Theoretical Framework For Integration Research Articles

The latest operational, contractual and organizational trends in IPD literature: review and future directions

PurposeIntegrated project delivery (IPD) has attracted considerable attention in recent years, however only a few review studies captured the dynamic and evolving nature of this topic. The purpose of this study is to review the most recent IPD publications, in order to shed light on future research.Design/methodology/approachUsing a systematic review methodology, the study aims to synthesize the current IPD literature, and frame the latest research and development in this domain. A systematic review is conducted to identify the current state-of-the-art of IPD research and the latest research themes and trends in this domain. A bibliometric analysis is performed to explain characteristics of screened articles, and through a thematic analysis the latest themes and trends are recognized.FindingsIn this study, based on IPD characteristics (contractual-regulative, operational-cognitive and organizational-structural), research themes (legal, commercial, technological, procedural, cultural and structural), sub-themes and their associated trends are identified. The latest emerging trends are mostly related to the contractual characteristics of IPD, and are focused on the combination of IPD with new business models and developing contractual guidelines for promoting IPD applications in off-site and on-site construction projects.Originality/valueThis research contributes to the body of knowledge by synthesizing the state of the art of IPD in construction literature and exposing the latest research trends in this area. A theoretical framework of integration in an IPD context is developed, based on the literature. Finally, future areas of studies are discussed.

Meeting the challenge of human-induced climate change: reshaping social work education

ABSTRACTHuman-induced climate change presents a global challenge that necessitates a comprehensive shift in social work education and practice. To meet these demands, social work educators will need to integrate the theoretical framework of environmental justice into core curricula, map social work skill sets onto the work of promoting environmental justice, and create and disseminate pedagogical strategies for teaching this content.This paper presents a brief theoretical framework for integration into each core content area, followed by examples of specific strategies for inclusion. We conclude by discussing next steps for capacity-building within the social work profession.

A new theoretical framework for integration in freight transport chains

ABSTRACTAt the European Union level, door-to-door freight transport chains – i.e. involving intermodal, combined, co modal or synchromodal transport – are seen as one solution for curbing the unsustainable growth of the transport sector. Integration is regarded as a key feature in the creation of enhanced transport chains. It would bring about purposeful coordination and alignment between transport agents with the aim of enhancing the performance of the transport service. However, integration also entails additional costs, so there are limits to its exploitation. Diverse theories and principles were used to study the dynamics of integration. System engineering principles were used to study the elements and structure of the transport chains; whereas logistics and supply chain principles were applied to explain agents’ behaviouristic elements and performance elements. New institutional economics theory shed light on the types and problems of coordination, or on incentives to overcome the barriers. Network and graph theories are useful to characterise the structure of transport chains and networks. The literature review highlighted that less attention has been paid to both the identification of the fundamental components of integration and the understanding the role of integration on the performance of a transport chain. This paper proposes a novel conceptual framework by which to understand the nature and mechanisms of integration in freight transport chains. It makes use of the concept of fitness and takes into consideration insights derived from system engineering and transaction costs economics. The framework is made up of four interrelated Building Blocks (BB): the customer's demand requirements (BB1); the transport agents’ profiles (BB2); the fitness (BB3); and the performance of the transport chain (BB4). Integration is the degree of matching (BB3) of selected components of the transport agents (BB2), chosen according to demand (BB1). The degree of matching will yield inefficiencies which will impact the performance (BB4) of the transport service. The framework identifies five dimensions of integration, corresponding to the various flows among agents, which are physical; logical; contractual; financial; and institutional. Finally, it considers three moments of integration: during production; while on recovery from a situation of non-compliance; and after the delivery of the goods. An initial validation assessment exercise was conducted with two case studies – one successful and one unsuccessful. This work complements others dedicated to understanding the organisation and production of transport chains. The framework can assist transport agents in identifying unexploited opportunities for enhancing integration or mitigating negative aspects. It can also support policy makers, for example, in efforts to prioritise investments in accordance with their potential impact on integration. Finally, as the framework provides details on how agents interact, it can support the development of freight transport models, particularly disaggregated approaches.

Is regional integration a vehicle for convergence? The case of Mercosur, 1990-2014

This article seeks to answer two questions: Has the process of regional integration in Mercosur since its launch with the Treaty of Asuncion (1991) contributed to reducing disparities in per capita income among countries in the region? Has there been convergence via intra-zone trade? To do this, it was necessary to review the theoretical framework of integration and to seek Articulo de investigacion © 2019 Universidad Catolica de Colombia. Facultad de Ciencias Economicas y Administrativas. Todos los derechos reservados 1Universitat Politecnica de Valencia, Valencia, Espana 2Universidad de La Salle, Bogota, Colombia 24 24 Finanz. polit. econ., ISSN 2248-6046, Vol. 11, N.° 1, enero-junio, 2019, pp. 23-40 explanations that would justify the Mercosur integration process under the customs union scheme and its link with convergence. Integration is understood here as an economic process influenced by the productive structures of countries, whose pattern of trade responds to the allocation of resources of the sectoral structure of production. Using the fixed effects model, it was observed that regressions do not show the existence of β-convergence in the GDP per capita of the set of countries. Additionally, a model was estimated based on the global open data index and intra-regional openness index. The results do not reveal conditional β-convergence for the set of countries. The paper concludes that Mercosur has not favored the growth of countries in terms of GDP per capita.

¿Es la integración regional un vehículo para la convergencia? El caso de Mercosur 1990-2014

This article seeks to answer two questions: Has the process of regional integration in Mercosur since its launch with the Treaty of Asuncion (1991) contributed to reducing disparities in per capita income among countries in the region? Has there been convergence via intra-zone trade? To do this, it was necessary to review the theoretical framework of integration and to seek explanations that would justify the Mercosur integration process under the customs union scheme and its link with convergence. Integration is understood here as an economic process influenced by the productive structures of countries, whose pattern of trade responds to the allocation of resources of the sectoral structure of production. Using the fixed effects model, it was observed that regressions do not show the existence of β-convergence in the GDP per capita of the set of countries. Additionally, a model was estimated based on the global open data index and intra-regional openness index. The results do not reveal conditional β-convergence for the set of countries. The paper concludes that Mercosur has not favored the growth of countries in terms of GDP per capita.

Contribution A L’analyse De L’interface Strategie- Demarche Qualite Des Entreprises Marocaines Certifiees ISO 9001

The purpose of this paper is to clarify the relation between the strategic reflection and the quality process through a detailed analysis of the contributions of these two fields in a specific context which is the ISO 9001 certified Moroccan companies. Based on the organizational theories, the strategic schools, the key concepts of the TQM, and the contributions of 2015 version of the ISO 9001 standards we have proposed a performance-based unified theoretical integrative framework. From a methodological point of view, the coherence between the problematic and the data to which we have access and the nature of the studied phenomenon, has led us to prioritize a multi-method and sequential research approach. We have chosen to begin our empirical study by an exploratory study that was conducted through the use of an interview guide delivered to a sample of experts. This resulted in a more rewarding research model which in turn was subjected to tests by using structural equations as a part of the second empirical phase which was conducted on a sample of ISO 9001 certified Moroccan companies. The research has shed light on the emergence of a well differentiated typology of quality related behavior and a quite elaborated strategic reflection process. We have also confirmed the existence of an significant bilateral relation between the strategy and the quality, in accordance with an iterative process combining other factors (internal and external) that influence their transformation and their consequences. We have also highlighted the partial nature of the mediator role in the improvement of the performance concerning the alignment of the two disciplines

From city’s station to station city

Since its origin, the railway station has had a complicated relationship with the city, demanding periodical updates, particularly regarding spatial issues. With the aim of improving the liveability of station areas, current redevelopment projects are reconceptualising them as balanced transport ‘nodes’ and ‘places’ in the city. However, the proposed spatial solutions do not fully support the sought after economic, social and environmental performances. These intentions continue to be predominantly bounded with the (abstract) planological level, not finding appropriate translation at the (concrete) spatial design level. Further, the interdisciplinary nature of the highly complex planning and design processes of station areas, which should contribute to enhance the performance of their spaces, reinforces constraints and relegates architecture to a marginal role in this quest. It is thus necessary to understand how architecture can contribute to the improvement of the spatial performance of contemporary stations areas, supporting their current reconceptualization. To gain this understanding, the research explored the factors which influence the spatial definition and performance of European High Speed Train station areas, using “design research” and “research by design”. Via a theoretical integrative framework, synthesized from knowledge developed by architecture and other sciences, case studies of ‘through’ stations were analysed and compared. Six cases, encapsulating the most recurrent relative positions of the railway (infrastructure and the station building) towards the(ir) direct built environment, were chosen out of a large sample. For each category (cases with railway tracks at (a) ground level, (b) elevated level and (c) underground level), two cases, featuring an adapted station building and a newly built one, were studied. Their physical and functional characteristics were mapped at several scales and moments (in history), as well as redesigned. A variety of positive and negative approaches and solutions to the problem were identified. The research is rounded up with a set of ‘design recommendations’ meant to improve the performance of station area spaces, based on the results of the (graphical) analyses and the redesign exercises. In general, to attain such performance the (physical and functional) integration of the public spaces of the station and of its surroundings, along with the specific (spatial) characteristics of the city they are located in, are crucial. The desirable concentration of transport and non-transport functions must be clearly organized in space, dismantling barriers to their accessibility. To operationalize such integration in all categories of cases, architecture must go beyond its traditional scope regarding intervention scale and methodology. This requires a structural change to the station area’s design task, which should be organized around spatial goals commonly subscribed by all stakeholders, and in which architecture should have a central role. Such renovated awareness on the approach to the redevelopment of station areas is necessary for the improvement of their spatial performance. In this way the ‘city’s station’ can become a ‘station city’ which enhances the city’s liveability, instead of draining it out.

From city’s station to station city. An integrative spatial approach to the (re)development of station areas

Since its origin, the railway station has had a complicated relationship with the city, demanding periodical updates, particularly regarding spatial issues. With the aim of improving the liveability of station areas, current redevelopment projects are reconceptualising them as balanced transport ‘nodes’ and ‘places’ in the city. However, the proposed spatial solutions do not fully support the sought after economic, social and environmental performances. These intentions continue to be predominantly bounded with the (abstract) planological level, not finding appropriate translation at the (concrete) spatial design level. Further, the interdisciplinary nature of the highly complex planning and design processes of station areas, which should contribute to enhance the performance of their spaces, reinforces constraints and relegates architecture to a marginal role in this quest. It is thus necessary to understand how architecture can contribute to the improvement of the spatial performance of contemporary stations areas, supporting their current reconceptualization. To gain this understanding, the research explored the factors which influence the spatial definition and performance of European High Speed Train station areas, using “design research” and “research by design”. Via a theoretical integrative framework, synthesized from knowledge developed by architecture and other sciences, case studies of ‘through’ stations were analysed and compared. Six cases, encapsulating the most recurrent relative positions of the railway (infrastructure and the station building) towards the(ir) direct built environment, were chosen out of a large sample. For each category (cases with railway tracks at (a) ground level, (b) elevated level and (c) underground level), two cases, featuring an adapted station building and a newly built one, were studied. Their physical and functional characteristics were mapped at several scales and moments (in history), as well as redesigned. A variety of positive and negative approaches and solutions to the problem were identified. The research is rounded up with a set of ‘design recommendations’ meant to improve the performance of station area spaces, based on the results of the (graphical) analyses and the redesign exercises. In general, to attain such performance the (physical and functional) integration of the public spaces of the station and of its surroundings, along with the specific (spatial) characteristics of the city they are located in, are crucial. The desirable concentration of transport and non-transport functions must be clearly organized in space, dismantling barriers to their accessibility. To operationalize such integration in all categories of cases, architecture must go beyond its traditional scope regarding intervention scale and methodology. This requires a structural change to the station area’s design task, which should be organized around spatial goals commonly subscribed by all stakeholders, and in which architecture should have a central role. Such renovated awareness on the approach to the redevelopment of station areas is necessary for the improvement of their spatial performance. In this way the ‘city’s station’ can become a ‘station city’ which enhances the city’s liveability, instead of draining it out.

From city’s station to station city. An integrative spatial approach to the (re)development of station areas

Since its origin, the railway station has had a complicated relationship with the city, demanding periodical updates, particularly regarding spatial issues. With the aim of improving the liveability of station areas, current redevelopment projects are reconceptualising them as balanced transport ‘nodes’ and ‘places’ in the city. However, the proposed spatial solutions do not fully support the sought after economic, social and environmental performances. These intentions continue to be predominantly bounded with the (abstract) planological level, not finding appropriate translation at the (concrete) spatial design level. Further, the interdisciplinary nature of the highly complex planning and design processes of station areas, which should contribute to enhance the performance of their spaces, reinforces constraints and relegates architecture to a marginal role in this quest. It is thus necessary to understand how architecture can contribute to the improvement of the spatial performance of contemporary stations areas, supporting their current reconceptualization. To gain this understanding, the research explored the factors which influence the spatial definition and performance of European High Speed Train station areas, using “design research” and “research by design”. Via a theoretical integrative framework, synthesized from knowledge developed by architecture and other sciences, case studies of ‘through’ stations were analysed and compared. Six cases, encapsulating the most recurrent relative positions of the railway (infrastructure and the station building) towards the(ir) direct built environment, were chosen out of a large sample. For each category (cases with railway tracks at (a) ground level, (b) elevated level and (c) underground level), two cases, featuring an adapted station building and a newly built one, were studied. Their physical and functional characteristics were mapped at several scales and moments (in history), as well as redesigned. A variety of positive and negative approaches and solutions to the problem were identified. The research is rounded up with a set of ‘design recommendations’ meant to improve the performance of station area spaces, based on the results of the (graphical) analyses and the redesign exercises. In general, to attain such performance the (physical and functional) integration of the public spaces of the station and of its surroundings, along with the specific (spatial) characteristics of the city they are located in, are crucial. The desirable concentration of transport and non-transport functions must be clearly organized in space, dismantling barriers to their accessibility. To operationalize such integration in all categories of cases, architecture must go beyond its traditional scope regarding intervention scale and methodology. This requires a structural change to the station area’s design task, which should be organized around spatial goals commonly subscribed by all stakeholders, and in which architecture should have a central role. Such renovated awareness on the approach to the redevelopment of station areas is necessary for the improvement of their spatial performance. In this way the ‘city’s station’ can become a ‘station city’ which enhances the city’s liveability, instead of draining it out.

From city’s station to station city

Since its origin, the railway station has had a complicated relationship with the city, demanding periodical updates, particularly regarding spatial issues. With the aim of improving the liveability of station areas, current redevelopment projects are reconceptualising them as balanced transport ‘nodes’ and ‘places’ in the city. However, the proposed spatial solutions do not fully support the sought after economic, social and environmental performances. These intentions continue to be predominantly bounded with the (abstract) planological level, not finding appropriate translation at the (concrete) spatial design level. Further, the interdisciplinary nature of the highly complex planning and design processes of station areas, which should contribute to enhance the performance of their spaces, reinforces constraints and relegates architecture to a marginal role in this quest. It is thus necessary to understand how architecture can contribute to the improvement of the spatial performance of contemporary stations areas, supporting their current reconceptualization. To gain this understanding, the research explored the factors which influence the spatial definition and performance of European High Speed Train station areas, using “design research” and “research by design”. Via a theoretical integrative framework, synthesized from knowledge developed by architecture and other sciences, case studies of ‘through’ stations were analysed and compared. Six cases, encapsulating the most recurrent relative positions of the railway (infrastructure and the station building) towards the(ir) direct built environment, were chosen out of a large sample. For each category (cases with railway tracks at (a) ground level, (b) elevated level and (c) underground level), two cases, featuring an adapted station building and a newly built one, were studied. Their physical and functional characteristics were mapped at several scales and moments (in history), as well as redesigned. A variety of positive and negative approaches and solutions to the problem were identified. The research is rounded up with a set of ‘design recommendations’ meant to improve the performance of station area spaces, based on the results of the (graphical) analyses and the redesign exercises. In general, to attain such performance the (physical and functional) integration of the public spaces of the station and of its surroundings, along with the specific (spatial) characteristics of the city they are located in, are crucial. The desirable concentration of transport and non-transport functions must be clearly organized in space, dismantling barriers to their accessibility. To operationalize such integration in all categories of cases, architecture must go beyond its traditional scope regarding intervention scale and methodology. This requires a structural change to the station area’s design task, which should be organized around spatial goals commonly subscribed by all stakeholders, and in which architecture should have a central role. Such renovated awareness on the approach to the redevelopment of station areas is necessary for the improvement of their spatial performance. In this way the ‘city’s station’ can become a ‘station city’ which enhances the city’s liveability, instead of draining it out.

Framework for integration of informal waste management sector with the formal sector in Pakistan

Historically, waste pickers around the globe have utilised urban solid waste as a principal source of livelihood. Formal waste management sectors usually perceive the informal waste collection/recycling networks as backward, unhygienic and generally incompatible with modern waste management systems. It is proposed here that through careful planning and administration, these seemingly troublesome informal networks can be integrated into formal waste management systems in developing countries, providing mutual benefits. A theoretical framework for integration based on a case study in Lahore, Pakistan, is presented. The proposed solution suggests that the municipal authority should draw up and agree on a formal work contract with the group of waste pickers already operating in the area. The proposed system is assessed using the integration radar framework to classify and analyse possible intervention points between the sectors. The integration of the informal waste workers with the formal waste management sector is not a one dimensional or single step process. An ideal solution might aim for a balanced focus on all four categories of intervention, although this may be influenced by local conditions. Not all the positive benefits will be immediately apparent, but it is expected that as the acceptance of such projects increases over time, the informal recycling economy will financially supplement the formal system in many ways.

Knowledge management and organizational culture: a theoretical integrative framework

PurposeOrganizational culture is a critical factor in building and reinforcing knowledge management in organizations. However, there is no theoretical framework that comprehensively explains the effect of organizational culture on knowledge management in organizations. This paper endeavors to develop a theoretical integrative framework for organizational knowledge management and organizational culture.Design/methodology/approachThis is a conceptual paper. It modifies the “competing value framework” by adding a new dimension representing ethical and trusting culture, and then integrates it with the SECI model of knowledge creation and conversion by identifying the conceptual parallels between the two frameworks and then analyzing the interaction effects among the dimensions.FindingsBased on the congruity between the modified competing values framework and the knowledge creation and conversion framework, the paper formulates six propositions about the propensity of organizations of different dominant cultural styles to engage in the four processes of knowledge creation and conversion.Research limitations/implicationsThe dynamic nature of the framework presented in the paper points to the importance of longitudinal and comparative research in understanding the effects of organizational culture on organizational knowledge management systems in organizations.Practical implicationsThe proposed integrative framework would facilitate organizational learning and lead to the improvement of knowledge management practices in organizations as it helps managers to understand the linkages between culture and knowledge management.Originality/valueThis paper presents a new framework linking organizational culture to knowledge management. It moves away from analyzing culture only in terms of its positive and negative influences on knowledge management. Instead, it suggests a typology of the kind of knowledge management processes that organizations are likely to focus on depending on the culture that prevails in an organization.

B2B e‐hubs and information integration in supply chain operations

PurposeB2B e‐hubs have been studied by IS researchers for close to a decade, and supply chain integration is a critical topic for supply chain management. However, the interface of the two topic areas has not received adequate attention from both researchers and practitioners. This paper aims to examine the impact of B2B e‐hubs on supply chain integration, with particular emphasis on information integration, B2B e‐hub architecture, and enabling technologies.Design/methodology/approachGeneral system theory (GST) provides the theoretical framework. The main approach is theoretical analysis of information integration and development of e‐hub architecture. The paper discusses how information integration can be achieved through B2B e‐hubs and explores extensible markup language e‐hub architecture and technologies.FindingsGST could provide the theoretical framework of integration, whereas information integration is the foundation of broader supply chain integration. E‐hubs open up communication and enlarge networking opportunities and thus tremendously affect information integration. By analyzing B2B e‐hubs, this paper explores the mechanism of information integration and points out managerial and technical limitations. Although there are many challenges, e‐hubs create value by aggregating and matching buyers and sellers, creating marketplace liquidity, and reducing transaction costs. E‐hubs could be a crucial solution to supply chain integration.Originality/valueThe paper uses GST as the theoretical foundation to analyze information integration in supply chain operations. The paper explores how e‐hubs can support supply chain integration, examines the design and development of B2B e‐hub architecture, and compares some enabling technologies. The research provides an understanding of how data interchange solutions can be implemented in supply chain operations.

Sustainability Learning in Natural Resource Use and Management

We contribute to the normative discussion on sustainability learning and provide a theoretical integrative framework intended to underlie the main components and interrelations of what learning is required for social learning to become sustainability learning. We demonstrate how this framework has been operationalized in a participatory modeling interface to support processes of natural resource integrated assessment and management. The key modeling components of our view are: structure (S), energy and resources (E), information and knowledge (I), social-ecological change (C), and the size, thresholds, and connections of different social-ecological systems. Our approach attempts to overcome many of the cultural dualisms that exist in the way social and ecological systems are perceived and affect many of the most common definitions of sustainability. Our approach also emphasizes the issue of limits within a total socialecological system and takes a multiscale, agent-based perspective. Sustainability learning is different from social learning insofar as not all of the outcomes of social learning processes necessarily improve what we consider as essential for the long-term sustainability of social-ecological systems, namely, the co-adaptive systemic capacity of agents to anticipate and deal with the unintended, undesired, and irreversible negative effects of development. Hence, the main difference of sustainability learning from social learning is the content of what is learned and the criteria used to assess such content; these are necessarily related to increasing the capacity of agents to manage, in an integrative and organic way, the total social–ecological system of which they form a part. The concept of sustainability learning and the SEIC social-ecological framework can be useful to assess and communicate the effectiveness of multiple agents to halt or reverse the destructive trends affecting the life-support systems upon which all humans depend.

The Internal Conflict Model: A Theoretical Framework for Integration.

In the past, many psychological theories have been introduced in an attempt to explain the relationship between anxiety and conflict (e.g., Adler, 1954; Fairbairn, 1974; Freud, 1966; Guntrip, 1964; Rogers, 1959). Although each of them is unique in its own way, there seems to be a basic underlying commonality that runs through the vast number of these theories. This article is focused on introducing a theoretical framework representing this underlying commonality. It is referred to as the internal conflict model, and is designed to understand many of our emotional experiences in relation to conflict. In this article, the conflict model is used to provide a simple explanation for the experience of both positive and negative arousal, coping strategies, the concept of forgiveness, and the concept of ego-transcendence among many others.

Back to organizational socialization: building a case for the advancement of women in organizations

Although organizational socialization is a powerful phenomenon with numerous long lasting effects on employees, many organizations and employees weather the experience unconsciously, going through the process blindly and unaware of its powerful influences. Though studies have analyzed organizational socialization and the role of newcomers in the process, none have looked at the role of specific socialization tactics and their influence on women’s careers in organization. In this paper we consider the relationship between organizational socialization methods and the advancement of women’s careers in organizations. We develop and discuss a theoretical integrative framework and propositions, and conclude with implications and suggestions for future research to better explain the linkages between organizational socialization tactics and women’s career advancement strategies.

A Theoretical Integrative Framework for Teaching Professional Social Work Values

This article provides a historically grounded theoretical framework for professional values education. The approach incorporates personal, social, political, and professional values dimensions, each with explicit learning objectives and educational outcomes. It is premised on the assumption that the currently prevalent infusion model of values education is necessary but not sufficient because it describes and clarifies values, but does not help students integrate professional social work values as they critically reassess prior experiences and values learning. Teaching principles based on the theoretical framework and implications for social work education, along with practical teaching suggestions, are presented.