The impact of adopting customization policy and sustainability for improving consumer service in a dual-channel retailing

In recent decades sustainability and dual-route retailing have been adopted by many big industries. Companies are now bound to maintain such strategies that fulfill the sustainable goals developed by the United Nations. Industries face a huge penalty if carbon emissions exceed a certain boundary. Moreover, factories should maintain sufficient flow in retail chains and product quality. This paper demonstrates 3-pillar sustainability in dual channel retailing, empowering firms to integrate the financial-economic pillar with the non-financial (environmental, social, and ethical) pillar. The core product is made available through the traditional channel and customized products are through online channels. The model is enabling the customers with customization provisions where they can influence the products. Thus, as a novel approach, the article incorporates a presumed threshold limit on the product's (standard and customized) selling price difference. Due to customization, a new product is developed which needs extensive quality checks. The study introduces an investment in checking the quality of the customized product which reduces the probability of customization defects exponentially. Additionally, current research adapts the carbon emission cost, penalties charged to a firm for overshooting the limit, and social costs in a smart supply chain. It also exemplifies that production is directly proportional to financial investments in meeting sustainability objectives. The numerical analysis reflects that as production increases, penalty costs decrease at a significant rate but after reaching optimal production penalty cost again starts to increase. It is observed that the downfall of penalty is 20% more for the single-channel than dual. Adaptation of the customization policy makes the retailing strategy more cost-effective. The model exemplifies that it is more economical to adopt dual-channel retailing compared to single-channel as there is approximately a 14.0625% reduction in total cost in dual-channel retailing. Moreover, an 80% improved quality is observed with a financial investment, which improves consumer satisfaction.     

Capital market integration in ASEAN: A non-stationary panel data analysis

Motivated by the establishment of ASEAN Economic Community (AEC) at the end of 2015, we examine saving-investment relationship in various subgroups of ASEAN to assess their capital market integration. The results from second generation panel unit-root and cointegration tests that account for cross-sectional dependence as well as estimates of long-run saving-retention rate provide some evidence of market integration in ASEAN. The analysis of short-run dynamics suggests that capital mobility in ASEAN during 1980–2014 appears similar to that in OECD countries during 1970–1999. More importantly, across different panel estimators and subgroups of membership, there is considerable heterogeneity among the member countries. The saving-investment association is very weak, thereby implying very high capital mobility, in more developed members such as Singapore, Malaysia, and Brunei; the association is very strong, implying very low capital mobility, for much less developed members such as Laos, Myanmar, and Cambodia. The results call for renewed effort to develop capital markets in less developed nations and integrate them with the rest of the membership in ASEAN. In this paper, we also address several major shortcomings of the original Feldstein-Horioka framework.     

Addressing the sustainable development through sustainable procurement: What factors resist the implementation of sustainable procurement in Pakistan?

Sustainable Public Procurement is an integral part of sustainable development because of ever increasing government expenditures. Most of the developing countries lack the required infrastructure which may support public sector sustainability. The aim of this study is to assess the critical factors which resist the implementation of sustainable procurement in public sector of Pakistan. We used Interpretive Structural Model to investigate and rank the interrelationships among different factors of sustainable procurement. With the help of literature and Likert scale instrument, we found twelve key barriers that resist sustainable procurement implementation. We also examined tender documents of 75 different public sector universities of Pakistan but found absence of sustainability element in the documents. External factors namely government legislation and stakeholders' pressure are found most critical barriers as compared to inter organizational factors. The study is also important to highlight the hurdles in the way of sustainable development. First, the government must introduce rules and regulations to implement the sustainable procurement. Stakeholders and donors must put pressure on organizations for adopting sustainable procurement. Sustainability education should be made mandatory part of curriculum and employees should be given regular training on sustainability. Further, public procurement policies at government and institutional levels are required to be revisited towards a circular economy.     

Leaving state sector employment in Russia

I analyse the reallocation of labour and human capital from the state sector to the non‐state sector and non‐employment in Russia. I use a nationally representative household dataset, the Russian Longitudinal Monitoring Survey, to study sectoral mobility in early transition using summary measures of mobility and multivariate discrete choice models. The results show that sectoral mobility varies between different skill groups, and in particular that those with university education, with supervisory responsibility and in white‐collar occupations are less likely to leave state jobs for both non‐state employment and non‐employment. The results suggest that in the early stages of transition in Russia mismatch of skills across state/non‐state employment was significant and that non‐state employment consisted mostly of low skill, ‘bad’ jobs.     

Changing composition of human capital The Czech Republic,Hungary and Poland1

We show that business education/occupations have expanded and that technical education/occupations have contracted in the Czech Republic and Poland since 1990. We interpret these changes as an adjustment necessary for their transition to a market economy. We do not find the same pattern in Hungary, which we attribute to the earlier timing of its transition. We construct an aggregate model in which labour reallocates in response to changing demand structure. When calibrated with the Czech and Polish data, the model generates a large movement of workers with technical education and experience into business occupations in the early 1990s. The discounted sum of output loss due to the gap between the demand structure and the composition of existing human capital amounts to between 8 and 40 percent of 1990 GDP.     

浅论知识经济时代的人才观

知识经济是二十一世纪的主导经济。创新是知识经济的灵魂。知识经济时代的人才必须具备创新意识、创新精神和创新能力。本着重从知识经济的含义、特征及对人才素质的要求，阐述知识经济时代的人才观。     

话语民主理论下可持续发展中的公民参与

可持续发展目标的追求需要公民的集体判断，公民参与作为可持续发展的基本原则之一，有利于实现可持续发展的目标，也是为避免“公地悲剧”尴尬局面的必然选择。从话语民主理论的角度来看，我国可持续发展进程中存在着公民参与可持续发展的不完善性和公民淡漠的问题，以及官僚式的独白现象。因此，要构建公共能量场确保可持续发展政策执行过程公民话语的正当性和合法性，实行一些人的对话参与可持续发展，通过“重复性实践”使可持续发展中的公民参与制度化。     

China's regional income disparityAn alternative way to think of the sources and causes1

Using data on China's provincial economies for the period 1978–2005, we decomposed the causes and factors that have contributed to inter‐regional per capita income disparity. Variance in capital per employee and variance in capital elasticity are found to be the two main sources of income disparity while the employment–labour force ratio is shown to be an important factor in containing the rise of income disparity. An analysis on inter‐regional factor reallocation effects reveals their relatively small and insignificant contributions to overall growth performance. It is also discovered that capital has in most years flowed in the right direction to pursue higher marginal productivity across provincial economies. Inter‐provincial labour movement, on the other hand, had not displayed significant equilibrating effects until institutional reforms started to allow freer inter‐regional labour mobility in later years. Generally, we conclude that market‐oriented factor mobility has played a crucial role in equalizing factor returns as well as enhancing growth efficiency across regions.     

A multi-level analysis of sustainable mobility transitions: Niche development in the UK and Sweden

A wide range of intractable problems such as polluting emissions, noise, accidents, resource depletion, and inaccessibility of amenities are associated with the current transport regime. Given the slow movement towards a more sustainable mobility system, more radical, systemic innovation - a ‘transition’ - is required. Broadly speaking, this may be achieved via three routes: technological change, modal shift, and reduced travel demand. Drawing on concepts from the transitions literature (e.g., [Geels, F.W.: Technological Transitions and System Innovations: A Co-evolutionary and Socio-Technical Analysis, Edward Elgar, Cheltenham, 2005.]), we conceptualise each of these routes as a bundle of niche activities within an Area of Innovation, deviating to differing degrees from the current mobility ‘regime’. We present empirical evidence and indications of ongoing development of niches in these three areas within the UK and Sweden, and explore processes of co-evolution, divergence and tension within and between niches. Findings indicate recent market penetration of novel transport technologies, more advanced than modal shift or demand management activities; however, different transport technologies are more successful in each country. We also identify examples of a close relationship between development of radical vehicle/fuel technologies and provision of mobility services; and information technology as a driver in all three areas of innovation. We conclude that future innovation in transport depends on diversity, hybridisation, and co-evolution of niches. Finally, policy implications are discussed.