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Investigates the determinants, decision process, and performance of mode of entry substitution patterns used by multinational firms. Based on past research, two paths (incremental and non‐incremental/zigzag) for adopting entry modes in foreign product markets were conceptualized. Responses primarily via mail survey from executives of 77 Canadian and 108 US manufacturing firms verified usage of the conceptualized paths. Further, it was found that executives do preconceptualize their substitution pattern and that such preconceptualization is useful in strategic planning. Also, the executives identified choice variables critical to each pattern choice and some significant path discriminators. Finally, executives are satisfied with the performance of their chosen substitution paths.

This chapter provides a critical discussion of air to rail mode substitution. Environmental impacts, intermodal competition and integration are considered, examining advantages and disadvantages as well as opportunities and constraints.

Both operation and life-cycle analysis perspectives show that high-speed rail (HSR) is much ‘greener’ than air transport (per seat-km or per passenger-km) provided that the former achieves high load factors and the latter lower load factors and that freed runway capacity is not reused. HSR travel time is its main competitive advantage against air transport, and a 600-km flight is arguably the current limit for robust intermodal effects.

The potential for air–HSR integration at the airport relies on various service, business and technical constraints. Even when it is successful, its environmental benefit appears to be marginal, if not negative, if airport capacity is reused for longer flights. In the current context, such integration appears more like a business opportunity for airlines, airports and train operators rather than a sustainable option. Yet the environmental benefit of integration may be larger within potential integrated transport policies.

Integrates perspectives across operations, marketing, human resources, and organizational theory in a conceptualization of the theoretical relationships between customer competency and marketing and operations practices in service firms. Suggests service firm strategies to leverage customer competency by managing process variation in an industry through service firm co‐operation when altering process structure does not support or achieve a differentiated market position for individual firms; by using market segmentation on the basis of customer productcore competency to develop new service offerings; by balancing the mix of customers at different competency levels with the firm’s productive capacity; and by optimizing socialization of four types of new customers: “Virgin Newcomers”, “Virtual Newcomers”, “Value Switchers” and “Vagabond Switchers” who have different levels of experience with competing firms and expectations for competency fit with new firms.

Time analysis and institution analysis as well as journal analysis allow the study to show literature distribution in this research area. Research hotspots and trending among different times are revealed by network-structural properties and network-temporal property. The study aims to shed light on international cluster research progress on strategic niche management (SNM).

Using searched literature data on SNM from 1991 to 2018 from the database of Web of Science (WOS), the article maps the citation network and completes the citation analysis based on bibliometric citation analysis.

These eight research streams reveal the development of SNM from theoretical description to target-oriented study and finally diversification analysis.

The paper identifies eight continuous research streams in SNM: sustainable transition, dynamical diversity, complexity, social-technical system, social innovation, social-cognitive evolution, emerging market and policy mix.

This paper aims to compare and analyze the effect of the dual-credit policy and product substitution rate on the automakers’ operational strategies under different production modes (e.g. centralized and independent), and further illustrate which production mode is more conducive to improving new energy vehicle (NEV) development.

The decision-making models for a centralized production mode where an integrated automaker produces both NEVs and fuel vehicles (FVs) and for independent production mode where an NEV automaker faces competition from a traditional FV automaker were formulated. The equilibrium solutions of each production mode were obtained by extreme value and game theory methods. The conclusions of the theoretical analysis were further verified with numerical analyses using IBM-MATLAB R2019a. Some management insights could be obtained by comparison analysis.

Under the dual-credit policy, an increase in the NEV credit trading price will always raise production quantity of NEVs, but only in an independent production mode where a higher trading price will also bring higher total profits to NEV automakers. In addition, only when the NEV credit trading price is high enough, a rising product substitution rate will be more favorable to NEV production and restrain FV production. Furthermore, an independent production mode is more favorable for the initial production of NEVs, but as each of the two vehicle types captures a certain amount of market share, a centralized production mode will be more conducive to the full replacement of FVs by NEVs.

The main contributions of this study include the formulation of decision-making models for FVs and NEVs in not only a centralized production mode but also an independent production mode. Moreover, this paper comprehensively analyzes how the dual-credit policy and product substitution relationship affect automakers’ production and pricing decisions. Then, the specific conditions under which each production mode is more conducive to NEV production and sales are summarized. The results proposed in this study provide scientific managerial insights for automakers and policy makers.

The patterns used by international firms to substitute modes of entry in foreign product markets could be incremental in the chain from exporting to investment (incremental pattern) or could be haphazard and unpredictable (non‐incremental pattern). This study develops models representing the substitution patterns then tests them using data on exporting, licensing and investments flows of U.S. manufacturing firms to Western Europe during the 1980–88 period. The findings suggest that U.S. manufacturing firms at the aggregate level used the non‐incremental pattern.

To meet the rapidly increasing demand for medical treatment during the outbreak of COVID-19, Huoshengshan and Leishenshan Hospital are rapidly built (9–12 days) in Wuhan. These two urgent emergency projects are unprecedented. In general, substantial literature suggests that the possibility of shortening a schedule by more than a quarter of its original duration is implausible. By contrast, the two projects had successfully compressed the schedules from months and years to about ten days. This study aims to investigate how this was done and provide references for future projects.

The study uses qualitative case study techniques to analyze the project practices in two urgent emergency projects. Data were gathered through semi-structured interviews and archival research. During interviews, interviewees were asked to describe the project practices adopted to overcome the challenges and freely share their experiences and knowledge.

The results illustrate that a high degree of schedule compression is achievable through tactful crashing, substitution and overlapping applications. The successful practices heavily rely on the high capacity of participants and necessary organization, management and technology innovations, such as three-level matrix organizational structure, reverse design method, site partition, mock-up room first strategies and prefabricated construction technology. For instance, the reverse design method is one of the most significant innovations to project simplification and accelerate and worthy of promotion for future emergency projects.

The empirical findings are significant as they evoke new thinking and direction for addressing the main challenges of sharp schedule compression and provide valuable references for future emergency projects, including selecting high-capacity contractors and replacing the conventional design methods with reverse design.

Substantial studies indicate that the maximum degree of schedule compression is highly unlikely to exceed 25%, but this study suggests that sharp compression is possible. Although with flaws in its beauty (i.e. compressing schedule at the expense of construction cost and quality), it is also a breakthrough. It provides the building block for future research in this fertile and unexplored area.

For a delta wing it is not sufficient to consider spanwise bending and chordwise rotation only. Chordwise bending must be added. It is therefore necessary to calculate the aerodynamic coefficients accordingly. The theory of Lawrence and Gerber dealing with aerodynamic coefficients of oscillating delta wings in incompressible flow is extended to give the coefficients at any station of the wing. It is shown that for practical reasons the assumption is made that induction may be neglected. This means that the coefficients are theoretically only correct for a rigid wing in pitching and plunging. However they will be used for a flexible wing with spanwise bending, chordwise bending and rotation. For the oscillating delta wing with subsonic leading edges in supersonic flow the theory of Watkins and Berman will be discussed. Here again the original report is extended to give the coefficients at any station of the wing. The calculation of the natural modes of vibration of the wing, based on the methods of Scanlan and Rosenbaum, is presented for completeness. Finally it is shown how the coefficients and the modes may be combined to give the aerodynamic forces. As an appendix the differences between the British and the American techniques for calculating the aerodynamic coefficients are discussed.