基于软系统方法的整合创新模型研究

创新过程从本质上讲是一个无结构系统创立或变革的过程,而处理无结构、多目标复杂问题正是软系统方法的优势。在借鉴国外相关创新模型的基础上,提出了一个基于软系统方法的整合创新模型。     

德国在生命科学前沿领域的研发与创新

德国将生命科学界定为“引领性先进学科”,而系统生物学、计算神经科学与医学基因组学是生命科学研究的前沿学科。德国联邦政府通过系列措施大力推进上述三个领域的研发创新。文章对德国生命科学领域项目实施情况、重点领域进展和支持其研究创新政策机制特点进行了分析和归纳。     

Can highway investment policies influence regional growth?

If a highway investment policy instrument is to alter growth in the manner desired, two criteria must be satisfied: (1) the policy instrument must be implemented, and (2) the implementation must achieve the desired policy goal. A look at three decades of highway policy goals (slowing net population growth, reducing arterial congestion, and fostering city-specific population increases) and policy instruments (zoning and sewer restrictions, gridded networks, and highway facility construction or non-construction) provided insights regarding the extent to which Virginia's growth-oriented highway investment decisions satisfied these two criteria.Crucial to the first criterion is that a policy instrument will not be implemented if it lacks a supporting mechanism. For example, the policy instrument of gridded networks in this study lacked any ordinance, financial incentive, or training to facilitate its implementation. Crucial to the second criterion is that highway investments are not effective for achieving a growth-related policy goal. Development will continue in a region despite efforts to slow it by deleting new roads from master plans or will occur elsewhere despite efforts to target it in a specific area.     

AN APPLICATION OF AN INTEGRATED TRANSPORT NETWORK – MULTIREGIONAL CGE MODEL TO THE CALIBRATION OF SYNERGY EFFECTS OF HIGHWAY INVESTMENTS

A transportation network-multiregional CGE model is applied to estimate the synergy effects of a set of highway projects on value added by region and industrial sector. This synergy effect is defined as a difference between the summation of the net GDP increase from the development of each highway sub-link without spatial linkage and the change in GDP resulting from the concurrent development of all links with spatial linkages. Among nine east–west highways in Korea, the East–West 9 highway increases the GDP by 0.3% over the 30-year time period horizon, with 0.016% of the GDP due to the synergy effect. The East–West 9 highway has the largest synergy effect of US$0.164 billion per year on the manufacturing sector of Kwangju Metropolitan Area, resulting in a gain in a regional GRP per capita of US$15.88 per year. Since most synergy effects are generated in less developed regions, highway development can contribute to the reduction in regional disparities.     

Factors influencing corporate governance disclosures: evidence from Alternative Investment Market (AIM) companies in the UK

This study examines the relationship between company and ownership characteristics and the disclosure level of compliance with Quoted Companies Alliance (QCA) recommendations on corporate governance in Alternative Investment Market (AIM) companies. We report clear evidence that compliance increases with company size, board size, the proportion of independent non-executive directors, the presence of turnover revenue, and being formerly listed on the Main Market. However, we find that shell and highly geared AIM companies disclose relatively lower levels of corporate governance than recommended under QCA guidelines. Our findings suggest that market regulators should review the potential impact of the quality of corporate governance in these companies on the future vibrancy of AIM. We find no evidence that ownership structure or the type of Nominated Advisor is related to disclosure of compliance with QCA guidelines. Overall, in a lightly regulated environment such as the AIM market, it seems that companies will ultimately pursue a cost–benefit strategy in voluntarily complying with good corporate governance practice.     

Exploring technology paths: The development of alternative transport fuels in Sweden 2007-2020

By using socio-technical scenarios, we investigate how present policy choices may affect the development of alternative transport fuels in Sweden. One important choice for policy lies in the balance between general tax exemptions stimulating the market for alternative fuels, and funding of research and development more directly promoting new technology. The implications of this choice are illustrated with four diverging development paths until 2020. In the market-oriented scenarios, we illustrate consequences of breaking the dominance of entrenched technologies and demonstrating a growing market potential for alternatives, but also the risks with a large focus on first generation renewable fuels. In the technology-oriented scenarios, we point out the value of keeping variety among niches in this stage of the transition. In conclusion, if policy is implemented without taking the dynamic forces within the system into account, there is a risk that any measure leads the system into a dead end. But if policy strives to balance the development in different parts of the technological system while making use of various prevailing forces of change, a multitude of different efforts can contribute to the development of a more sustainable transport system.     

创新型企业的组织结构设计研究

成功的创新需要合适的组织结构的支撑,而当前的企业组织结构存在阻碍创新的弊端。创新型企业要求的组织结构应具有分权化和开放系统性特征,二元组织(Ambidextrous Organization)思想和生存系统模型(Viable Systems Model,VSM)为创新型企业的组织设计提供了新的思路。创新型企业应进行组织结构的重设,分别设立日常事务部和创新业务部,并将创新业务部分为创新业务经理、信息部、协调部、控制部和操作部,为提高创新型企业的自主创新能力提供组织保障。     

基于多案例的复杂产品系统项目组织结构动态调整研究

现有研究认为项目武（BPO）是复杂产品系统（CoPS）实施最适合的组织结构,然而在项目实践中多数CoPS项目均未完全采用这一组织结构。本文以此现象为研究对象,主要采用文献研究和案例研究方法,借助问卷调查和访谈等手段,比较分析了四个典型复杂产品项目实施过程中组织结构的动态调整的过程。研究表明,在复杂产品系统需求分析、系统结构设计、模块开发阶段,项目的组织结构形式是从弱矩阵式逐步过渡到强矩阵式进而发晨为对接式项目团队,在系统集成阶段,进一步演化为项目式组织结构。     

The hierarchy of roads, the locality of traffic, and governance

This study investigates the use of road networks both within and outside of home jurisdictions (city (or town) and county of residence) by analyzing GPS data collected in the Minneapolis—Saint Paul metropolitan area. The study tracked volunteers' travel behavior to determine which roads (and thus which class of roads) users chose to accommodate their travel needs. More than half of the travel on county roads and city streets occur outside of one's home city, but most travel is within one's home county. The average share of travel distance in the home county is more than 70% for both county and city streets. The high share, which does not account for non-residents destined for the county to work or shop, e.g., implies that the free rider problem on city and county streets at the county level is minimal. Of particular concern is travel on city roads in cities other than one's own. To the extent that this is to go to a destination in that city, that travel is also local. However, because city and county roads are typically funded by those jurisdictions from land-based sources such as property taxes, through trips with neither end in the city through which they are traveling are in a very real sense “free riders”, and pose a problem. With growing trip lengths and emerging economies of scale in road management, it may be appropriate to consider moving more roads from township, town, or city level to the county level of government.