Prosper. An evaluation of tourism's contribution to regional economies

Prosper has delivered a three part model for assessing and enhancing the value of tourism in regional areas. The first part of the model uses simple indicators to provide an assessment of the economic, social, and environmental value attached to tourism. An indicators approach was adopted following extensive review of the application of more complex approaches to regional economic analysis. The review found that complex approaches are unlikely to produce results of sufficient validity and applicability to warrant their high resource costs (time, money, and skills). Complex models are also more difficult to maintain. The economic value is represented through quantitative indicators relating to employment and the number of businesses in tourism related sectors. These are all relative indicators (for example, proportion of all businesses which are businesses in the tourism sector or proportion of change in employment that can be attributed to change in tourism related employment). These indicators are drawn from national data sets which provide information for statistical local areas and/or postcode areas. This offers the opportunity to develop and deliver consistent national profiles through a vehicle such as Decipher. National standard data sets are supplemented in the model by more qualitative assessments of tourism’s contribution to the local economy made by business operators through interviews or surveys. Again, tracking the change in these assessments over time is the key to the model. Social and environmental values are substantially more difficult to assess. The Prosper case studies have included qualitative assessments derived from business and community meetings, local government and other administrative documents, media and a simplified network analysis identifying the extent to which community based organisations interact with the delivery of tourism services. Data sets have been identified which would allow a quantitative analysis of the extent to which tourism activity (visitor movements, business activity, business construction) encroaches on environmentally sensitive areas or is responsible for redevelopment or preservation of built environments. The case studies have not been able to implement this quantitative analysis. The second part of the model conducts a ‘diagnostic’ assessment of the capacity in the region to harness the value of tourism through innovation. Innovation is seen as a very important mechanism for both identifying regional issues and developing responses to those issues. Innovation is widely accepted in the literature as a driver of economic growth, and concepts such as ‘systems of innovation’ and ‘regional systems of innovation’ have become common in understanding how that innovation can be encouraged and placed within technical or geographical contexts. The diagnostic element of the Prosper model uses a series of techniques (including historical document analysis, interviews, and network analysis) to investigate the characteristics of region’s human tourism resources in relation to their ‘innovation potential’. Innovation potential is influenced by: • Economic competence – the extent to which those resources include capacity to manage projects and implement new ideas; • Clustering of resources – the spatial relationships between tourism attractions and amenities and nontourism amenities and resources which may be critical in the delivery of tourism product; • Networks – the social and professional relationships between tourism attractions and amenities and nontourism amenities and resources which may be critical in the delivery of tourism product; • Development blocks – the existence of sufficient new resources or new ways of looking at existing resources to provide opportunities for innovation. Development blocks need also to be a source of tension or disequilibrium so that their use is contested and therefore options more likely to be scrutinized as to their viability; • Entrepreneurship – the capacity for human resources to engage in new tasks and drive activity; • Critical mass – the relationship between the capacity to supply tourism product, and the capacity to access sufficient and appropriate markets (including resident markets) to support ongoing supply; • Local government – the extent to which local government considers tourism an important issue and is willing to engage in the innovation process • Production and distribution of knowledge – the extent to which the history and current status of tourism is understood and communicated, and the degree to which stakeholders can access and apply new information for identifying the potential or need for change, assessing the viability of projects, and evaluating activities; • Social, political and cultural capital – the strength of the social, political and cultural environments, and the degree to which those environments can be effectively harnessed to support tourism innovation. The third part of the model uses ‘visioning’ techniques (drawing in part on experiences from Sustainable Tourism CRC projects on ‘Gold Coast Visioning’ led by Professor Bill Faulkner at Griffith University, and research by Walker, Lee, Goddard, Kelly & Pedersen, 2005) to engage stakeholders in developing strategies for identifying tourism value issues (based on the community awareness of the value of tourism, aspirations for enhancing value, and strategies for addressing deficiencies in innovation potential). A number of processes are available for applying visioning techniques. Our case studies typically involved community leaders accepting ownership of the results of the application of the first components of the model and, in a facilitated or nonfacilitated way, delivering these results broadly through the community. In some cases, strategies emerged entirely from within the region, while in others, the research team was further engaged to collate strategy suggestions and summarise the arguments attached to these suggestions. In most cases, the final case study write-up included reference to suggestions which appeared likely to be carried forward. The Prosper model was tested in thirteen case studies, not simply to establish whether the relationships hypothesized between innovation potential and harnessing the value of tourism could be observed, but also to establish to extent to which participating regions viewed the application of the model as important and worthwhile in their attempts to move forward. The case studies were a mix of five new studies conducted using the Prosper model in a direct way and meta-analysis of eight previous case studies. The short time frame for the research (2 and ½ years) and the relatively long term nature of change made it impossible to design the research to evaluate the success of the strategies developed or any specific innovations in new case studies, so the metaanalysis studies were significant in this respect. The case studies strongly supported the second part of the model in particular, and the research served as an influential tool for many of the case study communities who were able to implement programs of value monitoring (through quantitative or qualitative means), identify ways in which their systems of innovation could be strengthened, and develop context specific mechanisms for identifying and assessing the feasibility of tourism development proposals. The research has delivered a number of outputs which may be used in dissemination and commercialisation of the intellectual property. A stand-alone publication reviewing the applicability of various economic value assessment techniques to regional tourism has been produced. A quick guide to the Prosper model and assessing whether application of the model would assist a particular region has been drafted, and is slated for development in collaboration with Sustainable Tourism CRC. A detailed methodology specification has been prepared, and may be used as the basis of consulting services or the conduct of further case studies. The quantitative data sets (Census, Sensis, TTF employment analysis, labour force statistics etc.) may be made available through Decipher and included in a structured Decipher product which facilitates analysis and interpretation. A book containing research results of the thirteen case studies and an overview of the relationship between those case studies and the Prosper model has been edited by Dean Carson and Dr Jim Macbeth and has been submitted to the Sustainable Tourism CRC editorial team led by Professor Chris Cooper at the University of Queensland

Policy, Performativity and Partnership: an Ethical Leadership Perspective

This article identifies the need to think differently about educational partnerships in a changing and turbulent post compulsory policy environment in England. The policy and institutional contexts in which universities and colleges currently operate seem to be fuelling performativity at the expense of educational values. There appears to be a sharp interruption in the steady increase in educational partnerships as a vehicle for increasing and widening participation in higher education. We are witnessing a marked change in university / college relationships that appears to be a consequence of government calling a halt to increased participation in higher education, creating an increasingly competitive market for a more limited pool of student places. The implication that educational policy at the national level determines a particular pattern or mode of leadership decision making throughout an institution should however be resisted. Policy developments that challenge the moral precepts of education should not be allowed to determine how a leader acts, rather they should prompt actions that are truly educational, rooted in morality, and atached to identifiable educational values. Educational leaders have agency to resist restricted discourses in favour of ethical and principled change strategies that are a precondition for sustainable transformative partnerships in post compulsory education. University leaders in particular are called upon to use their considerable influence to resist narrow policy or managerial instrumentalism or performativity and embrace alternatives that are both educationally worthwhile and can enhance institutional resilience

Critical review of strategic planning research in hospitality and tourism

Strategic planning remains one of the most popular management tools, but theoretical and empirical developments in the academic literature have been a slow burn. This paper addresses this gap and provides an up-to-date review of hospitality and tourism strategic planning research. We review strategic planning research from 1995 to 2013 in seven leading tourism academic journals, and adopt a modern and broad conceptualization of strategic planning. While there is some awareness of effective tourism strategic planning processes, academic research has not kept pace with practice. To stimulate a resurgence of research interest, we provide future research directions. We observe a methodological introspection and present some new research methodologies, which are critically important in researching the turbulent, chaotic and nonlinear tourism environment

Business relationships in the automotive and component industries in Portugal

Partnering has been the most commonly used term to describe collaboration between a buyer and its direct supplier. The automotive industry has been the basis for the development of most studies on the subject. Despite the many studies on partnering, some people share the view that largely missing from the literature is a clear definition of this concept and of how it operates within dyadic (i.e. between a buyer and its direct suppliers), network and firm contexts. This is found to be particularly important if automotive companies geographically spread in the globe are to be properly managed. The purpose of the research presented in this thesis was to explore inter-firm collaboration and partnering between a subsidiary of a motor vehicle manufacturer and its direct suppliers, taking into account the ownership ties of firms, such as those of multinational corporations (MNCs). The objective was to generate new knowledge on how inter-firm collaboration and partnering operate and on the factors that influence the business relationships that are established between the referred companies. The researcher followed a single case study research strategy in order to develop a new and empirically grounded understanding, while favouring contextualisation and complexity. The researcher adopted a triangulated research design in which quantitative and qualitative data were gathered in two stages, through a self-administered mailed questionnaire and in-depth interviews, respectively. The findings suggest that: (a) relationships can be characterised by several dimensions, (i.e. commitment, trust, win-win, long-term orientation, co-ordination, joint problem solving, flexibility, mutual dependence) each of which is a mix of collaborative and non-collaborative elements; (b) a diversified scenario of relationships can be explained by the different combinations of several contextual factors (i.e. organisational, relational, spatial and network); the importance of each needs to be weighted and hierarchised; (c) the network affects both to enable and constrain the freedom of action at the level of the customer supplier dyad; and (d) partnering is contingent on the position, role and influence at different points in the network. The research argues that relationship management can be enhanced through the application of analytical tools to the assessment of business relationships. New frameworks for analysis are presented as significant contributions to knowledge, among a series of theoretical, methodological and empirical contributions. The researcher suggests directions for research which will further enhance the understanding of inter-firm collaboration and partnering and business relationships within a multinational network context

Airport Benchmarking The Key Performance Area of Safety

The utility of an airport benchmarking process is widely recognised in a world where competition between airports is becoming a reality. Therefore, there is a need for a broad consensus to establish and construct reliable databases for measuring airport performance and consequently the development and the implementation of even more accurate performance management systems. A wide number of studies that focus on airport benchmarking - but mainly based on economic and productivity performance indicators are done and can be found in the literature. However, there is a lack of studies that focus on the airport performance in a holistic form, set in different areas for a truly global analysis. A Multi-Criteria Decision Analysis (MCDA) approach applied to Safety key performance area from PESA–AGB (Performance Efficiency Support Analysis – Airport Global Benchmarking) model. This model is based on MACBETH (Measuring Attractiveness by a Categorical Based Evaluation Technique) methodology is used to evaluate its impact on the overall performance of three airports; and under two distinct processes, peer and self-benchmarking - along eleven years. The Safety area performance analysis is done describing four case studies, where a selfbenchmarking analysis was conducted for three airports, A, B and C, with distinctive characteristics, each one representing the main Portuguese air infrastructures: Airport A is considered the largest one in terms of number of passenger and movements, related to Lisbon airport; Airport B mainly a Low-Cost Carrier (LCC) and Cargo one, resembling Oporto airport; and finally Airport C, an LCC oriented one with seasonality peaks along the year resembles the Faro airport. The last case study englobes the three airports in a peer-benchmarking analysis. As an important result, it was found that the Safety Performance Area has the greatest weight and therefore is the most important area in relation to airport performance, according to research done considering the opinions of experts. Through the performance analysis, it was found that airports A, B and C have medium to excellent performance in the security area, with a positive evolution in general since 2007 and with worse performances in 2004. The results evidence the importance of this type of evaluation to understand how airports deal with Safety issues and how this key performance area may impact in any benchmarking process, and on the overall evaluation of such complex transport infrastructure too.A utilidade do processo de benchmarking de aeroportos é amplamente reconhecida num mundo onde a competição entre aeroportos se esta a tornar uma realidade cada vez mais presente. Logo há uma necessidade por um consenso mais amplo para estabelecer e construir bases de dados confiáveis para medir a performance de aeroportos e consequentemente o desenvolvimento e implementação de melhores e mais precisos sistemas de gestão da mesma. Existem vários estudos focados na avaliação comparativa, mas sobretudo baseados em fatores económicos e de produtividade. No entanto há uma escassez de estudos focados na performance do aeroporto como um conjunto de áreas que devem ser abordadas numa verdadeira análise global. Por meio de análise multicritério de apoio à decisão (multiple-criteria decision analysis- MCDA), aplicada à área de segurança operacional e no modelo desenvolvido designado por PESA-AGB (Performance Efficiency Support Analysis- Airport Global Benchmarking) por sua vez baseado na metodologia MACBETH (Measuring Attractiveness by a Categorical Based Evaluation Technique) pretende-se avaliar a performance de 3 aeroportos fictícios (O aeroporto A com características semelhantes ao Aeroporto de Lisboa com grande número de movimentos e também considerado o principal aeroporto português, o Aeroporto B, semelhante ao aeroporto do Porto com características próprias de um aeroporto de companhias aéreas de baixo custo e transporte de carga e por último o aeroporto C com semelhanças ao aeroporto de Faro, marcado pela sazonalidade da sua procura) e em dois processos distintos, numa análise comparativa por grupos de aeroportos pertencentes ao mesmo grupo, e numa análise comparativa de cada aeroporto ao longo de um período de 11 anos. A performance da área de segurança é feita comparando classificações obtidas entre os aeroportos (peer-benchmarking) e através dos resultados obtidos por cada aeroporto nos últimos anos (self-benchmarking), demonstrando-se assim a utilidade e flexibilidade da ferramenta para os agentes com interesses ligados à infraestrutura aeroportuária. Como um importante resultado constatou-se que a Área de Desempenho de Segurança tem o maior peso e, portanto, é a área mais importante em relação ao desempenho do aeroporto, de acordo com a pesquisa feita levando em conta as opiniões dos especialistas. Os acidentes em pista como indicador de performance de segurança ocupam o lugar de maior importância e maior peso dentro dos indicadores de performance de segurança. Através da análise da performance constatou-se que os aeroportos A, B e C têm desempenho médio a excelente na área de segurança com uma evolução positiva de uma maneira geral a partir de 2007 e com piores performances no ano de 2004. Como outputs do modelo utilizado encontraram se medidas que permitem a análise de performance na área de Segurança. Com este tipo de avaliação deverá ser possível um melhor entendimento de como os aeroportos, infraestruturas de grande complexidade, lidam com as questões de segurança num processo de análise comparativa

EmC-ICDSST 2019: 5th International Conference on Decision Support System Technology - ICDSST 2019 & EURO Mini Conference 2019 on "Decision Support Systems: Main Developments & Future Trends"

info:eu-repo/semantics/publishedVersio

The Role of Knowledge Management in Supply Chain Management: A Literature Review

Purpose: The aim of this paper is to examine the state of knowledge management research in supply chain management from three standpoints, methodological approach, supply chain management area, and knowledge management processes. Design/methodology/approach: To achieve this, a systematic review is conducted over the period 2000-2014 on the basis of a qualitative content analysis. Findings: Major results showed that knowledge management can be viewed as a leverage mechanism for: (i) supply chain integration; (ii) the enhancement of intra and inter-relations across the supply chain; (iii) supply chain strategy alignment; and (iv) the reinforcement of knowledge transfer in product development. Some supply chain management areas such as reverse logistics, inventory management, forecasting/demand planning, outsourcing, and risk management have been explored only to some extent. Furthermore, knowledge transfer is being studied in the majority of the articles, mainly by both case study and survey approach; mathematical models and simulation techniques are used in very limited articles. Findings concerning theoretical perspectives and managerial issues are also described. Research limitations/implications: The limitation of our study encompasses the aspects of search period (2000-2014), selection of search databases (Web of Science and SCOPUS and language selection (English). Practical implications: The exhibition of the KM processes within the SC context may help practitioners and managers interested in implementing KM initiatives to replicate the methodologies in order to increase the possibilities of a successful KM adoption. Originality/value: The systematic review will contribute to the understanding of the present state of research in the knowledge management theory, with focus on the supply chain, as there are no state-of-knowledge studies that report a systematic literature review approach.Peer Reviewe

Exploring Relationships and Information Exchange in Grocery Supply Chains: a Case Study of the Enablers and Inhibitors.

The last decade has seen a growing interest from academics and practitioners in the development of collaborative supply chain relationships based on information exchange. Most of the evidence gathered within this management research area has been biased towards the role of the buyer/supplier dyadic exchange in the integration of the supply chain. The role of the other parties and the systemic nature of supply chain management have been relatively ignored. Previous research in this area has also been biased due to the narrow focus of investigation, with one problem being obtaining access to all parties involved in the supply chain. The purpose of this study was to overcome the aforementioned research biases and therefore, contribute to the understanding of the collaborative relationship development process from a broader supply chain perspective. Open access was gained to six organisations across three tiers of a coffee supply chain in the UK grocery sector. Within this context, a theory building approach was applied to the data collected in the case study. Through constant comparison and coding of data from multiple strategic, tactical, operational, inter- and intra-organisational exchanges within the same context, several findings were made. An interesting finding from the research is the evolving role of the supply chain integrator, whereby the manufacturer seeks to balance the needs of its retail customers with the sourcing and procurement of raw and packaging materials from its suppliers. In terms of the concepts of supply chain relationships and information exchange, there are a number of common enablers and inhibitors. The inter-relationship between the two concepts is however complex and requires further study. The other findings of the research are expressed as a tentative theoretical framework and a series of new emerging enablers and inhibitors to collaborative relationships and information exchange in the supply chain. Finally the enablers and inhibitors grounded from the case study provide a guide to the relational and often context specific factors that can influence the development of collaborative supply chain relationships based on information exchange

Supply chain management resources, capabilities and execution

This paper identifies inter- and intra-organisational management resources that determine the level of execution of inter-firm alliance supply chain management (SCM). By drawing on network and resource-based view theories, a conceptual model proposes the effects of SCM resources and capabilities as influencing factors on SCM execution. The model was tested using survey data from studies conducted in two European supply chain environments. Variance-based structural equation modelling confirmed the hypothesised hierarchical order of three proposed antecedents: internal SCM resources affect joint SCM resources, which in turn influence collaborative SCM-related processes and finally SCM execution. An importance-performance analysis for both settings shows that providing and investing in internal SCM resources should be a priority when aiming to increase SCM execution. The theoretical contribution of this paper lies in confirming that the improvement of SCM execution follows a clear pathway featuring internal supply chain resources as one of the main drivers. The practical implications of this research include the development of a prioritisation list of measures that elevate SCM execution in the two country settings