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The purpose of this paper is to apply a capability perspective to investigate the shift from relationship lending to transaction lending in a bank’s corporate segment. The authors investigate the impact of three operational capabilities: assisting corporate clients in funding and business operations, management of customer relationships and internal cooperation on performance in relationship and transaction lending.

The primarily empirical material comprises longitudinal survey data, collected on three occasions during the period 1998 throughout 2001 from one of Sweden’s largest banks. Data are analyzed using factor analysis and OLS regression.

Results show that the effects of the three capabilities are contingent on the type of lending strategy: In relationship lending, assisting corporate clients has no significant direct effect on performance; however, it has an indirect effect on performance via the management of customer relationships. In transaction lending, assisting corporate clients has a direct effect on performance, and this effect becomes stronger as the transaction strategy is further implemented. The results also show that the direct effect of the management of customer relationships and cooperation on performance is significant in both strategies; however, the relation is stronger in relationship lending compared with transaction lending.

The findings indicate that the choice of lending strategy is more complex than a choice between a strict relationship strategy and a strict transaction strategy and that a strategy that leads to competitive advantage includes elements of both strategies.

Digitalisation has been identified as a driving force behind retail sector transformation. The purpose of this paper is to provide a deeper understanding of how omni-channel strategies link to the digitalisation phenomenon. The study is explorative in nature and aims to expand existing knowledge by using a business model (BM) perspective.

The study uses a qualitative approach. Data collection involved a questionnaire answered by 13 firms from three retail segments (i.e. fashion, consumer electronics and bookstores and media) and a group discussion with senior managers. The data were complemented with information from websites, applications and available online reports.

The findings present empirical insights about different strategic and BM approaches to omni-channel retailing and highlight examples of pioneering retailers from the Italian market. The proposed framework consolidates earlier studies and puts forward three dimensions for a successful transition to omni-channel retailing BMs: a seamless customer experience, an integrated analytics system and an effective supply chain and logistics.

Managers can employ an overview of mobile commerce usage to manage the process of integrating channels, within their BMs, alongside the customer journey. Particular attention should be paid to development and the use of data analytics tools as one of the dimensions with a significant impact on omni-channel management.

First, this paper applies a BM perspective as a novel approach for analysing a transition to omni-channel retailing. Second, it is based on empirical analysis of three retail segments, which provide new insights into omni-channel strategies in the retailing literature.

To assess the introduction and performance of light electric freight vehicles (LEFVs), more specifically cargo cycles in major 3PL organizations in at least two Nordic countries.

Case studies. Interviews. Company data on performance before as well as after the introduction. Study of differing business models as well as operational setups.

The results from the studied cases show that LEFVs can compete with conventional vans in last mile delivery operations of e-commerce parcels. We account for when this might be the case, during which circumstances and why.

Inherent limitations of the case study approach, specifically on generalization. Future research to include more public–private partnership and multi-actor approach for scalability.

Adding to knowledge on the public sector facilitation necessary to succeed with implementation and identifying cases in which LEFVs might offer efficiency gains over more traditional delivery vehicles.

One novelty is the access to detailed data from before the implementation of new vehicles and the data after the implementation. A fair comparison is made possible by the operational structure, area of delivery, number of customers, customer density, type of packages, and to some extent, the number of packages being quite similar. Additionally, we provide data showing how city hubs can allow cargo cycles to work synergistically with delivery vans. This is valuable information for organizations thinking of trying LEFVs in operations as well as municipalities/local authorities that are interested.

The purpose of this study is to provide a review of the emergent literature to advance the current understanding of the business model (BM) concept in a context in which more than one actor is actively involved in the development and delivery of a joint offer based on information and communication technologies.

The paper uses a systematic literature review approach. The review is based on 25 systematically selected publications published from 2000 to 2018 and retrieved from bibliographic databases and through a process of snowballing.

The authors found several alternative conceptualizations of a BM at a network level, which highlighted different elements as core components. Based on this, authors’ findings suggest the literature has a fragmented view of what the BM concept entails at a network level, and of which actors are relevant. Conversely, there is a consensus that a single-firm view is inadequate for describing and studying joint value architectures because of its inability to consider all involved actors and their activities and resources. Therefore, a network-oriented view, as a relational aggregator, is seen as a possible way forward.

The study contributes to the current understanding of a BM concept at a network level and suggests three viewpoints from which to interpret value architectures at different levels of analysis: single-firm view, dyadic-level view and network-oriented view. Furthermore, the authors highlight several gaps to be studied and provide avenues for future research opportunities for scholars.

The purpose of this study is to understand turbulence in the field of payments in Europe and which future challenges this bring. The objective is to enable actors – industrial as well as policy-making agencies – to avoid becoming passive and reluctant to take needed steps that may realize a new playing field for payments.

The article uses scenario analysis methodology to propose a way forward if the field of payments is to move away from turbulence and instead embrace renewal. It is based on a literature study, interviews and workshops.

This article discusses and shows how the payment system is in a state of turbulence, which in itself, may become a self-reinforcing negative process. The seemingly rational competitive actions that firms take in this situation may make the situation worse. The article also outlines critical action that must be taken to avoid this negative process.

There is a need for research that integrates studies on innovation and renewal in the critical industries – banking, telecom and the system driving industries – to improve our understanding of possible synergies and/or obstacles to integrated, cross-industry innovation efforts. Such insights may also lay the foundation for the creation of a way to overcome turbulence.

The article advocates the need that critical actors collaborate to develop a new understanding – or common ground – of a future payment system. This will serve as a tool to identify obstacles and challenges, develop action and formulate agendas for different actors in and around the system. Based on the new common ground, actors are then free to formulate their own strategic agendas in a new competitive landscape in the field of payments.

If the turbulence is to be avoided, national governments in the euro area and the European Union Commission must work hard to avoid national exemptions and adaptations (often caused by strong lobbying by companies from each country in question). Innovation agencies must work so as to stimulate renewal. Another task could be to educate consumers on the social and economic benefits of moving away from a cash-based payment system.

The originality of this paper is to test the idea that turbulence and the consequential inertia in the payment system is a result of the institutional set-up of the industry. In addition, the article uses causal texture theory and scenario analysis to understand turbulence and inertia in the payment system. This has, to my knowledge, not been done before.

The purpose of this paper is to explore the reasons behind the slow adoption of mobile payment services. The expectations of the main groups of stakeholders – the mobile service providers, the retailers, and the consumers – of the service in the retail industry in Sweden are examined.

The authors use a qualitative case study of stakeholders’ expectations. The conceptual research framework is based on the theory of diffusion of innovations, the technology adoption model, and network externalities. The proposed framework was tested and validated by empirical findings.

One of the key findings of the research highlights that acceptance of a mobile payment service depends on the ability of mobile payment providers to build networks of both retailers and consumers simultaneously. The service will attract these stakeholders if it meets their expectations in the best possible way. Another finding is that mobile payment services do not meet expectations on an enhanced purchasing process. This is the area for future service improvement.

The main limitation of this study is that only a few retailers were contacted.

First of all, criteria from the developed research framework can be used as a guide for mobile payment service development. Second, when developing and providing a mobile payment service, mobile payment providers need to have a good understanding of the needs and expectations of retailers and consumers.

Stakeholders’ expectations have not been a focus for research in previous studies. This is a new research object.

A society's potential economic gains from replacing cash-based payments with electronic payments are large, and mobile payments may help this transition. The purpose of this paper is to understand consumers’ attitudes on start using mobile payment services.

The study builds on quantitative data from a proof of concept test of a mobile payment service that was done in Sweden in 2011. The theoretical foundation rests on technology adoption models (TAM) and diffusion of innovation theories.

The study finds that the most important factor explaining whether consumers are likely to use a mobile payment service is ease of use. In addition, relative advantage, high trust, low perceived security risks, higher age and lower income were associated with a positive view on adopting the service.

The results leads to the conclusion that studies of innovation in the payment industry cannot rely on TAM and innovation diffusion theory alone. Theories on learning, network economies and value-creation must also be included if change processes in payment systems are to be fully understood.

Companies aiming to launch mobile payment services must understand that consumers’ put high importance on reliability of such services and that trust in services is built via learning process. If consumers learn to use the service, the probability they also start to trust it increases. This means that the launch of services must be designed as learning processes for consumers and merchants.

The newness in this paper is, first, that the TAM model is tested quantitatively in a regression analysis using data from Sweden, and, second, that the traditional theories used to explain consumers’ use of new types of payment services are discussed and suggestions for additional, complementary theories are proposed.

Road freight carbon dioxide (CO₂) emissions are determined by a complex interaction between shippers and hauliers within the boundaries set by regulations and economic factors. It is necessary to gain understanding about the various driving forces and trends affecting these to promote low carbon future. The purpose of this paper is to find out what factors affect the long-term future development of road freight CO₂ emissions and whether the long-term emission targets will be achieved.

An international comparison of similar Delphi surveys is carried out in Finland, Norway, and Sweden.

The Delphi surveys indicate that the structural change of the economy, changes of consumer habits, concerns of energy and environment and changes in logistics practices and technology are the overarching trends shaping the future of the energy efficiency and CO₂ emissions of road freight transport. The expert forecasts for Finland and Sweden highlight that reaching the carbon emission target of 30 per cent reduction for the year 2030 is possible. However, the CO₂ emissions may also increase significantly even though the CO₂ intensity would decrease, as the Norwegian forecast shows.

This study combined quantitative and qualitative analysis. The results confirmed that similar factors are seen to affect the future in all three countries, but with some national differences in the likely effects of the factors. Future research using the same methodology would enable wider analysis of the global significance of these driving forces.