Search results

This paper aims to investigate two seminal market-scanning frameworks – the five-forces analysis and PESTEL environmental scanning tool – to assess their readiness for anticipating market-shaping acts.

Drawing on the market-shaping literature that conceptualizes markets as complex adaptive systems, this conceptual paper interrogates the underlying assumptions and “blind spots” in two seminal market-scanning frameworks. The paper showcases three illustrative vignettes in which non-industry actors catalyzed market change in ways that these market-scanning frameworks would not be able to anticipate.

Marketing strategists can be “blindsided” as seminal market-scanning frameworks have either too narrow an interpretation of market change or are too broad to anticipate specific types of market-shaping acts. The assumptions about markets that underpin these market-scanning frameworks contribute to incumbents being slow to realize market-shaping acts are taking place.

The authors extend market-scanning to include a type of managerial myopia that fails to register the socially embedded, systemic nature of complex contemporary markets. Furthermore, the paper provides an “actors-agendas-outcomes” scanning framework that offers awareness of market-shaping acts.

This paper is the first to consider market-scanning frameworks from a market-shaping perspective.

The purpose of this paper is to demonstrate the relevance and use of the concept “reverse salient” in ambitious infrastructural change. Thomas Hughes, in his seminal study of socio-technical system building, observed that the elimination of “reverse salients”, i.e. subsystems that because of their limited performance hold back further development, was a central driver for creativity and innovation. It is argued that in sustainable infrastructural transformations, however, reverse salients that resist change are more often neglected than addressed.

Higher education institution campuses combine laboratory-like conditions and sufficient internal complexity to be used as test-beds for ambitious sustainable change in the built environment. In this article, a neglected barrier to the transformation of a small campus into a zero emission campus is revealed, described and addressed.

In terms of substantive findings, first, it is demonstrated how parts of infrastructures that – often for good reasons – have been neglected in efforts to reduce climate impacts can be identified with the help of a historical exploration of the site and through close collaboration with local facilities managers. Second, a temporary low-tech intervention is presented that addressed the critical problems related to these “reverse salients”.

The limitations of a case study approach apply to this study. Particular caution has to be exercised in terms of generalisation. Moreover, the intervention would benefit greatly from stricter control and additional iterations of the intervention which have not yet been performed.

In addition to technology-focussed, top-down initiatives, which often struggle with actually reaching their ambitious goals in routine operation, neglected parts of campuses can contribute greatly to energy and emissions reductions. Moreover, it is demonstrated that and how local technical personnel has an important part to play in infrastructural transformations.

Concepts developed in the study of socio-technical system building have not yet been applied in the study and practice of sustainable infrastructural transformation. Their contribution is demonstrated. Moreover, living labs are notoriously difficult to evaluate. In this case study, processes and effects of an innovative living lab intervention are described and analysed. This enables a better understanding of restrictions and possibilities of experimenting in real-life settings.

This study aims to convey lessons learned from two sustainability initiatives at Norway’s largest university. This contributes to knowledge-based discussions of how future, sustainable higher education institutions (HEIs) infrastructures should be envisioned and planned if the fundamental uncertainty of the future development of learning, researching and teaching is acknowledged.

This study was submitted on 24 January 2023 and revised on 14 September 2023. HEIs, particularly when they are engaged in research activities, have a considerable environmental footprint. At the same time, HEIs are the main producers and disseminators of knowledge about environmental challenges and their employees have a high awareness of the urgent need to mitigate climate change and biodiversity loss. In this study, the gap between knowledge and environmental performance is addressed as a question of infrastructural change, which is explored in two case studies.

The first case study presents limitations of ambitious, top-down sustainability planning for HEI infrastructures: support from employees and political support are central for this strategy to succeed, but both could not be secured in the case presented leading to an abandonment of all sustainability ambitions. The second case study exposes important limitations of a circular approach: regulatory and legal barriers were found against a rapid and radical circular transformation, but also more fundamental factors such as the rationality of an institutional response to uncertainty by rapid cycles of discarding the old and investing in new equipment and facilities.

Being based on qualitative methods, the case studies do not claim representativity for HEIs worldwide or even in Norway. Many of the factors described are contingent on their specific context. The goal, instead, is to contribute to learning by presenting an in-depth and context-sensitive report on obstacles encountered in two major sustainability initiatives.

Research reporting on sustainability initiatives too often focuses descriptively on the plans or reports the successes while downplaying problems and failures. This study deviates from this widespread practice by analysing reasons for failure informed by a theoretical frame (infrastructural change). Moreover, the juxtaposition of two cases within the same context shows the strengths and weaknesses of different approaches to infrastructural change particularly clearly.

After many years’ practice and experiments, it was found that quantitative analysis systems with unequal quantitative effect cannot be extended into that with equal quantitative effect. While it is related to such epistemological viewpoints as irregularity and continuity systems, an infrastructural form comparison has shown universally scientific and methodological characteristics. In combination with evolution of weather systems, our infrastructural analysis involves applications of super low temperatures, reversed information order, rolling currents infrastructure in reversal weather change and long‐term weather forecasting.

This paper explores the major factors influencing multinational companies’ (MNCs) propensity to change the level of resource commitments during financial crises in emerging markets. Favorable changes in the host government policies, market demand, firm strategy, and infrastructural conditions are hypothesized to influence the MNCs’ decision to increase resource commitments during a crisis. The hypotheses are tested with data collected in a survey of 82 MNCs during the recent Argentine financial crisis (late 2002). While all the above variables are considered by the respondents as generally important reasons for increasing resource commitments during a crisis, only favorable changes in government policies significantly influence MNCs’ decisions to change the level of resource commitments during the Argentine financial crisis. The research, managerial implications, and policy‐making implications are discussed.

The expected benefits of newly developed transportation infrastructures are the saving of travel time and further promoted transport economics. There is a need for a methodology of travel time estimation with acceptable robustness and practicability. Macroscopic fundamental diagram (MFD) represents the overall traffic performance at a network level by linking average flow, speed and density. MFD can be used to estimate network state and to describe various traffic management strategies. This study aims to describe the effect of new infrastructure development on the network performance using the MFD framework.

The scenarios of Islamabad Road network before and after the infrastructure construction were simulated, in which the floating car data set (FCD) for multiple modes was extracted. MFD has been formed for the whole region and partitioned region, which was divided on the basis of infrastructural changes. Moreover, this study has been extended to calculate travel time for multiple modes using the MFD results and the Bureau of Public Roads (BPR) function at a neighborhood level.

MFD results for the whole network showed that the speed of traffic improves after the construction of new infrastructure. The travel time estimates using MFD results were dependent on the speed estimates, whereas the estimates obtained using the BPR function were found to be dependent on the traffic volume variation during different intervals of the day. By using the FCD for multiple modes, travel time estimates for multiple modes were obtained. The BPR function method was found valid for estimating travel time of traffic stream only.

This paper innovatively investigates the change in network performance for pre-construction and post-construction scenarios using the MFD framework. In practice, the approach presented can be used by transportation agencies to evaluate the effect of different traffic management strategies and infrastructural changes.

The objective of this paper is to offer a validated framework for the analysis of (future) risks and uncertainties involved in the decision‐making process concerning the upgrade and roll‐out of large infrastructural projects, e.g. broadband networks. The framework classifies risks and uncertainties based on the nature of the risks, levels and sources.

The approach takes the form of conceptual as well as qualitative and quantitative empirical analyses.

Telecommunications operators are faced with various types of risks and uncertainties in their decision‐making process concerning the upgrade and roll‐out of their broadband networks. In one respect, these risks and uncertainties have to do with the characteristics of large infrastructural projects, while, on the other hand, being caused by (unknown) competitor behaviour, (unknown) end‐user demand, rapid technological development and different development paths available to operators. Framing risks and uncertainties into a typology provides greater insight into the categories, characteristics and sources of the risks and uncertainties, as well as being a first step in finding ways to deal with them.

The paper presents and validates a framework for the analysis of risks and uncertainty. It also offers empirical data on how operators manage risk and uncertainties.

The purpose of this paper is to examine the relationships of capacity/layout (CL), design (D), location, (L), hygiene (H), human resource management (HRM), food quality (FQ) and ambiance (A) in operations management strategies (OMS) and the direct and indirect effects of OMS on customer satisfaction (CS) and customer behavioral intentions (CBIs) that might affect income and, therefore, be influential regarding café-restaurants in Sulaimania in Iraq.

Data are collected through a survey questionnaire using a simple random sampling methodology from 254 customers of 46 casual café-restaurants. Methodology includes demographic analysis, factor analysis, structural equation modeling and mediation analysis.

Concerning relationships between structural and infrastructural elements of OMS, only CL and H influence HRM, D and H affect A, and H influences FQ. Regarding relationships between OMS and CS and CBIs, only L, HRM, FQ and A affect CS. Concerning the relationship between CS and CBIs, CS influences CBIs. Finally, given indirect effects of OMS on CS and CBIs, HRM mediates relationships between CL-CS and H-CS; FQ and A mediate relationships between H-CS; and CS mediates relationships between L-CBIs, FQ-CBIs and HRM-CBIs.

The study that treats seven variables in OMS is limited to Sulaimania in Iraq. Thus, the findings cannot be generalized. The study might guide future studies about the way OMS elements forge CS and CBIs in café-restaurants where owners/managers develop credible strategic plans.

The study provides a unique insight into the hospitality industry in Iraq where studies among elements of OMS are few and far between.

Uses information gathered from the advanced manufacturing technology (AMT) literature to develop an integrated conceptual framework for effectively planning and implementing these systems. Then examines the efficacy of this framework by investigating the relationship between adoption of various advanced manufacturing technology (AMT), the way that firms plan for and implement them and their eventual performance. A detailed survey instrument was administered to a cross‐section of manufacturing firms in the USA to collect the required data. The results of this investigation indicate that the rate of adoption for integrated technologies was higher among firms that adopted more extensive formal planning approaches. In addition, these firms were found to be outperforming other firms. Also provides managerial and research implications of these and the other findings of this study.

This paper aims to identify relevant innovations in Tokyo’s spatial articulation of infrastructure, building and public space, intertwining large-scale networks with local scale urban fabrics, to inform urban management towards sustainable urban transitions.

The research used a methodological combination of literature review, relevant case identification and analysis, on-site survey and photography, morphological interpretation through cartographic analysis and urban space and architectural redrawing and discussion under the conceptual framework.

Under Japan’s cultural construct, public/private thresholds are blurred and layered, defining a public space network which includes not only large-scale urban objects, such as railroad and commercial hubs but also small scale, hybrid and rather aweless forms of urban space, which can be of interest to the challenges of sustainable urban transition.

Adaptations in urban management and design need to consider the multi-scalar embeddedness of urban networks in local fabrics, considering public space structure and socio-cultural specificities. Limitations to growth-oriented rationale require increasingly decentralized networks and more hybrid spatial configurations in buildings, infrastructures and public space.

Tokyo represents an example of how a network-dependent metropolis, accommodates highly adaptive, inconspicuous and decentralized forms of basic service provision with an impact on the perception, use and management of public space. The main argument lies in the potential that these spatial arrangements hold as references for contemporary urban management and design in what pertains to societal challenges, low-carbon transition and network optimization.