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In this paper, we examine the occupational distribution of individuals who hold bachelor degrees in particular fields in the United States using data from the various waves of the National Survey of College Graduates. We propose and calculate indices that describe two related aspects of the occupational distribution by major field of study: distinctiveness (how dissimilar are the occupations of a particular major when compared with all other majors) and variety (how varied are the occupations among those who hold that particular major). We discuss theoretical properties of these indices and statistical properties of their estimates. We show that the occupational variety has increased since 1993 for most major fields of study, particularly between the 1993 and 2003 waves of the survey. We explore reasons for this broadening of the occupation distribution. We find that this has not led to an increase in reported mismatch between degree and occupation.

This paper deals with the organizing of interactive product development. Developing products in interaction between firms may provide benefits in terms of specialization, increased innovation, and possibilities to perform development activities in parallel. However, the differentiation of product development among a number of firms also implies that various dependencies need to be dealt with across firm boundaries. How dependencies may be dealt with across firms is related to how product development is organized. The purpose of the paper is to explore dependencies and how interactive product development may be organized with regard to these dependencies.

The analytical framework is based on the industrial network approach, and deals with the development of products in terms of adaptation and combination of heterogeneous resources. There are dependencies between resources, that is, they are embedded, implying that no resource can be developed in isolation. The characteristics of and dependencies related to four main categories of resources (products, production facilities, business units and business relationships) provide a basis for analyzing the organizing of interactive product development.

Three in-depth case studies are used to explore the organizing of interactive product development with regard to dependencies. The first two cases are based on the development of the electrical system and the seats for Volvo’s large car platform (P2), performed in interaction with Delphi and Lear respectively. The third case is based on the interaction between Scania and Dayco/DFC Tech for the development of various pipes and hoses for a new truck model.

The analysis is focused on what different dependencies the firms considered and dealt with, and how product development was organized with regard to these dependencies. It is concluded that there is a complex and dynamic pattern of dependencies that reaches far beyond the developed product as well as beyond individual business units. To deal with these dependencies, development may be organized in teams where several business units are represented. This enables interaction between different business units’ resource collections, which is important for resource adaptation as well as for innovation. The delimiting and relating functions of the team boundary are elaborated upon and it is argued that also teams may be regarded as actors. It is also concluded that a modular product structure may entail a modular organization with regard to the teams, though, interaction between business units and teams is needed. A strong connection between the technical structure and the organizational structure is identified and it is concluded that policies regarding the technical structure (e.g. concerning “carry-over”) cannot be separated from the management of the organizational structure (e.g. the supplier structure). The organizing of product development is in itself a complex and dynamic task that needs to be subject to interaction between business units.

In this chapter, characteristic of the fuel and energy sector of Republic of Belarus; its organizational structure; the current state of development of power, gas, peat, and oil industries are given. The energy balance of the country and the main power streams is analyzed. Characteristic of key indicators of energy security is presented. The main threats connected with ensuring energy security of Republic of Belarus are allocated. In particular, the characteristic of the directions of reducing the energy dependence of the Republic of Belarus on the supply of natural gas from the Russian Federation is presented. Dynamics of power consumption of GDP is analyzed. Potential of use of renewable and local energy resources, complexity and prospect of their further integration into the Belarusian power system are considered. The prospects of development of nuclear power of Republic of Belarus are described. The advantages and disadvantages connected with input of the Belarusian nuclear power plant in operation are designated. The perspective directions of sustainable power development of Republic of Belarus till 2035 are revealed.

This chapter offers the first full translation from Russian to English of the Balance of the National Economy of the USSR, 1924–26’s first chapter. Involving 12 authors and composed of 21 chapters, the Balance is a collective work published in June 1926 in Moscow by the Soviet Central Statistical Administration under the scientific supervision of its former director, Pavel Illich Popov (1872–1950). In this first chapter, titled ‘Studying the Balance of the National Economy: An Introduction’, Popov set the theoretical foundations of what might be considered as the first modern national accounting system and paved the way to multisector macroeconometric modelling.

This study proposes targeted modernization of the Department of Defense (DoD's) Joint Forces Ammunition Logistics information system by implementing the optimized innovative information technology open architecture design and integrating Radio Frequency Identification Device data technologies and real-time optimization and control mechanisms as the critical technology components of the solution. The innovative information technology, which pursues the focused logistics, will be deployed in 36 months at the estimated cost of $568 million in constant dollars. We estimate that the Systems, Applications, Products (SAP)-based enterprise integration solution that the Army currently pursues will cost another $1.5 billion through the year 2014; however, it is unlikely to deliver the intended technical capabilities.

Zahra and Covin (1995, p. 46) report that “the current interest in corporate entrepreneurship arises from its potential usefulness as a means for renewing established organizations and increasing their ability to compete in their chosen markets.” In addition, a number of researchers support a contention made by Schollhamer (1982, p. 82), that “corporate entrepreneurship is a key element for gaining competitive advantage and consequently greater financial strength” (Covin & Slevin, 1991; Peters & Waterman, 1982; Zahra & Covin, 1995). Interestingly, however, other researchers argue that corporate entrepreneurship can be risky and may be detrimental to a firm’s short-term financial performance (Burgelman & Scales, 1986; Fast, 1981).

Nowadays, the increase in the capacity of batteries has laid the foundations for a broader diffusion of electric mobility. However, electric mobility is causing a growing electricity demand as well as the need to increase the diffusion of suitable charging stations. Within these last challenges, drawing on the recent literature, this chapter provides a critical and wide-ranging review of papers dealing with the formulation of the problem of the localisation of electric vehicle (EV) charging points. This problem is approached considering the electric charging infrastructure technologies, localisation criteria and related methodologies. This review shows how the ‘electric mobility revolution’ applies the technological innovations provided by the energy supply systems, and the location of these systems within the urban contexts. Since the technological innovations have different options, achieving an international standard of charging systems is still far away. Moreover, as there are several criteria, parameters and methodologies, and some analytical approaches for the localisation of electric vehicle charging points, the formulation of the ‘localisation’ problem should require the application of multi-criteria analysis to be addressed. Finally, the results show that there is no consensus on technologies, criteria, and methodologies to be adopted. Therefore, this wide-ranging analysis of the literature would be useful to support possible benchmarking and systematisation accordingly.

The purpose of this chapter is first to establish a state of the art about cargo tram, in order to understand its opportunities and constraints. In a second step, the aim is to add an often overlooked spatial dimension in the analysis, which may offer a renewed insight into the issue and extend the understanding of the potential use of urban light rail for freight.

The first step of the analysis is carried out through a study of the literature. In particular, the potential use of cargo tram for the various urban supply chains is evaluated. The aim is to establish a European state of the art on urban light rail use for freight. Then, to concretise these elements and to add an empirical geographical approach, the Brussels situation is studied in detail.

This combination of a theoretical analysis and a field approach of the case of Brussels allows us to lead an original study. Obstacles, opportunities and interest for the implementation of cargo trams are specified. In addition, the use of geographical approach gives a new point of view since most of the publications in this field are based on economic or technical approaches.

This study may help public and private actors involved in urban freight matters, as well as public transport companies, to better understand the issues related to cargo trams. In a context where this transport mode is promoted and discussed in a growing number of cities and urban supply chains, it is useful to get an objective synthesis and a prospective analysis on this topic. This research may also have social implications in the way it helps to define a more sustainable urban logistics.

The originality of this research is related to the combination of a theoretical and empirical approach, to the link that is made between urban supply chains and capabilities of cargo trams and finally to the prospective study on the Brussels case. Indeed, because of the novelty of the topic, there are very few studies, either ex-post or ex-ante.

Many jurisdictions fine illegal cartels using penalty guidelines that presume an arbitrary 10% overcharge. This article surveys more than 700 published economic studies and judicial decisions that contain 2,041 quantitative estimates of overcharges of hard-core cartels. The primary findings are: (1) the median average long-run overcharge for all types of cartels over all time periods is 23.0%; (2) the mean average is at least 49%; (3) overcharges reached their zenith in 1891–1945 and have trended downward ever since; (4) 6% of the cartel episodes are zero; (5) median overcharges of international-membership cartels are 38% higher than those of domestic cartels; (6) convicted cartels are on average 19% more effective at raising prices as unpunished cartels; (7) bid-rigging conduct displays 25% lower markups than price-fixing cartels; (8) contemporary cartels targeted by class actions have higher overcharges; and (9) when cartels operate at peak effectiveness, price changes are 60–80% higher than the whole episode. Historical penalty guidelines aimed at optimally deterring cartels are likely to be too low.