Search results

It has long been recognized that overwhelmed employees of bureaucratic organizations use a variety of strategies to cope with demand for their services, often at the expense of their clients. One such strategy involves discouraging clients from taking action by making references to complex bureaucratic procedures and routines. While the public management literature has a well-developed research program focusing on the mobilization of such administrative burdens, organization theory seems to be lagging behind in the analysis of that type of misconduct. In this chapter, we explain how references to the representational dimension of routines can be used to discourage clients from taking action, what are the boundary conditions of such a strategy, and its possible consequences for clients.

The sustainable development goals (SDGs) are a collection of 17 goals to address the world’s most pressing sustainable development (SD) concerns by 2030. Third-world countries have a lesser global environmental impact than developed countries, and account for 66% of global greenhouse gas emissions. Infrastructure development has a key role to play in establishing a green society, with approaches such as green policy, sustainable monitoring, and sustainability reports. Indirect and induced sustainable infrastructure development (SID) dominates the SDGs, with the goal of providing secure, acceptable, readily available, and efficient transportation networks by 2030. Road infrastructure development (RID) should become more sustainable considering depleting natural resources, fragile ecological circumstances, and limited financial resources. Sustainable road infrastructure projects (SRIPs) provide several advantages, such as increased economic efficiency, lower resource utilization, greater social well-being, and enhanced protection of natural services. However, incorporating SD prerequisites into highway infrastructure projects in developing countries has been difficult due to a variety of factors. Efforts to develop sustainability certification standards for infrastructure systems are recommended, and it is important to define relevant ideas and principles for SRIP implementation. However, incorporating SD prerequisites into highway infrastructure projects in developing countries has been difficult due to a variety of factors. Different people have varied ideas about sustainability. This book aims to provide a unified guideline to aid developing nations in undertaking SRIPs and to develop a SRIP implementation model. This chapter provided a background for the book; it also provided insight into its organization, foundation, and significance. It also discusses the objectives of the book and emphasized on the purpose and motivation for writing the book.

Climate change adaptation strategies are critical for long-term road infrastructure development (RID) because it is expected to put more land and transportation infrastructure at risk from stronger winds, more intense storms, and rising sea levels. Deformation and subsidence could occur if concrete pavements crumbled and asphalt roads softened due to higher temperatures, and changes in the frequency and intensity of precipitation could have far-reaching consequences for the smooth operation of transportation networks. The developed world is primarily responsible for the carbon emissions that contribute to global warming, while less developed countries are insignificant. The African Union sees climate change as a major threat to the continent’s economic development and is working with member states and key organizations to address it. It is critical for developing countries to establish frameworks for detecting climate change risks, developing adaptation strategies, and implementing plans. The sustainable development plan (SRIP) is critical for protecting transportation networks from the effects of climate change. Sustainable development principles are critical for clarifying the proposed project’s relationships with the local and larger society, economy, ecosystems, and various institutions. The ability of a system or structure to recover from disruption while continuing to function and adapt to new circumstances is referred to as resilient infrastructure. Low-carbon infrastructure coexists with resilient infrastructure, and the pursuit of resilient infrastructure necessitates a reduction in the likelihood of failure, a lessening of the negative consequences when failures do occur, and a reduction in the time required to recover due to an increase in the facilities’ capacity to endure, adapt, and change. As part of the implementation process, RID experts must consider how climate change will impact transportation infrastructure. Risk assessment is a systematic method of looking for things that could go wrong, determining how bad they could be, and determining how likely they are to happen. Adaptable designs must include multiple measures to prevent system breakdowns. Climate change’s effects on road infrastructure, as well as rising sea levels, continue to jeopardize low-lying transportation infrastructure. Implementing SRIP necessitates the development of a climate change response mechanism.

This chapter explores the relevance of critical race theory (CRT) and queer theory to the relational aspects of program evaluation. Often conceptual binaries that undergird traditional evaluation theory and practice (e.g., internal versus external evaluation, subjective versus objective analysis, observation versus intervention, and insider versus outsider positionalities) adversely influence rigid social roles between evaluator and participant limit a study's effectiveness in supporting programs for equity in contemporary school districts. To illustrate this approach, an array of problems within a program evaluation of a district-wide ethnic studies reform initiative is presented. Approaches to these challenges rooted in tenets of CRT and queer theory illustrate how the district was able to clarify goals and develop an effective implementation plan that focused on effective ethnic studies curriculum and pedagogy.

By celebrating tourism destinations through cruise collections, luxury brands open to new influences. They may develop deeper connections with certain geographical areas, but may also challenge the quintessentially national dimension of luxury brand culture. The best example of synergies between a luxury fashion brand and tourism destinations are the Christian Dior cruise collections with Maria Grazia Chiuri at the helm. This chapter is to understand how cruise collections may enhance luxury fashion houses' brand culture through the connections they develop with tourism destinations. Further, the chapter assesses the extent to which destinations can benefit from the exposure provided by luxury fashion brands' cruise collections.

Within the last two decades, entrepreneurship education has become institutionalized in Germany. It is offered as a stand-alone program or as part of a business degree, combining academic knowledge, practical skills, and personal development to enhance the entrepreneurial success of university graduates. While entrepreneurship education has experienced similar growth worldwide, its emergence in Germany is closely tied to the country’s political and economic developments. The significance of entrepreneurship education for a thriving entrepreneurial ecosystem and contemporary economic policy has been instrumental in advancing its academic recognition. This chapter provides a historical analysis of the academization of entrepreneurship in Germany. It explores the recursive and often idiosyncratic processes involving state and financial institutions, companies, and universities that have created, respecified, and mutually reinforced a subdiscipline and field of study. Academic entrepreneurship knowledge successively not only became relevant for starting a business but also for employment within the entrepreneurial infrastructure and beyond. This chapter follows a chronological order, highlighting three key stages in the academization of entrepreneurship education. First, the academic, financial, and political roots (I) of entrepreneurship up until the 1970s. Second, it explores the transformation (II) of entrepreneurship into a viable policy alternative and the challenges faced in establishing complementary research and education in higher education institutions during the 1980s. Finally, it sketches the institutionalization (III) of entrepreneurship as a central driver of government economic policy, allowing for the late bloom of entrepreneurship education and research at universities around the turn of the millennium.

This paper aims to conduct a qualitative assessment of synergies between information flows of a multifamily product platform used for industrialized housing and materials passports that can promote a circular economy in the construction industry.

Using a single case study method, the research assesses the availability and accessibility of materials passport-relevant information generated by a leading Swedish industrialized housing construction firm. Data is collected using semistructured interviews, document analysis and an extended research visit.

The research findings identify the functional layers of the product platform, map the information flow using a process diagram, assess the availability and accessibility of material passport relevant information by lifecycle stage and actor, and summarize the key points using a SWOT (strengths, weaknesses, opportunities and threats) analysis.

The three main implications are: the technical and process platforms used in industrialized construction allow for generating standardized, digital and reusable information; the vertical integration of trades and long-term relationships with suppliers improve transparency and reduce fragmentation in information flows; and the design-build-operate business model strategy incentivizes actors to manage information flows in the use phase.

Industrialized construction firms can use this paper as an approach to understand and map their information flows to identify suitable approaches to generate and manage materials passports.

The specific characteristics of product platforms and industrialized construction provide a unique opportunity for circular information flow across the building lifecycle, which can support material passport adoption to a degree not often found in the traditional construction industry.