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Models of the new product adoption process have traditionally assumed that consumers move directly from product trial to adoption. Such an assumption essentially equates product purchase with adoption. Is it advisable for the manager to assume that consumers who purchase a new product for the first time are adopters of the innovation? This article argues that viewing the adoption process in this manner not only may be misleading, but could be incorrect. It is proposed that the addition of two variables — direct product experience and product evaluation—between trial and adoption will more accurately reflect the consumer's new product decision process. Empirical results from an energy‐related innovation provide support for the suggested modifications.

General education and special education teachers may have limited experience working with students who are deaf/hard of hearing and be unaware of the professionals and specialist who may work with those students. When a student has a hearing loss, there are a variety of additional professionals with whom teachers must collaborate. The roles of these professionals may be different than those experienced by other educators. An understanding of the roles of these various professionals is important to ensuring the most appropriate service provision for students with hearing loss. This chapter will specifically discuss the roles of teachers of the deaf, interpreters, and audiologists as well as some other related service providers within the context of a fictional case scenario.

The purpose of this case study is to allow the exploration of social entrepreneurship, environmental improvement and volunteering in the context of the UK's declared Big Society. Recently, there has been increased interest in “environmental” as well as social entrepreneurship. Volunteering is also an area of growing concern in policy circles, particularly with the advent of the “Big Society”, the UK Government's vision of citizen involvement.

The case was written with both secondary and primary data and with the co‐operation of Incredible Edible. Primary data include street questionnaires and semi‐structured interviews with relevant stakeholders.

Incredible Edible is an environmental initiative started in Todmorden, West Yorkshire. Basically community members – largely volunteers – have looked for opportunities where they could plant and grow fruits and vegetables that others could just help themselves to. Any spare land and space has been seen as suitable. From this the themes of local food growing and self sufficiency have taken over. Over a (short) period of years the initiative has grown and received considerable support from local stakeholders as well as extensive publicity. The initiative has attracted attention elsewhere and not just in the UK. But its real impact has been on the community and its sense of place.

The data have been used (so far) to write a case that traces the journey of the people behind the initiative, their motives and their impact. It explores a number of themes, namely: social entrepreneurship in action; improving the local environment aesthetically; the Big Society and volunteering; the local economic and social impacts – a new sense of place; improved diets and healthy eating – but also the impact on other local businesses which sell rival food products; how local successes can be replicated elsewhere; and the sustainability of initiatives such as this.

The case demonstrates five important themes that could be seen as a litmus test for the effectiveness of projects and initiatives in the Big Society – namely the presence and commitment of a visionary who provides the purpose and direction, volunteers, velocity – and emergence, visibility, and value.

Purpose – The objective of this chapter is to draw the attention of policy makers in the fields of urban planning and transport in China to the importance of developing more balanced multi-modal transport systems and the corresponding land-use patterns to support transport systems, particularly walking and cycling in order to address the issues arising from the dense, highly mixed land-use pattern in many Chinese cities. This will help to reverse current planning practices which give car-oriented development top priority and less consideration of walking and cycling.

Methodology – Statistical methods have been applied to analyse modal split in some cities in Japan, Beijing and Shanghai using travel surveys, plus analysis of the experience of policies in various cities around the world, especially in terms of the relationship between the modal shares for public transport and car. Door-to-door travel times have been analysed for Shanghai to understand the potential of cycle or e-bicycle in a dense urban environment.

Findings – The change in travel modal split in Beijing in recent years suggests that simply encouraging public transport cannot control use of car. The data from Japan also shows that normal bus services cannot compete with the car, but it is clear that people will travel less by car if there is a high non-motorized share in the city. Because of the low density of the metro network, the door-to-door travel speed by metro is not as fast as is often imagined, due to the long off-metro time. The people who use metro are often not the people who live very close to metro stations, but some distance away, so improving the connection to the station by cycle or e-bicycle could greatly reduce the total travel time by metro.

Research limitations and implications – More analyses should be conducted in medium-size and small-size cities in China, where the local capacity is low and there is great potential to travel by walking and cycling, but only after clear guidance and policy instruments have been provided by higher authorities.

Practical and social implications – There is still a relatively high share of non-motorized travel in China. Many cities still have extensive cycle infrastructure established under the State Code of Urban Road Transport Planning issued in 1995. Encouraging non-motorized transport systems is not only possible, but also good for the environment, and contributes to travel efficiency and social inclusion.

Originality – This chapter is the summary of several original research studies using primary survey data, encouraging public transport in China. This is the first research to show the great potential of non-motorized mode for controlling car use and improving urban mobility in China. It is also the first chapter to point out the integration of multi-modal transport systems with the corresponding built environment in China.

Metropolitan areas suffer from frequent road traffic congestion not only during peak hours but also during off-peak periods. Different machine learning methods have been used in travel time prediction, however, such machine learning methods practically face the problem of overfitting. Tree-based ensembles have been applied in various prediction fields, and such approaches usually produce high prediction accuracy by aggregating and averaging individual decision trees. The inherent advantages of these approaches not only get better prediction results but also have a good bias-variance trade-off which can help to avoid overfitting. However, the reality is that the application of tree-based integration algorithms in traffic prediction is still limited. This study aims to improve the accuracy and interpretability of the models by using random forest (RF) to analyze and model the travel time on freeways.

As the traffic conditions often greatly change, the prediction results are often unsatisfactory. To improve the accuracy of short-term travel time prediction in the freeway network, a practically feasible and computationally efficient RF prediction method for real-world freeways by using probe traffic data was generated. In addition, the variables’ relative importance was ranked, which provides an investigation platform to gain a better understanding of how different contributing factors might affect travel time on freeways.

The parameters of the RF model were estimated by using the training sample set. After the parameter tuning process was completed, the proposed RF model was developed. The features’ relative importance showed that the variables (travel time 15 min before) and time of day (TOD) contribute the most to the predicted travel time result. The model performance was also evaluated and compared against the extreme gradient boosting method and the results indicated that the RF always produces more accurate travel time predictions.

This research developed an RF method to predict the freeway travel time by using the probe vehicle-based traffic data and weather data. Detailed information about the input variables and data pre-processing were presented. To measure the effectiveness of proposed travel time prediction algorithms, the mean absolute percentage errors were computed for different observation segments combined with different prediction horizons ranging from 15 to 60 min.

Just as managers and accountants were becoming used to the idea that tanks should be regularly emptied for inspection, Forbes Tankguard arrives with its proposal that emptying is now obsolete.

Under this heading are published regularly abstracts of all Reports and Memoranda of the Aeronautical Research Council, Reports and Technical Notes of the United States National Advisory Committee for Aeronautics and publications of other similar Research Bodies as issued

This paper aims to look at the relative position of thought leadership between the areas of military and civilian logisticians.

The paper provides a theoretical framework in an exploratory study using the literature to evaluate the constraints on the military side of logistics thought.

The discussion identifies challenges that may preclude military logistics thought from becoming the leaders for the foreseeable future.

The paper provides an examination of the changing role between military and civilian logistics that has not been carefully examined since just after the Gulf War in 1991.