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We consider here a general nerwork composed by n‐distributed parameters lines (with telegraph‐equations models) and m‐capacitors, all connected by a resistive multiport. An asymptotic stability property drives us to define and evaluate a global parameter (“λ‐delay time”) which describes the speed of signals propagation through the network. Because of its simplicity of calculation and its tightness, the given upper bound of the λ‐delay time is useful in timing analysis of MOS integrated chips.

A network composed by RC distributed parameter lines with resistively grounded nodes is considered. Upper and lower bounds for the transient voltages are inferred. The results are of interest for the signal delay evaluation in VLSI interconnections. A numerical example is presented.

The aim of this paper is to conceptualise entrepreneurial capacity-building as an integrated approach within the international higher education sector. Whilst university–enterprise collaboration is recognised as being essential to promoting graduate employability and entrepreneurship, the lack of an integrated approach towards embedding entrepreneurship education and entrepreneurial capacity-building with an entrepreneurial skill and mind-set prevails in the higher education sector. With reference to the retail sector, increasingly competitive job markets and the need for entrepreneurial capacity-building place growing pressures on universities to nurture career-ready graduates with entrepreneurial acumen.

The theoretical paper presents a rationale for embedding entrepreneurship education into university curricula and for promoting university–business collaboration. Secondly, it reviews the extent to which entrepreneurial capacity-building is institutionally embedded to foster graduate entrepreneurship, university–business collaboration and business incubation within one strategic framework. Finally, the paper proposes five propositions within a tripartite approach that can foster graduate entrepreneurs with entrepreneurial skills and mind-set, useful for existing enterprises and start-ups. The implications for these propositions are discussed.

The authors propose five propositions with a tripartite approach that can foster graduate entrepreneurs with entrepreneurial skill and mind-set, skills for creating enterprises and university–enterprise collaboration within one strategic framework.

Increasingly competitive job markets and the need for entrepreneurial capacity-building place growing pressures on universities to nurture career-ready graduates with entrepreneurial acumen in social science (e.g. retail, business management and accountancy) and science (e.g. pharmacy, architecture and engineering) programmes centred within the tripartite approach.

Whilst university–enterprise collaboration is recognised as being essential to promoting graduate employability and entrepreneurship, the tripartite integrated approach embeds entrepreneurship education and entrepreneurial capacity-building with an entrepreneurial skillset and mind-set in the international higher education sector.

The purpose of this research paper is to evaluate and estimate the cybersecurity maturity and awareness risk for workforce management in railway transportation by using Railway-Cybersecurity Capability Maturity Model (R-C2M2) and Information Security Awareness Capability Model (ISACM), respectively.

This research uses a case study strategy, so primary data comprise the majority of data collected. These data were collected through interviews and questionnaires. The secondary data were collected from the literature, technical reports and standards.

The results show that there is a gap in cybersecurity awareness within the workforce and there is a need to improve this gap. This paper provides some of the recommendations and literature to enhance cybersecurity workforce culture within railway organizations.

In this paper, the authors have demonstrated that cybersecurity awareness has positive impact on the overall dependability of the railway system.

This paper describes the importance of cybersecurity awareness and training in building more cyber resiliency across the operation and maintenance of railway.

Economic growth is defined as growth in the capacity to meet individual and collective consumption demands. Decline in economic growth for a longer period (i.e. recession) occurs as a part of the “The Limits of Growth” concept. During such an economic crisis, three policy concepts can be implemented: “austerity”; “business as usual”; and “fiscal stimulus”. The purpose of this paper is to examine the economic response to the 2008 recession, in the area of sustainable transport system development, in Europe.

The study assesses and identifies the need for investments in transport infrastructure, in particular rail, to remove barriers to developing a sustainable multimodal transport system. Towards this, by analysing secondary data collected from relevant online sources, the paper explores the prospects for sustainable rail freight transport development in Europe, during the recession period. For this, eight EU countries were selected, based on the length of railway lines in use: France, Germany, Italy, Poland, Romania, Spain, Sweden and the UK.

Investment in five transport infrastructures were examined – road, rail, IWT, maritime ports and airports – and the research finds that overall, the “austerity” policy was implemented for investment in rail infrastructure, whereas a modest “stimulus” policy can be observed for investment in road infrastructure. The average investment in IWT infrastructure had a “stimulus” policy, whereas the average investment in Maritime port and Airport infrastructure suggests a “business as usual” policy. Of the various approaches taken in the recent recession period, European rail transport appears to have fared least well.

To some extent, the research is limited by lack of some data (e.g. data unavailability on the UK airport infrastructure investment from year 2006).

The findings of the research will encourage policy makers in national government to invest in sustainable transport infrastructure.

The study suggests that there is a lack of uniform policy response to the recession, in terms of investment in transport infrastructure, and that there is a significant difference between the policy goals set by the EU – modal shift from road to rail and/ IWT to develop a sustainable transport system – and their practice. The author argues for an integrative, common and action-oriented approach to sustainable rail freight system development, by European countries, to develop effective, Europe-wide rail freight corridors, under schemes such as Horizon 2020 and Shift2Rail.

The purpose of this paper is to examine the necessity of longer and/heavier and/or faster freight train operations and their viability in the European context.

Using a case study, the current research applies qualitative methods, including desktop research and informal discussion with the rail freight industry and shippers. The case study is the recently conducted trial of 1.5 km long Marathon freight train in Europe.

The research finds that at this stage there is no commercial necessity of running a 1.5 km long train. There are technical and operational limitations which are less problematic, but the commercial necessity is a must and that will need sufficient traffic volume on a longer route (to justify extra time and cost incurred in marshalling yard and reasonable pre- and post-consolidated rail transport haul). The time required to form up/disperse such large formation could arguably be a major constraint for the train itself as well as for other services run on the same network. The authors agree in principle with the “do more with less” notion and the necessity of faster train concept. Also, the authors are agreeing with the heavier train aspect.

Considering the current and future (more semi-finished and finished, containerised) cargo trend, it is more important that freight train is operated consistently, reliably, and commercially attractive relatively faster and frequent serving moderate distances (around 300+ km). Towards this, the operation of merging two (or more) short trains to form up to 750 m long trains should be explored, in particular on the nine Rail Freight Corridors, to identify the potential and realistic opportunities for commercial deployment of “longer and/or faster and/or and heavier” freight train.

At the moment there is no need of a 1.5 km long freight train to improve the performance of EU railways.

The case study provides an important platform for debate on the contemporary notion of “longer”, “faster” and “heavier” freight trains in the European context.

Retail management has acquired the attention of scholars and practitioners, with many international and prestigious journals specifically relating to the topic. Also, top-tier journals in other disciplines have proposed special issues on the new advances in retailing, with emphasis on the role of new and smart technologies. On the one hand, the research in retailing seems to be prolific; on the other hand, the interest in retail education (from a research and university perspective) seems to be more limited. The purpose of this paper is to capture the (mis)match between the leading universities' offerings and job demand in the UK. In this way, the paper identifies opportunities for educators and researchers to educate future career-ready professionals in retailing and improve research in retail education.

The research evaluates the offer of UK retail education in terms of programmes/courses, focusing on the Russell Group universities for the academic year 2020/2021 (September starts) and the demand of certain skills and competences by the largest retailers in the UK. The study utilizes secondary data based on the courses/programmes specifically related to the retail sector and on the job opportunities through the leading UK grocery retailers.

The findings reveal the extent of the gap between the university educational offerings and the requirements from retailers.

To the best of authors’ knowledge, this paper is the first attempt to capture and compare multiple evidence bases related to academic curriculums and employers' requirements for specific retail competencies.

Given the increased interest in the practical significance of the general attitude towards religious advertising, the purpose of this paper is to examine what influences consumers’ general attitude towards religious advertising in Malaysia.

An analytical research design was used to examine the impact of five factors (attitude towards the purpose/goal of the religious advertising [attitude institution], the quality of the message [attitude instrument], the information presented in the religious advertising about the product [product information], the social image associated with the advertised product [social image] and the hedonic pleasure owing to the advertisement of the product or service [hedonic pleasure]) on the general attitude towards religious advertising. Data were collected using an online survey (n = 210) and were analysed using structural equation modelling method.

The research found that the attitude towards the institution of advertising and the hedonic pleasure significantly influence the general attitude towards religious advertising. However, the quality of the advertisement, social image and product information were found to be insignificant predictors. Overall, this is a surprising result, where consumers place their trust in the reputation of the provider of the product or service and act based on the stimulus of good feeling the advertisement converse to them.

This paper fills the gap in the research, as there are very few studies done on religious advertising. This paper has presented ways to improve practices of religious advertising.

Identifying the barriers that hinder the circularity in the wine industry in Bulgaria and proposing a preliminary circular economy (CE) index for ranking in order of importance the barriers for providing a suitable and replicable model through the contextualization of the study applied at the territorial level.

The article adopts a Fuzzy AHP methodology based on 6 main barriers and 19 sub-barriers to find the weights of the barriers and rank them. The study was conducted in Bulgaria, and it consists of a questionnaire with pairwise comparisons to ask for expert opinions of members of the Executive Board of the National Association of Bulgarian Vinegrowers and additional members of the regional vine and winegrowing chambers.

The study identifies training and education and environmental barriers as the most important among the main barriers whereas, economic barriers are assessed as low impact. Considering the sub-barriers, lack of consumer awareness and interest, unclear taxation for CE, lack of knowledge about environmental emissions (carbon, water etc.) within the supply chains, and lack of digital trends are determined as the most significant sub-barriers.

The preliminary CE index can be practically used and tested, when necessary, by each winemaker according to their understanding and opinion of CE barriers and sub-barriers. The ranking within the CE index can lead winemakers also to decisions related to the company's social policy.

The study uses the Fuzzy AHP methodology with expert opinions to analyze and weigh the main barriers to achieving CE at the micro-level.

This article aims to analyse the strategies of international brewing companies in the Central and Eastern European (CEE) beer market and the development of national beer markets in the region since 1990.

The research is explorative, based on a broad variety of secondary data sources and company interviews.

The findings provide an insight into the approaches of foreign brewing companies operating in CEE markets. Despite some differences in the initial internationalisation motives, target market choice and market entry modes that reflected the strategic priorities of investing brewers, market‐seeking motives, strong brands, marketing intelligence, rapid aggressive internationalization and control over the operations have been the key success factors for Western brewers in CEE.

The secondary nature of the research information is a limitation for the validity of the study. Nevertheless, the triangulation of data sources using various secondary data, supported by in‐company interviews and authors' insights, has aimed at minimising the research bias.

Considering the growth and consolidation in the brewing industry world‐wide, brewers in CEE should focus on further mergers and acquisitions, product diversification/upgrading and brand innovation.

This paper represents an original attempt to assess the trends in the development of the brewing industry in CEE post‐1990. It reflects the impact of international interest on the CEE brewing companies and raises some concerns associated with the preservation of the brewing heritage in the region.