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This study aims to assess the impact of an established market orientation on the implementation of green supply chain practices and environmental performance.

Data collected from 225 manufacturing managers are analyzed using a partial least squares structural equation modeling methodology.

Findings indicate that market orientation both directly and indirectly (through green supply chain management practices) impacts environmental performance.

The study focuses on the impact of a market orientation on environmental sustainability within the manufacturing sector, thereby limiting generalization to other sectors.

Manufacturing practitioners are provided with information emphasizing the importance of implementing and maintaining a strong market orientation as a precursor to establishing an environmental sustainability strategy.

The results have important societal implications, in that a marketing approach that leads to the more rapid adoption of environmental sustainability programs within the manufacturing sector is identified.

This is believed to be the first empirical investigation of the relationship between market orientation and environmental sustainability.

The theoretical framework for market-oriented sustainability developed by Crittenden, Crittenden, Ferrell, Ferrell, and Pinney, in which the relationship between organizational culture and performance management is theorized as moderated by stakeholder involvement, is empirically assessed. The paper aims to discuss these issues.

Crittenden et al. model is operationalized using market orientation to represent organizational culture and climate, logistics performance to represent performance management, and green purchasing to represent the moderator stakeholder involvement in sustainability. The model is assessed using data collected from a sample of 257 manufacturing managers working for US manufacturing plants. A partial least squares structural equation modeling approach is used to statistically assess for measurement scale validity and reliability and the moderated model.

The results support the conceptual framework for market-oriented sustainability theorized by Crittenden et al. Organization culture in the form of market orientation interacts with stakeholder involvement in sustainability in the form of green purchasing to enhance performance monitoring in the form of logistics performance.

This study is one of the first to empirically assess the market-oriented sustainability model. Only one set of potential constructs (market orientation, green purchasing, and logistics performance) is used to test the overall model thus limiting the generalization of the results.

The results indicate that manufacturing managers should work to establish and improve market orientation as a direct way of making their plants and organizations environmentally sustainable and that manufacturing managers interact with supply chain partners, specifically suppliers, to satisfy customer demands for eco-friendly products and services.

This is one of the first studies to empirically assess the general form of the market-oriented sustainability model.

A general global wave of public participation is occurring. Students and researchers as well as civil servants, policy-makers, and NGO representatives are encouraged to study, propose, and engage in public participation. New innovative forms of participation are suggested, and experiments in participation are ongoing locally and nationally. Within the transport sector, most studies of participation focus on road infrastructure and other land use changes. However, for other areas within transport, studies are limited and fragmented. Based on this, we see a need for a volume on public participation in transport, aimed at practitioners, students, and researchers, in what are unarguably times of change. The overall aim of the volume is to provide examples of different forms of public participation in transport, which can work as a setting for further analyses and discussions of public participation in transport. Drawing on different cases, eight empirical chapters are presented covering three main themes: grass-roots participation initiatives, participation in unconventional areas, and public participation that throws up unexpected results. In this introductory chapter, we set the scene for later discussions and analyses of public participation in transport. This chapter also provides an overview of the structure and content of the volume.

Public participation is sometimes suggested as a way to establish legitimacy for contentious policies needed to realise a transformation in the transport sector to meet sustainability and climate goals. In this chapter, we first aim to summarise and draw conclusions from each part of the book, not least in relation to the transformative potential of public participation in the sector. The chapter also suggests recommendations for further research in the field. Important topics discussed are the diversity of public participation in transport; limits to participation; the specifics of participation in the field of transport; and the issue of consensus and dissensus. As regards transformation of the sector, public participation is considered a prerequisite, but the book also includes several cases where public participation does not seem to possess a transformational potential. We suggest representative, deliberative forms of participation as a possible solution to overcome dilemmas of representativeness, (lack of) knowledge, and the participation burden. We conclude that public participation is not easy, it has to be prepared and designed carefully to avoid unexpected consequences, and there is currently a need for more experiments and pilot projects on public participation in the field of transport.

The purpose of this paper is to examine the generation of innovations by employees and the creation of initiative paths, and to discover which factors contribute to the implementation of an initiative.

Based on longitudinal qualitative research, the study explores the profiles of initiative paths and the types of innovations and relationships among the generated innovations.

It was found that, to become an innovation, an initiative followed different paths along which the processing and outcomes varied, as did the time needed for experimentation. The creation of initiative paths required the transformative agency of the actors involved. Power relations had an impact on the generation of initiatives and implementation of innovations.

Innovations research has concentrated on the generation of ideas and the implementation of innovations. This study focuses on the process path along which ideas become innovations and on the role of power relations in the innovations process.

The presence of mature masculinity is slowly reshaping contemporary action cinema in the twenty-first century. It is a phenomenon that rejects the unrealistic view that action heroes are embodiments of Apollo and Ares in human flesh. Instead, action heroes are viewed as flawed characters who cannot escape the realities of their corporeality, mortality and humanity. The following chapter is an examination of a particular type of action hero archetype that combines ageing with virtuous and mature masculinity. Here I use Tom Cruise's development and portrayal of Ethan Hunt in the Mission: Impossible series as a lens through which to highlight the presence of the virtuous and mature hero archetype in action cinema.

Cruise's representation of heroic masculinity is significant because it achieves three separate goals. First, Cruise's mature masculinity repudiates the hardbody model by showing its deficiencies as a male archetype. Second, it introduces a version of an action hero that emphasises the benefits of ageing and mature masculinity. Lastly, Cruise's onscreen presence redoubles the idea that heroic masculinity is motivated by a deep sense of morality, duty and a desire to serve the greater good. As the model of the mature and virtuous hero becomes more prevalent, as I argue, it not only reshapes action cinema but also produces cinematic representations of heroic masculinity that are more positive in terms of showing the importance of maturity, virtue, and public service.

A new integrated method based on the means‐end chain (MEC) analysis and factor analysis is proposed for developing intangible product‐mix strategies for convenience store (CVS) chains. With variables obtained from a survey on CVS service items, both analyses were used to derive the hierarchical value factor map (HVFM). The new map can handle and develop strategies for product differentiation, advertising and market segmentation. The purpose of this article is two‐fold: to propose improvements for the traditional MEC method of constructing the service hierarchical value map (HVM) and to formulate effective intangible‐product strategies.