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Few empirical studies have been conducted to explore the mechanisms and drivers of service exchange and value co‐creation. In particular, no study has compared a service system design informed by service‐dominant logic (SDL) with a service system design informed by goods‐dominant logic (GDL). The purpose of this paper is to address this knowledge gap. The research question is: does a service‐dominant system design result in a more favourable customer experience than a goods‐dominant service system?

An experiment was carried out on a group of habitual bus travellers. The subjects were asked to plan a specific journey using two online journey planning systems. Two hypotheses were tested: first, an SDL informed service system will evoke a better overall customer experience than a GDL informed service system. Second, this better customer experience arises out of seven service system design characteristics. Both objective and subjective data were gathered to compare the customers' experiences of using the two service systems.

The results show that a service‐dominant service system outperforms a goods‐dominant service system in terms of both objective and subjective criteria. Moreover, the experiment elucidates the subjects' perceived importance of the characteristics of a service‐dominant service system. Analysis of the subjects' perception of the two service systems reveals that certain characteristics set the service‐dominant service system more distinctly apart from the goods‐dominant one.

The paper contributes by extending the empirical foundation for service‐dominant logic, providing new knowledge on value co‐creation and design characteristics of service systems, and identifying the most important service system characteristics perceived by the customer.

The purpose of this paper is to propose a framework based on customer journeys for a structured portrayal of service delivery from the customer’s point of view. The paper also introduces customer journey analysis (CJA) for empirical investigation of individual service experiences in a multichannel environment.

The paper presents case studies for onboarding new customers on broadband services. CJA starts with modeling of the service process in terms of touchpoints. The individual customer journeys are reconstructed through methodological triangulation of interviews, diary studies, and process tracking.

The paper provides empirical insights into individual customer journeys. Four types of deviations during service delivery are identified: occurrence of ad hoc touchpoints, irregularities in the sequence of logically connected touchpoints, occurrence of failures in touchpoints, and missing touchpoints. CJA seems effective in revealing problematic and incoherent service delivery that may result in unfavorable customer experiences.

For a service company, the proposed framework may serve as a unifying language to ease cross-departmental communication and approach service quality in a systematic way. CJA discloses the gap between the planned and actual service delivery and can be used as a tool for service improvement.

The framework provides concepts, definitions, and a visual notation to structure and manage services in terms of customer journeys. CJA is a novel method for empirical studies of the service delivery process and the associated customer experience.

Research suggests that service‐dominant designs are superior to goods‐dominant; but why? The purpose of this paper is to answer three questions. First, in what way is a service system based on service‐dominant logic (SDL) superior to one based on goods‐dominant logic (GDL)? Second, which characteristics of the service system facilitate the co‐creation of value‐in‐context as perceived by the customer? Third, how do customers describe the contents of these characteristics?

In an experiment, the authors compared two different service systems designed with different mindsets. The experiment was carried out with a group of habitual bus travellers to plan a specific journey using two online service systems by two different organizations; one exhibited a goods‐dominant mindset, and the other a service‐dominant mindset. The subjects' opinions of the two systems were gathered, and sentiment analysis was performed on the opinions to uncover the rationale behind the operational superiority of an SDL‐based system in value co‐creation.

The sentiment analysis identified three key differentiators: intangibles; operant resources; and information symmetry as the reason why an SDL‐based service system is superior to a GDL‐based system. The study also identified specific attributes linked to the key differentiators that could be built into a service system design and verified during a review of that design.

The paper contributes to research by: showing why an SDL based service system is superior to a GDL based one; proposing guidelines for service system design based on SDL to arrive at a favourable customer experience; and to managers by showing that customers have much to contribute in service development and realisation.

This case study describes how one of the world’s largest public transport operations, Transport for London (TfL), transformed the real-time availability of information for its customers and staff through the open data approach, and what the results of this transformation were. The purpose of this paper is therefore to show what is required for an open data approach to work.

This case study is based mainly on interviews at TfL and data supplied by TfL directly to the researchers. It analyses as far as possible the reported facts of the case to identify the processes required for open data and the benefits thereof.

The main finding is that achieving an open data approach in public transport is helped by having a clear commitment to the idea that the data belong to the public and that third parties should be allowed to use and repurpose the information, by having a strong digital strategy, and by creating strong partnerships with data management organisations that can support the delivery of high volumes of information.

This research is based upon a single case study, albeit over an extensive period, so the findings cannot be applied simply to other situations, other than as evidence of what is possible. However, similar processes could be applied in other situations as a heuristic approach to open data strategy implementation.

The case study shows how open data can be used to create commercial and non-commercial customer-facing products and services, which passengers and other road users use to gain a better travel experience, and that this approach can be valued in terms of financial/economic contribution to customers and organisations.

This case study shows the value that society can obtain from the opening of data in public transport, and the importance of public service innovation in delivering benefits to citizens.

This is the first case study to show in some detail some of the processes and activities required to open data to public service customers and others.

OUR leading article last month was headed “Automation or Extinction”. We were told, not directly (for whether through shyness or lack of conviction we know not, they never got in touch with us themselves) the TUC found no favour in it. Apparently while they don't mind us advocating shorter hours so that everybody who wants to can have at least a share in the employment that is available, they object to our underlining the fact that while Union chiefs wanted prices of their goods to be cut (in this case, steel; but the principle applies to everything) they neglected to say how this could be done.

The purpose of this study is to explore the role played by digital channel integration in the town-centre shopping experience. It also explores how customers perceive the role of digital in the town-centres shopping journeys, improves shopping experiences and encourages positive future patronage behaviour. Ultimately, the aim is to identify the likely implications of a connected shopping experience on patronage intentions.

A qualitative research design using focus groups to explore customers' perceptions of connected town-centre shopping experiences was deployed. Then, data were analysed using thematic analysis to identify overarching themes.

Digital integration has the potential to serve discreetly different functions in the town-centre context: create interconnected information channels, facilitate improved connected shopping experiences, generate positive perceptions of a town, which subsequently shape future patronage intentions. The study also revealed expectations of digital integration are yet to be fully realised in the town-centre context and there are tensions between physical and digital domains to be overcome if digital integration is to positively influence patronage intentions.

The nature of exploratory research tends to pose questions and open out a problem rather than provide definitive answers. This study has sought to highlight key issues and also provide points of departure for future studies. The significance and generalisability of the results are limited by the size and nature of the sample.

This study provides theoretical contribution to the town-centre literature by expanding the understanding of consumers' perceptions of the role of digital integration in shopping journey experiences and unlocks insights into its potential impact on future patronage intentions. Practical considerations for integrating digital in the town centre to create more connected shopping experiences.

Personal development involves individuals acting and reflecting on the world and themselves, and learning from this. The practical issues faced by facilitators in setting up and running self‐development groups are discussed. The structure of the process is focused on and a number of guidelines presented.

Most complex engineering projects encounter unexpected events through their life cycle. These are traditionally attributed to inaccurate foresight and poor planning. Outlining a nonanticipatory alternate, the authors seek to explain the ability to rebound from unexpected events, without foresight, using resilient systems theory. This paper seeks to outline the theoretical underpinnings of project resilience and to identify criteria for planning and selecting projects for greater resilience.

Investigating project resilience, this paper studies the relationship between unexpected events and project performance in 21 projects. The authors perform a systematic review of project ex post evaluations 3–12 years after project completion.

First, the authors find that all projects encountered unexpected events, even when discounting planning error. Second, the authors show that, as a consequence, projects underperformed, not necessarily relative to formal criteria, but in terms of subjective opportunity cost, that is, relative to competing alternates – known or imagined – foregone by their implementation. Finally, the authors identify four types of resilient projects – superior, equivalent, compensatory and convertible projects – as opportunities for building project resilience.

The properties of resilient projects provide opportunities for building resilience in complex projects.

Departing from traditional efforts to “de risk” plans and “de-bias” planners, this paper focuses on the properties of projects themselves, as an alternate to improved foresight and up-front planning.

The purpose of this study is to explore the interactions between commuters with disabilities and transport services providers and to contribute to a better understanding of transformative service design, ensuring equitable access and the overall well-being of individuals.

This study collected qualitative data through ethnographic fieldwork and interviews with commuters with disabilities and transport services providers. The data were thematically analysed using NVivo.

Evidence suggests that there are opportunities for service users to be included in the co-creation of transformative transport service at different stages of a journey: entering service interaction, transitioning through service interaction and exiting service interaction. However, the reluctance of service providers to transform their services was recognised, due to a lack of awareness, interest, regulator demands and financial capabilities.

This study broadens the comprehension of procedures and strategies for engaging consumers experiencing vulnerabilities in transformative service design and pushes the limits of the current understanding to recognise the inherent challenges of unregulated service providers designing transformative services in an unregulated market.

This newfound knowledge is crucial for developing better approaches that cater to the needs of these individuals and further contributes towards developing transformative service initiatives, which are activities that serve people experiencing vulnerabilities and that try to improve their well-being. These include specialised training and social marketing campaigns for service providers in the informal market and new mobility start-ups or social enterprises with the potential to disrupt the informal economy and offer innovative solutions, such as assistive technologies, mobile apps and journey planners that provide exceptional customer service.

Previous studies on transformative service designs have focused on regulated service providers, such as health care and financial services. This study, however, explores the unregulated transport sector in a developing country and recognises how the intricate nature of informal service provision may jeopardise the prospects of developing a transformative service for consumers experiencing vulnerabilities.

The NHS Clinical Governance Support Team (NCGST) is working with multidisciplinary teams as they begin the cultural shift in their sponsoring organisations towards the development of excellence in health care provision. Describes show how delegate teams move from an awareness of the problems, through gaining a commitment and agreement to change, to implementation of new ways of working.