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Student transitions from secondary to tertiary education have attracted global attention as universities and colleges of higher education seek to improve student retention. Over the course of one academic year, I documented the transitional experiences of first-year male Emirati students at a college of higher education in a rural location of the United Arab Emirates (UAE). In this paper I describe four categories of cultural border crossing experiences – smooth, managed, difficult, and impossible – with easier and smoother crossing experiences associated with close congruency (related to the students’ self-perceived attitude and scholastic preparedness as broadly reflected in their competence in their second language, English) between the predominantly Arabic life-world associated with Emirati families and government schooling and the dominant Western/English language culture in institutes of higher education. Additionally, I describe and evaluate students’ cultural border crossing experiences with some Foundation program faculty, finding that those teachers who developed a classroom culture based on Kleinfeld’s (1975) notion of ‘warm demandingness’ and caring rapport-building appeared to have the most positive impact upon the students. Implications from this research have the potential to positively impact both the student and faculty classroom experience in the Gulf tertiary classroom, in addition to improving overall student retention rates.

This paper aims to better understand the linkage between CO₂ emitters and industrial consumers. The border-crossing frequency is applied to calculate the average number of steps that a country takes in relation to the CO₂ emissions of its construction industry. The maximum border-crossing frequency and declining speed of CO₂ transfer are used to reveal the relationship between the length of production chains and the transfer efficiency of construction products.

This paper maps the CO₂ transfer that accompanies global production chains using the frequency of border crossing in the production processes of construction products. As the basic analysis framework, a multi-regional input–output model is adopted to analyse the average border-crossing frequency of CO₂ transfer. Additionally, indicators including the maximum border-crossing frequency and declining speed of CO₂ transfer are employed. Also, the maximum border-crossing frequency and declining speed of CO₂ transfer are used to reveal the relationship between the length of production chains and the transfer efficiency of construction products.

The results indicate that 85.49% of the CO₂ in construction products needs to be processed in at least one country, reflecting that direct trade is the major pattern of transfer of CO₂ from primary producers in global construction industries. The maximum border-crossing frequency is 4.88 for 15 economies, meaning that construction products cross the international borders up to 4.88 times before they are absorbed by the final users. The scale of the average border-crossing frequency ranged from 1.16 to 1.87 over 2000–2014, indicating that the original construction products crossed the international borders at least 1.16 times to satisfy the final demand of the consuming countries.

The data from the economic MRIO tables in the WIOD are only available until 2014, which is a limitation for conducting this research in recent years.

The fragmentation of production is not only reshaping global trade patterns, but also leading to the separation of CO₂ emitters and final consumers in production chains. A growing number of studies have focussed on the impact of production fragmentation on accounting for regional and national CO₂ emissions, but little research has been done at the scale of a specific industry. The major contribution of this paper lies in mapping the CO₂ emissions that accompany the production chains of construction products from the perspectives of both magnitude and length. Additionally, this paper is the first to propose using maximum border-crossing frequency and declining speed to analyse the characteristics of global production chains induced by the final demand of major economies for construction products.

This paper reports on the results of a research project aimed at estimating the costs of border crossing transit time and uncertainty for the U.S. and Canadian economies. The cost estimates are based on a review of prior reports, some 20 site visits to seven key crossings, and 173 interviews of knowledgeable organizations/persons. The key finding is that border transit time and uncertainty are costing some U.S.$4.01 billion, or 1.05% of total 2001 merchandise trade, and 1.58% of truck-based trade levels. The primary implication of the research is that it provides a baseline estimate of costs that can be used in cost-benefit analysis of alternative border management strategies.

Purpose – Examined here are some of the tenets of social capital in the context of the migrants’ crossing the U.S.–Mexico border without official authorization. Using this context helps identify how social capital development is weakened by the structural and gendered dimensions of migration, contributing to the rise in undocumented border crosser deaths since 1993.

Approach – A selection of published works provide an overview of social capital, and in particular, how the framework has been used to further our understanding of the process of migration and immigrant settlement in new destinations. The principles of social capital are then examined in light of women's border crossing experiences and used to argue that migrants from emerging migrant-sending states in southern and central Mexico have had less time to accumulate resource-enhancing migration-related social capital. The narratives of repatriated women collected during research on the border in 2006–2007 are used to illustrate how controlling environments undermine the acquisition of social capital at a critical time.

Findings – The selection of narratives of women who were repatriated after attempting to cross into the United States without authorization illustrate the perilous interplay of hardening border enforcement and multiplying illicit border smuggling organizations. The outcome is the downward leveling of social capital on the border that potentially poses greater life-threatening risks for migrants.

Originality/value – This study provides a theoretical understanding that can be used to explain rising levels of violence along the U.S.–Mexico border that increasingly engulf migrants fleeing poverty in Mexico.

The authors respond to the special edition call for papers which explore the intersection between equity pedagogy and open educational practices (OEPs). The purpose of this study is to address the question “In what ways are educators ensuring equity in open educational practices (OEP)?” by investigating the use of OEPs in a first-year Cultural Capability unit at an Australian University. The Cultural Capability unit and this study are underpinned by concepts of border crossings (Aikenhead, 1996) across the cultural interface (Nakata, 2007) enabled by modelling and practicing collaborative power relations (Cummins, 2000).

This study uses a qualitative content analysis method to analyse three textual data sets from students (interviews, writing samples and unit evaluation comments), for insights into students’ learning experiences and outcomes related to OEPs used in the unit.

The OEPs used in the unit support working across multiple knowledge systems, disciplines and conceptual boundaries. The unit’s OEPs facilitate border crossings amongst multiple subcultures and share power to induce participation and give students language to discuss how they might cross borders in the wider cultural interfaces they are learning and working in.

This study extends the theorising of OEP to introduce cultural border crossings and collaborative relations of power as examples of values-centred OEPs in the service of emancipatory learning in multi-cultural contexts. This study extends the practical applications of OEPs to making space for Indigenous and global students’ perspectives as valuable in the development of cultural capabilities.

The Polish–Slovak borderland is a mountainous area with extraordinary natural conditions for tourism development. The main aim of this chapter is to analyze theoretical aspects of a relationship between transport and tourism and to assess selected changes in cross-border transport that have influenced tourism in Polish–Slovak tourism regions. We have tried to answer the questions on changes in transport infrastructure (based on the analysis of the cross-border projects) and public transport (based on the analysis of timetables of the cross-border public transport connections) in the borderland during the last 30 years and to answer the question whether these changes are in accordance with the sustainable development goals. The Polish–Slovak border is seen as a barrier to transport. The increasing cross-border movement of people and goods through Polish–Slovak border after 1989 required the opening of new border crossings and the construction of new cross-border transport infrastructure. Investments to the road infrastructure have led to using of individual automobile transport. Public transport is currently of marginal importance in cross-border transport. The three cross-border rail lines are in poor technical condition, and plans for their modernization are uncertain. Bus transport has been limited on two tourist-oriented lines in the central part of the borderland. In terms of the structure of the use of means of transport, therefore, no change in trends should be expected and most of the incoming people will continue to cross the Polish–Slovak border by their own means of communication. What is worrying, in the future, in the absence of modernization of the railway infrastructure and no organizational measures, there will be a further decline in the importance of public transport in relation to individual road transport.

Trade and transport facilitation is a challenging area for international logistics and supply chains. A major problem in the area is the lack of a specific framework to support measurement and analyses of performance aspects concerning border‐crossing operations. The purpose of this study was to develop a framework for the area comprising strategic performance objectives of operations.

The framework derived from a theoretical and empirical basis. The empirical method involved a Delphi study with 11 experts with recognised knowledge in the area of international logistics and supply chain. The framework was validated through a substantive validity test conducted in a pilot study with 20 managers from organisations operating in a major international seaport overseas.

The study developed a framework structured by critical operations performance factors operationalised in terms of trade and transport facilitation aspects.

The framework was pre‐tested in a specific context in Brazil. Its construct validity and reliability require further testing and refinement.

The framework provides reference for the definition of priorities and targeted initiatives in specific areas of trade and transport operations at border‐crossing levels. The initiatives can be aligned with relevant strategic performance objectives of operations in general.

The theoretical, empirical, and practical issues addressed in the research provide an insightful basis for future research and managerial initiatives. The framework defined in the study offers robust measures that allow academics and practitioners to understand and address critical aspects inherent in the operational dimension of trade and transport facilitation.

The purpose of this paper is to provide new insight concerning a relatively understudied phenomenon in the medium sized enterprise (SME) internationalisation and international entrepreneurship literature; the internationalisation of firms crossing the border to only one adjacent foreign country. These firms are called border firms. This study explores the variety of internationalisation patterns of border firms.

The study is based on theoretical perspectives related to speed of internationalisation and country embeddedness, and uses empirical data from seven Norwegian case companies operating across the border between Norway and Russia.

Three different internationalisation patterns of border firms are empirically identified and described; an early single-country path, a born-again border path and a born border path. Then, a model of the distinctive cross-border pathway is developed.

Several limitations of this study have implications for further research, such as sample size and setting, the new perspective on country embeddedness and questions related to generalisation of the findings.

The study has implications for both entrepreneurs and policy-makers. It demonstrates that internationalisation is not always about “going global” and is sometimes simply a matter of “hopping” across the nearest border. The model demonstrates different possible patterns for how to achieve or support this in practice.

This study contributes to theory-building in the field of SME internationalisation and international entrepreneurship in three ways. First, it identifies and defines an interesting but neglected type of international venture; border firms. Second, it explores the different start-up patterns of these firms, their speed and embeddedness. Third, it offers a theoretical framework of the distinct cross-border pathway of internationalisation.

The purpose of this paper is to describe an economic region straddling the Canada‐USA border between Ontario and Michigan from historical and contemporary perspectives. It aims to highlight policy challenges for federal, state, provincial and municipal governments.

This paper provides a general review based on academic literature, government and consultant reports and data from a variety of sources. It begins with a historical review of the study regions. This is followed by a more detailed contemporary review of conditions arising since the attacks of September 11, 2001. A number of possible and ongoing policy options for various orders of government are then described.

The paper finds that Ontario and Michigan comprise a highly integrated economic region with a particular focus on automotive production. Within that region the Canada‐USA border is a key transportation bottleneck whose impedance effect has gotten worse in the aftermath of September 11, 2001. A variety of policies have been implemented to try to reduce the cost of the border with mixed success and there is little cross‐border interaction among lower orders of government.

To the best of the author's knowledge there has been no other paper published in an academic journal that describes the history, current situation and policy issues of the study region. The value of this paper lies in providing a multidisciplinary overview and a starting point for further research on the region.