region is unsurpassed in the world, yet the Commission has pushed the boundary even further, by establishing the European Safety Agency to oversee the European Aviation Safety Management System. Another important area of regulatory development was aviation security, a major focus after the woeful events in 2001, but increasingly under industry scrutiny on costs and effectiveness. The chapter concludes by arguing that in the coming decade, the EU will strive to strengthen its position as a global countervailing power, symbolized in air transport by a leadership position in environmental policy and international market liberalization, exemplified in the EU’s external aviation policy.

Food-borne illnesses are common worries for tourists. In-flight food safety issues reflect the interrelated factors arising from an expanding airline industry, with its increased passenger loads, extended flight times, and multiple service activities. Adapting to these new challenges, and especially the global spread of food-borne diseases, requires an understanding of the cabin crew role as food handlers and the risks associated with this task. This chapter outlines the key factors that determine the safe delivery of in-flight food services, highlights the benefits of best practice to airline operators, passengers, and tourism boards, and addresses the policy implications for airline regulators and national health authorities.

Supply chains deliver goods and services between shippers and receivers, covering collection, transportation, distribution as well as their handling and storage in between. In particular, transportation services are carried out by different transport modes. In some modern supply chains, different categories of air cargo carriers – combinations, freighter-only, and/or integrators – provide critical transport services.

This chapter develops a methodology for estimating the performance of supply chains served by an air cargo carrier network. The methodology is based on indicators of infrastructure use, technical/technological level, operational factors, economic factors, and environmental performance. This proposed methodology is applied to estimate performance of supply chains served by an integrated air cargo carrier – FedEx Express – operating a single hub in the US domestic air network. Results indicate that the methodology may be useful for estimation of overall supply chain performance under the condition that relevant data are available.