ABSTRACT
The COVID-19 pandemic outbreak has also challenged fashion brands to offer (potential) customers new and exciting online brand experiences and buying options. This study compared the effectiveness of two types of online fashion stores: an online pop-up store versus the same brand's web store, for a luxury brand (Louis Vuitton) and a mass-selling fashion brand (Nike). The effectiveness of the stores was measured by means of the following constructs: perceived brand experiences, social media buzz intentions, and buying intentions. Based on previous research on personality traits of fashion pop-up store visitors, we hypothesized that online pop-up stores would be more effective for customers with a high level of need for uniqueness (NFU). A sample of 212 female customers participated in our online experiment that had a between subjects-design. The results showed that customers who score relatively high on NFU are significantly more likely to buy from an online pop-up store. These customers also have superior brand experiences, and are more likely to share their experiences on social media, regardless of brand type. Overall, the results indicate that an online fashion pop-up store is significantly worth considering, especially for female customers who are looking for uniqueness.
ABSTRACT
Government agencies are increasingly interested in accelerating cycleway infrastructure to achieve co-benefits of increased physical activity, transport efficiencies, and reduced greenhouse emissions. Comprehensive evidence supports this policy direction, yet delivery of infrastructure in many cities remains slow, fragmented, and wrought with political struggle. Political forces, rather than a lack of evidence, appear to be the key challenge to implementing active transport policies. In this study we used Kingdon's multiple stream theory to examine the policy development process that led to the rapid installation of pop-up cycleways in Sydney (Australia) in response to COVID-19. Significant disruption to regular transport services induced by the COVID-19 pandemic created a policy window where political expediency resulted in rapid implementation of active transport–friendly policy and legislative changes. The policy realignment occurred due to increased government agency collaboration and the elevation of cycling to an unprecedented level of priority within government. This study shows the value of ongoing commitment to evidence-based policy solutions to clearly identified urban challenges despite institutional barriers, the need to develop political alliances for when opportunities for policy change arise, and the need to swiftly capitalize on these policy windows when they open. This case study provides insights for cycling policy development in jurisdictions traditionally burdened by skepticism and reluctance to implement bicycle infrastructure by revealing the multivalent nature of policy adoption. [ FROM AUTHOR] Copyright of Journal of the American Planning Association is the property of Routledge and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full . (Copyright applies to all s.)
ABSTRACT
About what the teachers of our teacher training institution investigate, is the subject of this work. With a qualitative approach, emerging design methodology and instruments such as Google form, the analysis of the thesis documents of the 2020-2022 generation, we present the answer to this question. The Maestrantes faced the atypical situation of the pandemic and confinement due to covid-19 and carried out their theses under the research-action methodology. They developed competencies of the Institution's graduate profile, by generating knowledge and improving the quality of their teaching for the benefit of their students. © GKA Ediciones, authors. Creative Commons Reconocimiento-NoComercial-SinObraDerivada.
ABSTRACT
Problem, research strategy, and findings Government agencies are increasingly interested in accelerating cycleway infrastructure to achieve co-benefits of increased physical activity, transport efficiencies, and reduced greenhouse emissions. Comprehensive evidence supports this policy direction, yet delivery of infrastructure in many cities remains slow, fragmented, and wrought with political struggle. Political forces, rather than a lack of evidence, appear to be the key challenge to implementing active transport policies. In this study we used Kingdon's multiple stream theory to examine the policy development process that led to the rapid installation of pop-up cycleways in Sydney (Australia) in response to COVID-19. Takeaway for practice Significant disruption to regular transport services induced by the COVID-19 pandemic created a policy window where political expediency resulted in rapid implementation of active transport-friendly policy and legislative changes. The policy realignment occurred due to increased government agency collaboration and the elevation of cycling to an unprecedented level of priority within government. This study shows the value of ongoing commitment to evidence-based policy solutions to clearly identified urban challenges despite institutional barriers, the need to develop political alliances for when opportunities for policy change arise, and the need to swiftly capitalize on these policy windows when they open. This case study provides insights for cycling policy development in jurisdictions traditionally burdened by skepticism and reluctance to implement bicycle infrastructure by revealing the multivalent nature of policy adoption.
ABSTRACT
Purpose: The “pop-up” epithet has become a synonym for virtually any temporary event in a range of commercial, non-commercial and cultural contexts within the urban spatial arena. This paper aims to discuss the role of the pop-up concept within urban space, to address the question articulated in the Call for Papers for this special issue, of whether “everywhere needs to become a marketplace”. Design/methodology/approach: The authors review a range of sources – both academic, popular press and practitioner publications and reports – to inform our critique of the use of the pop-up activities in urban space. Findings: The authors identify four ways in which the pop-up concept can be valorised – pop-up stores and experiences, pop-up agglomerations, pop-up service facilities and pop-up space brokerage services. Originality/value: Adopting a critical perspective, the authors address pop-up’s implications, especially the impact on urban places and the people within them. This study concludes by discussing the potential for an increased use of pop-up within urban spaces impacted by the COVID-19 pandemic, which could be focused as much on social as economic value. © 2020, Emerald Publishing Limited.
ABSTRACT
This article examines the impact of COVID-19 on cycling levels and government policies toward cycling over the period 2019 to 2021. We analyze national aggregate data from automatic bicycle counters for 13 countries in Europe and North America to determine month-by-month and year-to-year changes in cycling levels in 2020 and 2021 compared to 2019. That aggregate analysis is complemented by case studies of 14 cities in the USA, Canada, the UK, Belgium, France, Spain, and Germany. Although there was much variation over time, among countries, and among cities, cycling levels generally increased from 2019 to 2021, mainly due to growth in cycling for recreation and exercise. In contrast, daily trips to work and education declined. All 14 of the cities we examined in the case studies reported large increases in government support of cycling, both in funding as well as in infrastructure. Bikeway networks were expanded and improved, usually with protected cycling facilities that separate cyclists from motorized traffic. Other pro-cycling measures included restrictions on motor vehicles, such as reducing speed limits, excluding through traffic from residential neighborhoods, banning car access to some streets, and re-allocating roadway space to bicycles. Car-restrictive measures became politically possible due to the COVID-19 crisis.
ABSTRACT
Since the outbreak of the COVID-19 pandemic at the beginning of 2020, there have been significant changes in mobility worldwide. This chapter gives a short overview of general mobility behavior changes and a detailed summary of changes in relation to cycling and bicycle-related reactions of municipalities in urban planning to address and cater to those changes. Overall, there was a decrease in general mobility due to travel restrictions, school closures, or people working from home. Additionally, similar changes in the transport modes used could be observed in many different countries, with the significantly decreased number of trips with public transport while at the same time private car usage increased. This chapter focuses on cycling trips, which have increased since they offer a socially distanced way of traveling, especially compared to non-individual travel modes. These changes in mobility subsequently influenced accident numbers and emissions. Many cities worldwide reacted to the different circumstances and adopted new, often temporary, infrastructure measures that encouraged people to cycle and walk more. Measures taken include tactical urbanism, pop-up bike lanes and expansion of the bicycle network, the closures of streets and intersections for cars, the adjustment of speed limits, and the encouragement to use bike-sharing. The chapter also reflects on the potential of the pandemic and the urban planning interventions put in place as a catalyst for sustainable mobility behavior. The pandemic has opened the way for further mobility transition toward both active travel modes and environmental friendliness in general. Many changes that were observed will persist and may change the way we move and fulfill our mobility needs in the long-term, as the increase of mobile working or the shift toward virtual meetings continue. In the end, the changed circumstances due to the pandemic worked as a catalyst for implementing such measures, and the cities should further make use of this opportunity.
ABSTRACT
Recent advances in social commerce and mobile technology have led to the emergence of new professions such as vlogging, blogging and virtual pop-up store owning. Starting initially as hobbies, the services provided by these ‘new professionals’ have become ubiquitous and are being used by customers from many different countries and backgrounds. This paper reports on a study that first explored the views and opinions of new professionals from several fields (using a qualitative approach), and then the views of their potential customers (a quantitative study informed by UTAUT2—the extended Unified Theory of Acceptance and Use of Technology). The results indicated that new professionals both create and co-create value with their customers, peers, and some existing, traditionally established professions. The results also indicated that the intended audience/customers of the new professional businesses had a positive perception of their long-term commercial sustainability. Customers’ intention to use the new professional services in the future were predicted mostly by the behavioral characteristics of hedonic motivation and habit. The research contributes by empirically investigating the value creation and co-creation processes in a context that is yet to attract academic interest. It proposes a value creation and co-creation framework that draws on the interactions of the main players.