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This article analyzes the implementation of anti-corruption reforms in Taiwan by two former presidents, Chen Shui-bian (2000-2008) and Ma Ying-jeou (2008-2016).

A three-tier research approach, including in-depth interviews, questionnaire survey, and descriptive and inferential analysis, is adopted. In addition to Chen and Ma, 11 senior anti-corruption officials who served under both presidents were interviewed by the author. The survey questions cover 12 factors which are later grouped into the five dimensions of ethical leadership, considerate leadership, delegating leadership, participatory leadership, and performance to illustrate the causal relationship between these dimensions and performance.

Ma’s personal ethics are distinct from Chen’s in kind but Ma’s overall leadership and performance outshine Chen’s in degree rather than in kind. While the gap of ethical leadership between two Taiwan presidents is significantly wider than other dimensions of leadership, the outcome of the national integrity is not proportionate to the ethical leadership gap. In other words, personal ethics are not automatically transformed into political will for enhancing anti-corruption effectiveness. Three popular forms of corruption, red envelopes (bribing), influence-peddling, and vote-buying are analyzed in the context of changing political culture through national leadership. Unfortunately, both Chen and Ma produce insignificant contributions based on public surveys.

Policy-makers and scholars can use these research findings to further explore how ethical leadership can enhance a country’s anti-corruption performance.

In the big data era, image compression is of significant importance in today’s world. Importantly, compression of large sized images is required for everyday tasks; including electronic data communications and internet transactions. However, two important measures should be considered for any compression algorithm: the compression factor and the quality of the decompressed image. In this paper, we use Frei-Chen bases technique and the Modified Run Length Encoding (RLE) to compress images. The Frei-Chen bases technique is applied at the first stage in which the average subspace is applied to each 3 × 3 block. Those blocks with the highest energy are replaced by a single value that represents the average value of the pixels in the corresponding block. Even though Frei-Chen bases technique provides lossy compression, it maintains the main characteristics of the image. Additionally, the Frei-Chen bases technique enhances the compression factor, making it advantageous to use. In the second stage, RLE is applied to further increase the compression factor. The goal of using RLE is to enhance the compression factor without adding any distortion to the resultant decompressed image. Integrating RLE with Frei-Chen bases technique, as described in the proposed algorithm, ensures high quality decompressed images and high compression rate. The results of the proposed algorithms are shown to be comparable in quality and performance with other existing methods.

The anticipated benefits of connected and autonomous vehicles (CAVs) include safety and mobility enhancement. Small headways between successive vehicles, on one hand, can cause increased capacity and throughput and thereby improve overall mobility. On the other hand, small headways can cause vehicle occupant discomfort and unsafety. Therefore, in a CAV environment, it is important to determine appropriate headways that offer a good balance between mobility and user safety/comfort.

In addressing this research question, this study carried out a pilot experiment using a driving simulator equipped with a Level-3 automated driving system, to measure the threshold headways. The Method of Constant Stimuli (MCS) procedure was modified to enable the estimation of two comfort thresholds. The participants (drivers) were placed in three categories (“Cautious,” “Neutral” and “Confident”) and 250 driving tests were carried out for each category. Probit analysis was then used to estimate the threshold headways that differentiate drivers' discomfort and their intention to re-engage the driving tasks.

The results indicate that “Cautious” drivers tend to be more sensitive to the decrease in headways, and therefore exhibit greater propensity to deactivate the automated driving mode under a longer headway relative to other driver groups. Also, there seems to exist no driver discomfort when the CAV maintains headway up to 5%–9% shorter than the headways they typically adopt. Further reduction in headways tends to cause discomfort to drivers and trigger take over control maneuver.

In future studies, the number of observations could be increased further.

The study findings can help guide specification of user-friendly headways specified in the algorithms used for CAV control, by vehicle manufacturers and technology companies. By measuring and learning from a human driver's perception, AV manufacturers can produce personalized AVs to suit the user's preferences regarding headway. Also, the identified headway thresholds could be applied by practitioners and researchers to update highway lane capacities and passenger-car-equivalents in the autonomous mobility era.

The study represents a pioneering effort and preliminary pilot driving simulator experiment to assess the tradeoffs between comfortable headways versus mobility-enhancing headways in an automated driving environment.

This paper aims to discuss how transnational universities create negative and positive social impacts on their host communities and what this means for campus sustainability and the expectation that universities contribute to sustainable development and to their local communities.

Using mixed methods, a multiple case study approach and qualitative meta-analysis, this study considers six transnational university campuses in China in terms of their relationship with local communities.

Because of the good reputation of universities generally, local residents tended to accord a social licence to operate (i.e. approval) to new university campuses. However, universities generally do not manage their social impacts, as well as many other industries and generally fail to consider the corporate social responsibility issues and the environmental, social and governance aspects of their activities. To improve their social licence to operate and grow and to meet expectations around “university social responsibility”, campus developments should observe key international principles and human rights standards: full disclosure of information; effective community engagement; appropriate resettlement and livelihood restoration; effective harm reduction procedures; provision of local benefits (benefit sharing); monitoring and adaptive management and implement a grievance redress mechanism.

This paper encourages broader thinking about sustainability in a higher education context and about what university social responsibility entails. Specifically, this study argues that the relationship between universities and their host communities also needs to be considered, especially during campus construction.

This paper analyses the importance of leadership and culture in combating corruption in Hong Kong SAR, Japan, Malaysia, New Zealand, Singapore and Taiwan.

This paper is based on the comparative analysis of the effectiveness of the anti-corruption measures in the studies of six selected countries/regions in this special issue of Public Administration and Policy. The contributors in this special issue were invited because of their publications on combating corruption in the six countries/regions.

The critical variable ensuring the effectiveness of combating corruption is the strong political will of the leadership in changing the culture of corruption in the country/region by implementing a zero-tolerance policy toward corruption, as shown in Singapore and Hong Kong. In New Zealand’s case, leadership plays a less important role because of the population’s emphasis on equality and egalitarianism and its reliance on the Ombudsman and Serious Fraud Office to curb corruption. However, the corrupt leadership of Tanaka Kakuei in Japan, Najib Rajak in Malaysia, and Chen Shui-bian in Taiwan, demonstrates clearly their insidious impact of consolidating their kleptocratic rule in these countries/regions.

As the role of leadership and culture in combating corruption has not been given sufficient attention in the literature, this paper attempts to rectify this neglect by demonstrating that the political leaders in Singapore and Hong Kong, and to a lesser extent, New Zealand, have succeeded in minimising corruption while their counterparts in Japan, Taiwan and Malaysia, have failed to do so.

A number of literature contributions have underlined the importance of developing value-added logistics activities or VALS in order to help improve customers’ satisfaction. However, there is usually very little attention given regarding where to perform these VALS. This study aims to: (1) identify a comprehensive set of factors which may influence the location of VALS, (2) to analyze to what extent those factors influence location decisions, and (3) to distinguish the determinants behind the location choices for distribution centers and for the kind of VALS that will be developed in these distribution centers.

In this paper, we will present a conceptual framework on the locations of VALS in view of the identifying determinants for assigning VALS to logistical centers. We argue that the optimal location of VALS is determined by complex interactions between the determinants at the level of the choice of a distribution system, distribution center location factors, and different logistical characteristics regarding products.

This study aims to develop a competitive dynamics model of container shipping liners, one which examines how inter-firm network embeddedness would affect inter-firm rivalry such as the likelihood of a competitive action of a focal firm and the likelihood of its rivals’ response and how the inter-firm rivalry then has an influence on the market share of the focal firm. Structural and relational network embeddedness between a focal firm and its competitors would be investigated as drivers of the likelihood of the competitive action and response. The theoretical framework on the relationship between network embeddedness, inter-firm rivalry and market share in the liner shipping industry will be developed and relevant propositions are then suggested in relation to the model. This attempt may provide meaningful insights for managers and academic researchers into the key factors which affect the inter-firm rivalry between shipping liners and may also detail the impact of inter-firm rivalry on the focal firm’s market share. This research would therefore contribute to the development of the competitive strategy of container shipping companies so as to help them strategically manage their rivals’ competitive behaviors and maximize their market share.

Urban MICE competitiveness research consists of two clusters, one that is public-statistics-based and another that is questionnaire-based. Supply-side research on urban MICE competitiveness is rare. Based on the findings of Chen (2014) and other scholars, the purpose of this paper is to design counterpart statistical indicators to empirically analyze CMCA member cities.

After calculating the standardized Z value of the original statistical data for 17 CMCA member cities, the authors conducted confirmatory factor analysis for the first-level principal components, based on which hierarchical clustering was performed; then, regression analysis was conducted with the MICE profit factor as the dependent variable and the cost factor, tight support factor and facilitating factor as the independent variables to support publishing articles.

The confirmatory factor analysis showed that the urban MICE competitiveness indicators from the supply-side perspective include the profit factor, cost factor, tight support factor and facilitating factor.

On the basis of research findings from the demand perspective and the literature review, the authors constructed an urban MICE competitiveness indicator system from the perspective of the supply side and conducted principal component analysis. However, because of the inaccessibility of panel data, the current data were only sufficient to conduct the research. If panel data could be acquired, further research could be conducted to perfect the current indicator system for urban MICE competitiveness.

The findings suggest that tourism total income, tourism foreign exchange income, inbound tourist number, number of exhibitions, exhibition area, number of UFI member cities and number of ICCA member cities were the main reason for the gap between different cities’ competitiveness and the reform focus for improving urban MICE competitiveness. The cost factor had a significantly negative influence on urban MICE competitiveness, implying that the higher the average hotel room price and revenue per available room, the less competitive the MICE host city is.

The tight support factor exerts a significant positive influence on urban MICE competitiveness from the supply-side perspective, while the cost factor exerts a significant negative influence. The findings suggest that the tourism total income, tourism foreign exchange income, inbound tourist number, number of exhibitions, exhibition area, number of UFI member cities and number of ICCA member cities were the main reason for the gap between different cities’ competitiveness and the reform focus for improving urban MICE competitiveness. The cost factor had a significantly negative influence on urban MICE competitiveness, implying that the higher the average hotel room price and revenue per available room, the less competitive the MICE host city is.

The research bridge the empirical statistics and the questionnaire-based perception study on urban MICE tourism image, and advance to construct an empirical statistics based indicator system for urban MICE tourism image.

The e-freight program launched by the International Air Transport Association (IATA) has gradually become a standard specification for international air freight operations. This study examined critical factors affecting air freight forwarders’ decision to adopt the IATA e-freight using a technology-organization-environment model with air freight forwarders in Taiwan as the base. Our findings show that ‘information technology (IT) competence’, ‘trading partner pressure’, ‘government policy’ and ‘competitive pressure’ all have significant positive effects on air freight forwarders’ decision to adopt the e-freight and the top three factors among these are ‘government funding’, ‘government’s active promotion’ and ‘government’s requirement of electronic air waybill (e-AWB)’. Finally, this study proposes strategies that can encourage air freight forwarders to decide on e-freight adoption for the information of relevant oK regyawniozradtison International Air Transport Association (IATA); IATA e-freight; Technology organization environment model; Air freight forwarder

The purpose of this study is to operationalise and measure the effects of negative customer engagement (CE) in conjunction with positive CE. Both valences are explored through affective, cognitive and behaviour dimensions, and, in relation to the antecedent of involvement and outcome of word-of-mouth (WOM). It also explores the moderating influence of service context by examining engagement within a social service versus a social networking site (SNS). Engagement with the dual focal objects of a service brand and a service community are also examined.

Structural equation modelling is used to analyse 625 survey responses.

Involvement is a strong driver of positive CE, and positive CE has a strong effect on WOM. These findings are consistent across the “brand” and “community” object, suggesting positive CE is mutually reinforced by different objects in a relationship. Positive CE is also found to operate consistently across the service types. Involvement is a moderately negative driver of negative CE, and negative CE is a positive driver of WOM. These relationships operate differently across the objects and service types. Involvement has a stronger inverse effect on negative CE for the social service, diverging from assumptions that negative CE is reflective of highly involved customers. Interestingly, negative CE has a stronger effect on WOM in the social service, highlighting the active and vocal nature of customers within this service context.

To the best of the authors’ knowledge, this is the first paper to quantitatively measure positive and negative valences of engagement concurrently, and examine the moderating effect of dual objects across contrasting service types.