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The continued rise in e-commerce has contributed to recent growth of the air cargo industry. In addition, international demand for low volume-high value products as well as time-sensitive goods continues to enhance demand for air cargo services. This volume consists of 11 chapters exploring whether this transportation sector has positioned itself to successfully take advantage of the economic opportunities associated with changing global demand for goods and demand for timely transportation services. Areas of analysis cover costs and competitiveness, shipper services and air cargo demand, along with international competition and economic development. Employing various empirical techniques and theoretical perspectives, these chapters help the reader to understand the methods by which air cargo companies provide efficient and increasingly affordable services, and also how the use of these services enhances economic growth and development.

A growing body of work suggests that welfare and punishment should be understood as alternative, yet interconnected ways of governing poor and marginalized populations. While there is considerable evidence of a punitive turn in welfare and penal institutions over the past half century, recent studies show that welfare and carceral institutions increasingly comanage millions of people caught at the intersection of the welfare and penal sectors. The growth of “mass supervision” and the expansion of the social services sector help explain the blurring of welfare and punishment in the United States in daily practice. We suggest that these developments complicate the idea of an institutional trade-off and contend that welfare and punishment are best understood along a continuum of state management in which poor and socially marginalized populations are subjected to varying degrees of support, surveillance, and sanction. In presenting the punishment–welfare continuum, we pay particular attention to the “murky middle” between the two spheres: an interinstitutional space that has emerged in the context of mass supervision and a social services–centric safety net. We show that people caught in the “murky middle” receive some social supports and services, but also face pervasive surveillance and control and must adapt to the tangle of obligations and requirements in ways that both extend punishment and limit their ability to successfully participate in mainstream institutions.

“Cargo tariffs are agreed through the IATA machinery, and in theory approved by governments….the IATA Tarff Coordination Conferences still agree cargo tariffs on over 200,000 separate routes. But these tariffs bear little relevance to what is actually charged in the marketplace.” (Doganis, 2002)

“The stipulations ICAO standards contain never supersede the primacy of national regulatory requirements. It is always the local, national regulations which are enforced in, and by, sovereign states, and which must be legally adhered to by air operators making use of applicable airspace and airports……ICAO is therefore not an international aviation regulator, just as INTERPOL is not an international police force. We cannot arbitrarily close or restrict a country's airspace, shut down routes, or condemn airports or airlines for poor safety performance or customer service. Should a country transgress a given international standard adopted through our organization, ICAO's function in such circumstances…….is to help countries conduct any discussions, condemnations, sanctions, etc., they may wish to pursue, consistent with the Chicago Convention and the Articles and Annexes it contains under international law.” (ICAO, 2021)

In spite of being a growing liberalized global industry served by many firms, much of the international air cargo sector operated as an admitted cartel from 1999 through 2006. Partly due to the way the cartel was discovered, it seems very little empirical analysis to date has been done about the case. We use publicly available airline data to examine whether a diligent antitrust authority could have identified cartel/collusive behavior using established empirical methods. Our findings point to a regulatory failure in an industry whose long-standing business practices effectively “slipped through the cracks,” failing to protect the many shippers of air cargo.

To implement and assess an intervention designed to promote gender equity and organizational change within STEM departments in two Colleges at a single Research High university. Department climate impacts the retention and success of women faculty.

A survey was administered both before and after the department intervention in order to capture departmental change on variables that measure a positive climate for female faculty.

Across all of the science and engineering departments, levels of Collective Efficacy toward Gender Equity significantly increased while levels of Conflict significantly decreased after the department facilitation. In the science departments, the level of Vicarious Experience of Gender Equity among faculty significantly increased while in the engineering departments levels of faculty Dependence significantly decreased. There was a statistically significant decrease in Optimism about Gender Equity among the science faculty.

Organizational change within universities has been documented as slow and labor intensive. Departmental climate, particularly interactions with colleagues, remains an area wherein women continue to feel excluded. The departmental intervention resulted in measurable improvements in key aspects of climate critical to women’s success (e.g., reductions in conflict and dependence; increases in collective efficacy) as well as more realistic view of the effort needed to attain gender equity (decrease in Optimism).

Purpose – This chapter considers the consequences on liberty in relationship to the development of the international problem-solving court movement.

Design/methodology/approach – The research, which relies principally on ethnographic fieldwork in six different common law countries (England, Ireland, Scotland, Australia, Canada, and the United States), explores the development of local problem-solving courts in each jurisdiction. These include drug courts, community courts, domestic violence courts, and mental health courts. The ethnographic fieldwork was supplemented with data from various other sources, including government reports, parliamentary debates, evaluations of individual court programs, publications issued by various advocacy groups, media accounts, public statements and articles by problem-solving court judges, and analyses of specialty courts in law reviews and other academic journals.

Findings – The research reveal that the five countries outside of the United States demonstrate greater concern with protecting the dignity of the court, due process, and individual rights – or what the Australians refer to as open and natural justice.

Originality/value – It is the first large-scale comparative study of problem-solving courts in the common law countries where the movement is most advanced.

Back in 2005 lawyers for the Milwaukee school board decided to exclude Viagra and similar erectile dysfunction (ED) drugs from health coverage for the teachers’ union because, well, they were simply too expensive.¹ And besides, so the school board explained, such drugs are used primarily for recreational sex and are not a medical necessity.

James J. Chriss received his Ph.D. in sociology from the University of Pennsylvania in 1994. He is currently Professor in the Department of Sociology and Criminology at Cleveland State University. His latest book is Beyond Community Policing: From Early American Beginnings to the 21st Century (Paradigm Publishers, 2010).

Since 2000, the value of aircraft assets imported to – and exported from – the Irish economy has increased significantly. In each case, these figures represent a marked rise over a 17-year period. This gives rise to some simple questions: what are the dynamics that give rise to a small, open economy's demand for aircraft assets on this scale? Indeed, is it merely a reflection of our island location or is there something more at play? And can we comment on the role of the air cargo industry in this demand? Ireland's growing aircraft leasing industry is internationally orientated with Ireland emerging as an important hub for this industry. A recent industry estimate noted that nine of the world's 10 largest aircraft leasing companies are located in Ireland with the number of aircraft managed in Ireland at 3,500 (or 50%) of the entire global fleet of leased aircraft. This, in part, is an important contributor to this demand for aircraft assets. The objective of this research is to examine the flow of imports and exports of aircrafts to, and through, Ireland using Eurostat's International Trade in Goods Statistics (ITGS) dataset. The authors also use the International Trade in Services series in the Balance of Payments in order to consider the value, and relative scale, of the services provided by air freight operators in order to provide some context to the role of the air cargo sector.