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One of the more difficult and troublesome decisions in brand management arises when entering a product category that is new to the company: Whether to up-start a new brand for the product or to endow it with the identity of an existing brand — that is, extending a company’s established brand from an original product category to a product category of a different type. The first question that would probably pop-up is “how different is the new product?”, acting as a prime criterion to judge whether the parent-brand fits the new product.

Notwithstanding, the choice is not completely ‘black or white’ since intermediate solutions are possible through the intricate hierarchy of brand (naming) architecture. But focusing on the two more distinct strategic branding options above helps to see more clearly the different risk and cost implications of launching a new product brand versus using the name of an existing brand from an original product category. Notably, the manufacturers, retailers and consumers, all perceive risks, albeit from the different perspective of each party given its role.

  • Note: Brand extensions represent the transfer of a brand from one type of product to a different type, to be distinguished from line extensions that pertain to the introduction of variants within the same product category (e.g., flavours, colours).

This is a puzzling marketing and branding problem also from an academic perspective. Multiple studies have attempted in different ways to identify the factors that best explain or account for successful brand extensions. While the stream of research on this topic helpfully points out to major factors, some more commonly agreed upon, a gap remains between the sorts of extensions predicted to succeed according to the studies and the extensions performed by companies that happen to succeed or fail in the markets in reality. A plausible reason for missing the outcomes of actual extensions, as argued by the researchers Milberg, Sinn, and Goodstein (2010), is neglecting the competitive settings in categories that are the target of brand extension (1).

Perhaps one of the most famous examples of a presumptuous brand extension has been the case of Virgin (UK), from music to cola (drink), airline, train transport, and mobile communication (ironically, the origin of the brand as Virgin Music has since been abolished). The success of Virgin’s distant extensions is commonly attributed to the personal character of Richard Branson, the entrepreneur behind the brand: his boldness, initiative, willingness to take risks, and adventurism. These traits seem to have transferred to his business activities and helped to make the extensions more credible and acceptable to consumers.

Another good example relates to Philips (originated in The Netherlands). Starting from lighting (bulbs, now more in LED), the brand extended over the years to personal care (e.g., face shavers for men, hair removal for women), sound and vision (e.g., televisions, DVD and Blue-Ray players, originally in radio sets), PC products, tablets and phones, and more. Still, when looking overall at the different products, systems and devices sharing the Philips brand, they can mostly be linked as members in a broad category of ‘electrics and electronics’, a primary competence of the company. As the company grew with time, launched more types of products whilst advancing with technology, and its Philips brand was perceived as having greater experience and good record in brand extensions, this could facilitate the market acceptance of further extensions to additional products.

  • In the early days of the 1930s to 1950s radio and TV sets relied for operation on vacuum tubes, later moving to electronic circuits with transistors or digital components. Hence, historically there was an apparent physical-technological connection between those products and the brand’s origin in light bulbs, a connection much harder to find now between category extensions, except for the broad category linkage suggested above.

Academic research has examined a range of ‘success factors’ of brand extensions, such as: perceived quality of the parent-brand; fit between the parent-brand and the extension category; degree of difficulty in making an extension (challenge undertaken); parent-brand conviction; parent-brand experience; marketing support; retailer acceptance; perceived risk (for consumers) in adopting the brand extension; consumer innovativeness; consumer knowledge of the parent-brand and category extension; the stage of entry into another category (i.e., as an early or a late entrant). The degree of fit of the parent-brand (and original product) with the extension category is revealed as the most prominent factor contributing to better acceptance and evaluation (e.g., favourability) of the extension in consumer studies.

Aaker and Keller specified in a pioneer article (1990) two requirements for fit: (a) the extension product category is a direct complement or a substitute of the original category; (b) the company, with its people and facilities, is perceived as having the knowledge and capability of manufacturing the product in the extension category. These requirements reflect a similarity between the original and extension product categories that is necessary for successful transfer of a favourable attitude towards the brand to the extension product type (2). A successful transfer of attitude may occur, however, also if the parent-brand has values, purpose or image that seem relevant to the extension product category, even when the technological linkage is less tight or apparent (as the case of Virgin suggests).

  • Aaker and Keller found that fit, based especially on competence, stands out as a contributing factor to higher consumer evaluation (level of difficulty is a secondary factor while perceived quality plays more of a ‘mediating’ role).

Volckner and Sattler (2006) worked to sort out the contributions of ten factors, as retrieved from academic literature, to the success of brand extensions; relations were refined with the aid of expert advice from brand managers and researchers (3). Contribution was assessed in their model in terms of (statistical) significance and relative importance. The researchers found  fit to be the most important factor driving (perceived) brand extension success in their study, followed by marketing support, parent-brand conviction, retail acceptance, and parent-brand experience. The complete model tested for more complex structural relationships represented through mediating and moderating (interacting) factors (e.g., the effect of marketing support on extension success ‘passes’ through fit and retailer acceptance).

For brand extensions to be accepted by consumers and garner a positive attitude, consumers should recognise a connectedness or linkage between the parent-brand and the category extension. The fit between them can be based on attributes of the original and extension types of product or a symbolic association. Keller and Lehmann (2006) conclude in this respect that “consumers need to see the proposed extension as making sense” (emphasis added). They identify product development, applied via brand (and line) extensions, as a primary driver of brand growth, and thereby adding to parent-brand equity. Parent-brands do not tend to be damaged by unsuccessful brand extensions, yet the authors point to circumstances where greater fit may result in a negative effect on the parent-brand, and inversely where joining a new brand name with the parent-brand (as its endorser) may protect the parent-brand from adverse outcomes of extension failure (4).

When assessing the chances of success of a brand extension, it is nevertheless important to consider what brands are already present in the extension category that a company is about to enter. Milberg, Sinn, and Goodstein claim that this factor has not received enough attention in research on brand extensions. In particular, one has to take into account the strength of the parent-brand relative to competing brands incumbent in the target category. As a starting point for entering the extension category, they chose to focus on how well consumers are familiar with the competitor brands vis-à-vis the extending brand.  Milberg and her colleagues proposed that a brand extension can succeed despite a worse fit with the category extension due to an advantage in brand familiarity, and vice versa. Consumer response to brand extensions was tested on two aspects: evaluation (attitude) and perceived risk (5).

First, it should be noted, the researchers confirm the positive effect of better fit on consumer evaluation of the brand extension when no competitors are considered. The better fitting extension is also perceived as significantly less risky than a worse fitting extension. However, Milberg et al. obtain supportive evidence that in a competitive setting, facing less familiar brands can improve the fortune of a worse fitting extension, compared with being introduced in a noncompetitive setting: When the incumbent brands are less familiar relative to the parent-brand, the evaluation of the brand extension is significantly higher (more favourable) and purchasing its product is perceived less risky than if no competition is referred to.

  • A reverse outcome is found in the case of better fit where the competitor brands are more highly familiar: A disadvantage in brand familiarity can dampen the brand extension evaluation and increase the sense of risk in purchasing from the extended brand, compared with a noncompetitive setting.

Two studies performed show how considering differences in brand familiarity can change the picture about the effect of brand extension fit from that often found without accounting for competing brands in the extension category.

When comparing different competitive settings, the research findings provide a more constrained support, but in the direction expected by Milberg and colleagues. The conditions tested entailed a trade-off between (a) a worse fitting brand extension competing with less familiar brands; and (b) a better fitting brand extension competing with more familiar brands. In regard to competitive settings:

The first study showed that the evaluation of a worse fitting extension competing with relatively unfamiliar brands is significantly more favourable than a better fitting extension facing more familiar brands. Furthermore, the product of a worse fitting brand extension is preferred more frequently over its competition than the better fitting extension product is (chosen by 72% vs. 6%, respectively). Also, purchasing a product from the worse fitting brand extension is perceived significantly less risky compared with the better fitting brand. These results indicate that the relative familiarity of the incumbent brands that an extension faces would be more detrimental to its odds of success than how well its fit is.

The second study aimed to generalise the findings to different parent-brands and product extensions. It challenged the brand extensions with somewhat more difficult conditions: it included categories that are all relevant to respondents (students), and so competitor brands in extension categories are also relatively more familiar to them than in the first study. The researchers acknowledge that the findings are less robust with respect to comparisons of the contrasting competitive settings. Evaluation and perceived risk related to the worse fitting brand competing with less familiar brands are equivalent to the better fitting brand extension facing more familiar brands. The gap in choice shares is reduced though in this case it is still statistically significant (45% vs. 15%, respectively). Facing less familiar brands may not improve the response of consumers to the worse fitting brand extension (i.e., not overcoming the effect of fit) but at least it is in a position as good as of the better fitting brand extension competing in a more demanding setting.

  • Perceived risk intervenes in a more complicated relationship as a mediator of the effect of fit on brand extension evaluation, and also in mediating the effect of relative familiarity in competitive settings. Mediation implies, for example, that a worse fitting extension evokes greater risk which is responsible for lowering the brand extension evaluation; consumers may seek more familiar brands to alleviate that risk.

A parent-brand can assume an advantage in an extension category even though it encounters brands that are familiar within that category, and may even be considered experts in the field: if the extending brand is leading within its original category and is better known beyond it, this can give it a leverage on the incumbents if those brands are more ‘local’ or specific to the extension category. For example, it would be easier for Nikon leading brand of cameras to extend to binoculars (better fit) where it meets brands like Bushnell and Tasco than extending to scanners (also better fit) where it has to face brands like HP and Epson. In the case of worse fitting extensions, it could be significant for Nikon whether it extends to CD players and competes with Sony and Pioneer or extends to laser pointers and faces Acme and Apollo — in the latter case it may enjoy the kind of leverage that can overcome a worse fit. (Product and brand examples are borrowed from Study 1). Further research may enquire if this would work better for novice consumers than experts. Milberg, Sinn and Goodstein recommend to consider additional characteristics that brands may differ on (e.g., attitude, image, country of origin), suggesting more potential bases of strength.

Entering a new product category for a company is often a difficult challenge, and choosing the more appropriate branding strategy for launching the product can be furthermore delicate and consequential. If the management chooses to make a brand extension, it should consider aspects of relative strength of its parent-brand, such as familiarity, against the incumbent brands of the category it plans to enter in addition to a variety of other characteristics of product types and its brand identity. However, the managers can take advantage as well of intermediate solutions in brand architecture to combine a new brand name with an endorsement of an established brand (e.g., higher-level brand for a product range). Choosing the better branding strategy may be helped by better understanding of the differences and relations (e.g., hierarchy) between product categories as perceived by consumers.

Ron Ventura, Ph.D. (Marketing)

Notes:

1. Consumer Reactions to Brand Extensions in a Competitive Context: Does Fit Still Matter?; Sandra J. Milberg, Francisca Sinn, & Ronald C. Goodstein, 2010; Journal of Consumer Research, 37 (October), pp. 543-553.

2.  Consumer Evaluations of Brand Extensions; David A. Aaker and Kevin L. Keller, 1990; Journal of Marketing, 54 (January), pp. 27-41.

3.  Drivers of Brand Extension Success; Franziska Volckner and Henrik Sattler, 2006; Journal of Marketing, 70 (April), pp. 18-34.

4. Brands and Branding: Research Finding and Future Priorities; Kevin L. Keller and Donald R. Lehmann, 2006; Marketing Science, 25 (6), pp. 740-759.

5. Ibid. 1.

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Every once in a while air passengers are bound to suffer from disruptions to their travel plans because of strikes in airlines due to work disputes, primarily with their pilots. Disruptions mean they may get as bad as complete cancellation of planned and paid-for flights whereof passengers are left stranded in their home airport or in some foreign country (strikes mostly affect international flights). The painful outcome of those disputes and strikes is that everybody ends up bruised to some extent — the airlines and their management, employees, and obviously the passengers-customers — whether in the short-term or long-term, monetarily and non-monetarily.

The highest-profile strike of recent times relates most apparently to the German major airline Lufthansa. It is actually a dispute lingering since 2014, causing repeated waves of strikes by its pilots. But this blog article will focus more closely on another dispute and chain of strikes at the Israeli airline El Al because it has brought the airline too close to the brink of business collapse.  Incidentally, as in Lufthansa, this dispute is also going on-and-off since 2014.

Of course there have been strikes in other airlines (e.g., Air France, Korean Air, China Airlines [Taiwan]) but the disruptions at Lufthansa seem to surpass them all in scale. Most strikes, as in the cases listed above, are triggered by the pilots, and that is crucial because the whole operation of an airline depends on them, giving them a lot of power over the management and owners of the respective company. Moreover, the lives of so many people (passengers) are in the hands of the pilots, relying on their professional skills and resourcefulness. The hot public debate surrounding those strikes is usually whether the pilots are abusing that power or are they making justified claims towards their employers.

There are, nevertheless, other types of strikes, as in the case, for example, of British Airways where the latest dispute was called by cabin crew members, specifically those hired after 2010 in apparently worse terms than for their more veteran colleagues. The ensuing strike was particularly disturbing because it was declared on last Christmas and the following days running to New Year (a continued strike occurred in January 2017). But the strikes by pilots tend to differ from strikes by other airline employees in impact on the regular flight schedule and implications of the demands made.

  • Unfortunately for some passengers in Britain, that holidays strike at British Airways coincided with other sanctions by airport workers of a Swiss contractor. The article will refer later on to other sources of disruption to air travel versus strikes originated within the airlines.

The primary demand of the pilots of Lufthansa is for a pay rise at an annual average rate of 3.7% to be paid retroactively to 5,400 pilots over a period of five years since 2012. The pilots’ union claimed that their compensation has eroded with inflation due to a wage freeze, causing them “a significant loss of purchasing power”. Lufthansa offered a rise of 4.4% from now on to be paid in two installments and another one-off payment. Drastic disruptions to the airline’s flight schedule occurred most recently in November 2016 as no agreement was reached by that time.

On a single day starting the latest ‘wave’ on 23rd November Lufthansa had to cancel according to media reports around 900 flights, affecting about 100,000 passengers. That leg of the strike extended for four days, causing overall cancellation of nearly 2,800 flights, affecting 350,000 passengers. The strike resumed on 28th November for two more days, forcing the cancellation of 1,700 flights with around 180,000 passengers in total affected. It was planned to start with short-haul flights and then expand to include also long-haul ones. (Note: Only flights under the banner of Lufthansa were implicated, excluding  Brussels Airlines, Austrian Airlines and Swiss Airlines also owned by the  group). [Sources: The Guardian 23rd Nov.; Reuters 28th Nov. 2016.]

It is hard to put an exact figure on the financial damages from those strikes. Reports suggest that the airline’s cost accrued from each striking day runs in millions of euros; total cost to Lufthansa since 2014 is estimated at €500m. It is hoped the dispute is now coming to a close following arbitration; the airline agreed to a four-stage wage increase of 8.7% plus a one-off payment, awaiting final approval and confirmation.

The pilots in El Al have demands for pay rise and improvement of working conditions. The dispute over working conditions may tell even better how deep and bitter is the conflict between the pilots and the company’s management and owners. Two issues are most striking. First, the pilots complain of an unreasonable workload because the airline is adding too many flights to its schedule, including to new destinations, and which they cannot sustain — the pilots argue they risk arriving to flights too tired and unfit to perform them. The second issue concerns the terms of employment of pilots ages 65-67: Retirement age in Israel for men is currently 67 but recent global regulation (2014) determines that pilots of age 65 and above cannot fly passenger aircrafts. The last strike over the dispute as a whole took place in mid-November 2016. An initial agreement was almost signed when the second issue triggered an additional strike in the past month. To resolve the age gap El Al suggested the senior pilots will work as instructors and examiners and in other managerial jobs but their income will be reduced considerably. The pilots did not agree to this condition. Last week a draft agreement was signed that will hopefully put an end to the dispute and the annoying disruptions of flights — but no one yet is ready to assure passengers of no more surprises.

El Al’s passengers had to suffer from flight delays and cancellations during several strikes. Although there were not too many cancellations that El Al had to announce (certainly not anywhere near as many as for Lufthansa), the ‘surprise’ nature of disruption of normal schedule was hard to tolerate and resolve — pilots would simply inform El Al at the last minute that they are sick and cannot attend their flights. El Al would then struggle to find replacing pilots from within and outside the company, leading in the ‘fortunate’ cases to delays of up to 12 hours in flight departures and in worse cases to flight cancellations. This mode of action by the pilots threatens to destroy customer confidence in the service provider as disruption comes completely with no warning and no preparation — the passenger arrives to the gate for his or her flight, yet the pilot does not. El Al tried to hire other airlines to execute the flights in jeopardy, a reasonable reaction that angered pilots even more (they argued it was more of a routine by management to deliver flights added to the already-busy schedule). All this wrangling was fought on the back of passengers.

The pilots and the airline’s leadership were so embroiled in their dispute, publicly attacking each other with all sorts of allegations, that they may have not been able to see anymore how this conflict appears especially to customers, nor how it affects them. Of course each side apologised and claimed they cared dearly about the customers, but it became increasingly difficult to believe them. Some of the details that were revealed were rather bizarre and difficult to accept. For instance, the allegation that pilots are extending long-haul flights by up to an hour to exceed 12 hours (e.g., to North America) to gain a bonus. Or, the pilots’ requirement that they would return from long-haul flights in Business Class and be paid as if they carried out the return flight to Israel. These claims made it harder to support the pilots’ struggle.

The pilots were not doing too well in gaining the support of the consumer public. They have let their grudge with the employer to be targeted at passengers. For example, during a flight in last November from a European city to Tel-Aviv they refrained from talking to the passengers and giving them customary updates about flight progress, weather conditions and other information. The captain indeed gave a welcome message at the beginning of the flight but not at half-time or towards the end of the journey as in the normal conduct of rapport on El Al’s flights. Before landing there was only a standard recorded message. It has to be understood that the Israeli public holds the pilots at high esteem and credits them with making El Al one of the safest airlines globally. Hearing the voice of the captain or first officer giving their messages to passengers is an important part of the relationship — it goes beyond the information conveyed in carrying a voice of authority, reassuring and friendly. At the end of the flight, while passengers disembarked, the pilots also remained seated in their cockpit cabin, another irregular conduct. It is a sad mistake, just like a statement made on TV by the union’s representative in the last strike that El Al’s pilots “could not find the motivation” to attend their flights, an agitating statement and a poor display of disrespect.

However, the owners and senior management of El Al should not feel comfortable and content either about their performance.  It seems they were not listening close enough to warnings from pilots for months about the course of the company. El Al’s leadership has chosen an aggressive strategy of expansion at all cost in an effort to hold on in an open competition on airway routes. This expansion included addition of destinations, increasing the frequency of flights, and the launch of a low-cost subsidiary (“Up”). El Al is trying to do something it simply cannot — it cannot become Lufthansa and it cannot beat airlines like Ryanair or EasyJet. The airline’s leadership must re-consider  the range and number of its destinations with respect to its resources.

The alternative cost of the expansion is negligence of the quality of service on board its flights — over recent years the airline omitted benefits to passengers in Economy/Tourist Class such as drinks served (including personal servings of wine or beer), free Israeli newspapers on flights home, and failing to upgrade their entertainment systems on airplanes in medium-range flights (3+ hours). Creating tourist sub-classes nowadays from standard to premium may start to correct the existing deficiencies. El Al must re-instate a realistic focus on quality of service and regain a competitive advantage on assets it can support — service onboard in addition to security and safety.

Flight disruptions may result from events other than a strike at the airline: take for example terrorist attacks or threats, strikes of airport workers, and phenomena of nature such as heavy snow or the event of volcanic ash clouds created by the eruption in Iceland in 2010. Yet, on these occasions an airline can justifiably claim to be upset by a “superior force” not in its control. It does not have that kind of protection when the disruption originates within its organization. Travel customers purchase their flight tickets from the airline and hence they least expect the airline to be the source of disruption. Besides the legal terms, there is a contract of the airline’s brand with its customers to be consistent and reliable in serving them and providing them value for their money. That is also the essence of keeping a brand’s promise.

Passengers endure different types of cost due to a flight disruption, foremost in the case of outright cancellation: financial losses (e.g., flight fare itself if cancelled, continued flights missed, ground services in the destination country such as lodging and transportation, and business-related damages when applicable), inconvenience of making new travel arrangements or cancellations, and the anguish of going through the ordeal. In some cases being stranded in a foreign country may cause greater costs than if being still in the home country. Beyond the bad experience of dealing with the disruption itself, one should not underestimate additional less direct costs: (a) putting off the excitement of anticipation before leaving on a vacation or for a special event, causing deep disappointment and frustration; (b) spoiling the enjoyment of a trip at its end on return home, causing anger and sadness (happy or unhappy memories of an experience are affected by its peak-moment, up or down, and its ending).

The disruptions in El Al because of the pilots’ strikes may have not been as severe as in other large airlines, particularly in Lufthansa, but the dispute threatened to have  much more severe consequences for the airline:

  • First, because something basic in the trust and confidence of Israeli consumers in El Al, which is essential for its survival, was in critical danger of being broken.
  • Second, El Al does not have the financial backing of a company like Lufthansa and probably other “big players” and cannot tolerate the same level of losses and damages to its brand stature.
  • Third, El Al allowed the dispute to build-up with increasing animosity and disruptions until it was very close to a tipping-point of collapse — pilots in charge of divisions of its aircraft fleet have officially resigned and the final trigger would have been resignation of El Al’s chief pilot. Was it necessary to threaten to fire the last fatal bullet?

The Israeli public still perceives El Al as its national airline although it is now in private ownership.  All stakeholders within the organization should bear that responsibility and share the interest to act carefully and cleverly to maintain that position. It is highly important for preserving the loyalty of their core target segment of Israeli consumers, but no less vital, remaining a preferred airline for Jews around the world. This strength, and further measures of improved business focus, can also increase its attractiveness to any tourists visiting Israel for flying El Al.

Ron Ventura, Ph.D. (Marketing)

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It is usually not a pleasant feeling to be alone in a scary place or event — think of being stuck in a dark elevator or being involved in a car accident. People commonly seek to be with someone for comfort and company. But the companion does not always have to be another person. A research by Dunn and Hoegg (2014) provides corroboration that the need to share fear matters to humans while the identity of the companion, whether a person or an object, is less critical.  More specifically, sharing fear with a product from an unfamiliar brand may facilitate a quick emotional attachment with that brand without requiring to build a relationship over a lengthy period of time (1).

Fear is evoked by the presence or anticipation of a danger or threat. Feeling fear may be triggered by an unfamiliar event to which one is unsure how to respond (uncertainty) or an unexpected event at a specific moment (surprise); experiencing fear is furthermore likely when the event encountered is both unfamiliar and unexpected. It is important to note, nonetheless, that not every encounter with an unfamiliar or unexpected event necessarily leads to  fear. The Amygdala in the temporal lobe of the brain is the “centre” where fear arises. However, the amygdala like other brain structures is responsible for multiple functions. The amygdala is activated in response to unfamiliarity, unpredictability or ambiguity, but not every instance necessarily means the evocation of fear. For example, tension from facing an unfamiliar problem that one is at loss how to solve may not result in fear. Additionally, fear as well as other states of emotion are the outcome of appraisal of physical feelings (e.g., faster heartbeats, startle, warmth), considering the conditions in which they were triggered; it is a cognitive interpretation of their meaning (“why do I feel that way?”). Activation of other brain structures together with the amygdala may influence whether similar feelings triggered by an unexpected event are interpreted, for instance, as fear, anger, or surprise. The context in which an event occurs can matter a lot for the appraisal of emotions (2).

Dunn and Hoegg emphasise the emotional charge of consumer attachment with a brand versus cognitive underpinnings. Brand attachment has often been conceptualised as the product of a relationship between consumers and the target brand built over time. It should take a longer time to achieve a more solid brand attachment because of cognitive processes for establishing brand connections in memory and stronger favourable brand attitudes. However, this explanation is subject to criticism of missing the important role of emotions in bonding between consumers and a brand which does not necessarily require a long time. By focusing their studies on unfamiliar brands, Dunn and Hoegg intended to show that emotional attachment can emerge much more quickly when the consumers are distressed and are looking for a partner to share their fear with, and that partner or companion can be a brand of a given product.

On the same grounds, the researchers chose a scale of emotional attachment (Thomson, MacInnis and Park, 2005 [3]) as more appropriate over a scale that combines emotional and cognitive aspects of attachment and gives greater weight to cognitive constructs (Park, MacInnis et al., 2010 [4]). The emotional scale comprises three dimensions: (a) Affection (affectionate, friendly, loved, peaceful); (b) Passion (passionate, delighted, captivated); (c) Connection (connected, bonded, attached). Nevertheless, in the later research Park and MacInnis with colleagues offer a broader perspective that accounts for two bases of brand attachment: (i) a connection between self-concept and a brand; and (ii) brand prominence in memory.

While ‘brand prominence’ can be regarded as more cognitive-oriented (accessibility of thoughts and feelings in memory), a ‘brand-self connection’ entails the expansion of one’s concept of self to incorporate others, such as brands, within it — and that involves an emotional element. Park and MacInnis et al. emphasise the brand-self connection as the emotional core of their definition of brand attachment, while brand prominence is a facilitator in actualizing the attachment (analyses substantiate that brand attachment is a better predictor than attitudes of intentions to perform more difficult types of behavior reflecting commitment, and the brand-self connection is more essential for driving this behaviour). The three-dimension scale of emotional brand attachment seems very relevant for the research goals of Dunn and Hoegg, even though it is more restricted from a stand-point of the theoretical roots of brand attachment.

The desire to affiliate with others in scaring and upsetting situations is recognised as a mechanism for coping with negative emotions in those situations. Episodes of armed conflict, terrorist attacks, and natural disasters make people get closer to each other, unite and show solidarity. However, the researchers note that the act of affiliation is essential for coping rather than the affiliation target. That is, the literature on affiliation or attachment relates to interpersonal connections as well as attachment to objects (although objects are viewed as substitutes in absence of other persons [pet animals should also be considered]). We can find support for possible attachment to products and their brands in the human tendency to animate or anthropomorphise objects by assigning them traits of living beings, whether animals or humans. Brands may be animated in order to help consumers relate with them more comfortably, making them appear more vivid to them. It is one of the processes that facilitates the development of consumers’ relationships with their brands in use; consumers connect with brands also through the role brands fulfilled in their personal history, heritage and family traditions, and how brands integrate in their preferred lifestyles (5).

Dunn and Hoegg investigate how consumers connect with a brand on occasions of incidental fear. They make a clear distinction between events that may trigger fear (or other emotions) and fear appeals strategically planned in advertising (e.g., in order to induce a particular desired behaviour). Events that incidentally cause fear would be independent and uncontrolled. Additionally, the intensity and range of emotions felt is expected to differ when consumers actively participate in an event and hence experience it directly in contrast to watching TV ads — in direct consumer experiences, emotional feelings are likely to be more intensive and specific.  In a model for measuring consumption emotions developed and tested by Richins, fear is characterised as a negative and more active (as opposed to receptive) emotion, next to other emotions such as anger, worry, discontent, sadness and shame (6).

  • In their experiments, the researchers try to emulate incidental fear by displaying to participants clips from cinema films or TV series’ episodes, and present evidence that manipulations successfully elicited the intended emotions as dominant in response to each video clip. Yet, it remains somewhat ambiguous how real and direct the experience of watching scenes in a film or a TV programme is perceived and felt with regard to the emotions evoked.

The following are more concrete findings from the studies and their insights:

Emotional brand attachment is generated through perception that the brand shares the fear with the consumer — Study 1 confirms that emotional attachment with an unfamiliar brand is generated when a product (juice) by that brand is present and can be consumed during the fear-inducing experience (more than for emotions of sadness, excitement and happiness). But moreover, it is shown that the emotional attachment is mediated (conditioned) by perception of the consumer that the brand shared the fear with him or her.

Humans precede product brands —  Sharing fear with a brand contributes to stronger emotional brand attachment, but only if they still have a desire generated by fear to affiliate with others. If conversely that desire is satiated by a perception of the consumers that they are already socially affiliated with other people, the effect on brand attachment is muted.

  • Note: Participants in Study 2 were asked to perform a search with words related to feelings of affiliation and social connectedness (e.g., included, accepted, involved) to prime affiliation. Given the statements used to measure (non-)affiliation (e.g., “I feel disconnected from the world around me”), it is a little questionable how effective such a priming condition could be (though the authors show it was sufficient). It might have been more tangible to ask participants to think of people dear to them, family and close friends, and write about them.

Balancing negative and positive emotional effects on attitudes — Based on analyses in Study 2 the researchers also suggest that increased positive effect of emotional brand attachment may counterbalance and override a negative influence of ‘affect transfer’ on attitudes due to fear.

Presence of the brand and attention to it are required yet sufficient — Study 3 demonstrates that neither consumption of the product (juice) nor even touching it (the bottle), both forms of physical interaction, are really needed for feeling affiliated and forming emotional attachment — forced consumption in particular does not contribute to stronger perceived sharing or emotional attachment than merely seeing the product when feeling fear, that is making an eye contact and visually attending to the product in search for a companion. (Unexpectedly, in the case of action and excitement, consuming the drink increases emotional attachment.) Study 4 stresses, nevertheless, that the brand must be present during the emotional event for generating increased emotional attachment — having the brand nearby while experiencing the fear is essential for consumers to feel connected with the brand as their sharing partner (tested with a different product, potato chips).

The research paper suffers from a deficit in practice. That is, marketing managers and professionals might be disappointed to discover that it could be most difficult to have any control of those situations of incidental fear and to act on them to their advantage. In order to have any influence on the consumer a company would be required to anticipate an individual event in advance and to find a way to intervene (i.e., make their product present) without being perceived too intrusive or self-interested — two non-negligible challenges. An additional restriction is posed by the relation of the ‘fear effect’ to brands not previously familiar to the consumers.

Let us consider some potential scenarios where brands might benefit and the difficulties that are likely to arise in implementing it:

Undertaking medical treatments or tests — Some treatments can be alarming and frightening on occasion to different patients. A sense of fear is likely to enter already, and perhaps especially, while waiting. It is a opportunity for introducing the brand-companion in the waiting hall; even more so given that patients are usually not allowed to or prevented from using artifacts during the treatment (mostly no food and drinks). First, a company may have a difficulty to obtain access to places where patients wait for treatment. Second, consumers-patients are likely to bring products with them from home to entertain them (of brands they know). Third, patients often arrive with a family or friend companion, thus satisfying their need for affiliation with another person which dominates affiliation with an object. Still, there is room for ingenuity how to locate the brand close enough to the treatment episode (e.g., shops offering books or toys, especially for children, in the premises of a clinic or hospital).

Trekking or hiking in nature — Some routes, particularly in mountainous areas, can be quite adventurous, not to say dangerous. If a brand could find a way to introduce its product just before the consumer starts the hiking trip, it may benefit from being with him or her if fear arises. One problem is that hikers are advised and even required not to embark alone on more dangerous routes. Another problem is that those trekking or hiking sites often offer local brands, that while not being familiar to the consumers they also are not likely to be available to them at home, and thus the opportunity to develop a relationship based on the early emotional attachment is lost.

Offering legal, financial, insurance, and technical services in events of crisis — In various occasions of accidents, malfunctions, and disasters, people need help to cope with the crisis and the negative emotions it may evoke, particularly fear. A service provider would be expected to counsel the customer in his or her distress, and of course propose a solution (e.g. how to fix one’s home after a fire or an earthquake). Unfortunately,  one cannot make an eye contact with an intangible service. The company has to find creative and practical ways to make itself readily visible and accessible to the consumer when needed by offering instruments and cues for making contact (e.g., an alarm and communication device for the elderly and people with more risky medical conditions).

  • Dunn and Hoegg are aware of the limitation of the findings to unfamiliar brands. They reasonably propose that “because fear leads to a general motivation to affiliate, emotional brand attachment would be enhanced regardless of the familiarity with the brand” (p. 165). It should take further research, however, to substantiate this proposition.

Despite the possible difficulties companies will likely need to deal with, the doors are not completely shut to them to benefit from this phenomenon. But they must come up with creative and non-intursive solutions to make their brands and products present in the right place at the right time. At the very least, marketers should be aware of the potential effect of sharing fear with the consumer and understand how it can work in the brand’s benefit. It is worth remembering, after all, the saying “a friend in need is a friend indeed” whereby in some incidents the friend can be a brand.

Ron Ventura, Ph.D. (Marketing)

Notes:

(1) “The Effect of Fear on Emotional Brand Attachment”; Lea Dunn and JoAndrea Hoegg, 2014; Journal of Consumer Research, 41 (June), pp. 152-168.

(2) “What Is Emotion?: History, Measures and Meanings”; Jerome Kagan, 2007; New Haven and London: Yale University Press. Also see: “The Experience of Emotion”; Lisa Feldman Barrett, Bejta Mesquita, Kevin N. Ochsner, & James J. Gross, 2007; Annual Review of Psychology, 58, pp. 373-403.

(3) “The Ties That Bind: Measuring the Strength of Consumers’ Emotional Attachments to Brands”; Mathew Thomson, Deborah J. MacInnis, & C. Whan Park, 2005; Journal of Consumer Psychology, 15 (1), pp. 77-91.

(4) “Brand Attachment and Brand Attitude Strength: Conceptual and Empirical Differentiation of Two Critical Brand Equity Drivers”; C. Whan Park, Deborah J. MacInnis, Joseph Priester, Andreas B. Eisengerich, & Dawn Iacobucci, 2010; Journal of Marketing, 74 (November), 1-17.

(5) “Consumers and Their Brands: Developing Relationship Theory in Consumer Research”; Susan Fournier, 1998; Journal of Consumer Research, 24 (March), pp. 343-373.

(6) “Measuring Emotions in the Consumption Experience”; Marsha L. Richins, 1997; Journal of Consumer Research, 24 (September), pp. 127-146.

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Department stores are competing hard for more than thirty years to overcome the challenges posed to them by shopping centres and malls. They keep refreshing their interior designs, merchandising and marketing methods to remain relevant, up-to-date, and especially reinvigorated for the younger generations of shoppers. Department stores and shopping centres are two different models in retailing for offering a wide array of product categories, and accompanying services, within enclosed built environments — different in requirements and responsibilities of managing them, in their structures, and most importantly with respect to the shopping experiences they create. There is enough room in consumers’ lives for shopping both ways.

Shopping centres may be found in the central areas of cities and on their outskirts, on main roads at city-gates and in suburban neighbourhoods. A shopping mall, according to the American genuine model, is a shopping centre characterised by location outside the city centre, housed in a single- or two-floor building spread over a large area and a large-space parking lot, free of charge. But shopping centres or malls exhibit nowadays such a variety of architectural structures and styles of interior design, at different sizes and locations, that the distinction in terms has become quite vague and less important.

Department stores belong traditionally in city centres. They also are typically housed inPartial back closed windows allows a glimpse into the Coop store their dedicated buildings (e.g., 5 to 7 floors, including one or two underground floors). Each floor in a contemporary store is hosting one or more departments (e.g., cosmetics, accessories, menswear, furniture, electric goods and electronics/digital) or amenities (e.g., restaurants). That was not the case in the early days (1850s-1920s) when the retail space open to the public included only up to three floors and the rest of the building was used for production, staff accommodation, and other administrative functions; the range of products was much smaller. So the department store as we better know it today follows the format redeveloped in the 1930s and further progressed soon after World War II. The styles of interior design and visual merchandising, nevertheless, have certainly changed several times over the years.

There is however another recent format of a department store which resides within a shopping centre. It is a reduced and condensed exemplar of the ‘classic’ department store, probably not how consumers more often perceive and think of such stores. But having a reduced store version is perhaps not a problem inasmuch as its location. Shopping centres invite retail chains of department stores to open a branch as an anchor store in their premises, and it seems as a necessary action by the retailers to maintain visibility and presence amid the threat of the shopping centres posed to them. This venture also allows the retailer to extend and reach shoppers away from city centres. Yet, one may question if it helps and serves the interests of the department store retailer as much as of the proprietor of the shopping centre. Being more limited in space and scope of products, while surrounded by a few hundred other shops and stores under the same roof, the department store could get more easily lost and vanish from shopper attention in the crowded space. It should be much more difficult for the store to remain conspicuous in this kind of environment, especially when shoppers can refer to a selection of specialist shops in any category they are interested almost next door.

When a shopper enters a respectable department store he or she tends to get absorbed within it. The variety of products on display, lights and colours, brand signs, and furnishing and fixtures in different shapes and styles pull you in, making you forget of the outer world. The shopper may find almost anything one needs and seeks, whether it is for wearing, decorating the living room, or working in the kitchen, enough to forget there is a street and other shops and stores out there. Think of stores — just for illustration — such as  KaDeWe in Berlin, Selfridges in London, La Rinascente in Milano, or Printemps in Paris: that is the magic of a department store. Of course there are many other stores of this type from different chains, in different styles and atmospherics (which may vary between departments within the same store), and in some of the main cities in each country. For instance, Marks & Spencer opened its modern flag store in a glass building at the turn of the century in Manchester, not in London. Not long afterwards Selfridges also opened a store in Manchester, and then in Birmingham. Printemps and Galeries Lafayette sit next to each other on Boulevard Hausmann in Paris — both are very elegant though the latter  looks more glittering and artistic,  appearing even more upscale and luxurious than the former. Now Galeries Lafayette is planning its yet most modern concept of a department store to open on Champs Élysées.

That is not the impression and feeling one gets in a shopping centre. Although a centre can be absorbing and entertaining in its own way, usually it would be the centre’s environment that is absorbing as a whole and much less any single shop or store. Even in larger stores the shopper is never too far from being exposed again to other retail outlets that can be quickly accessed. In the shopping centre or mall, a shopper moves around between shops and stores, reviews and compares their brand and product selections, and at any point in time he or she can easily return to “feel free” walking in the public pathways of the centre, eye-scanning other stores. It is a different manner and form of shopping experience for a consumer than visiting a department store.

The rise of branding and consumer brands since the 1980s has also had an important impact on trade, organisation and visual merchandising in department stores, as in other types of stores in general. There is a much stronger emphasis in the layout of floors on organisation by brand, particularly in fashion (clothing and accessories) departments. The course of the shopping trip is affected as a result. Shoppers are driven to search first by brand rather than by attribute of the product type they seek. That is, a shopper would search and examine a variety of articles (e.g., shirts, trousers, sweaters, jackets) displayed in a section dedicated to a particular brand before seeing similar articles from other brands. It can make the trip more tiresome if one is looking for a type of clothing by fabric, cut or fit, colour and visual pattern. But not everything on a floor is always sorted in brand sections, like a shop-in-shop; often a shopper may find concentrated displays of items like shirts or rain coats of different models from several brands. Furthermore, there is still continuity on a floor so that one can move around, take along articles from different brands to compare and fit together, and then pay for everything at the same cashier.

In some cases, especially for more renowned and luxury brands, the shop-in-shop arrangement is formal where a brand is given more autonomy to run its dedicated “shop” (known as a concession), making their own merchandising decisions and employing their own personnel for serving and selling to customers. The flexibility of shoppers may be somewhat more restricted when buying from brand concessions. However, even when some “brand shops” are more formal, much of the merchandising is already segregated into brand sections, and shoppers frequently cannot easily tell between formal and less formal business arrangements for brand displays. The sections assigned toView over terraces in a multi-storey department store specific brands are usually not physically fully enclosed and separated from other areas: some look more like “booths”, others are more widely open at the front facing a pathway. Significantly, shoppers can still feel they are walking in the same space of a department or floor, and then move smoothly to another type of department (e.g., from men or women fashion to home goods). That kind of continuity and flexibility while shopping is not affordable when wandering between individual shops and stores in a shopping centre or mall. The segregation of floor layout into dominant brand sections or “shops” within a department store (and some architectural elements) can blur the lines and make the department store seem more similar to a shopping centre, but not quite. The shopping experiences remain distinct in nature and flavour.

  • “With so many counters rented out to other retailers, it is as though the modern department store has returned to the format of the early nineteenth-century bazaar.” (English Shops and Shopping, Kathryn A. Morrison, 2003, Yale University Press/English Heritage.)

Department stores have gone through salient changes, even transformations, over the years. In as early as the 1930s stores started a transition to an open space layout, removing partitions between old-time rooms to allow for larger halls on each floor. Other changes were more pronounced after World War II and into the 1950s, such as  permitting self-service while reducing the need of shoppers to rely on sellers, and accordingly displaying merchandise more openly visible and accessible to the shoppers at arm’s reach. These developments have altered the dynamics of shopping and paved the way for creative advances in visual merchandising.

Department stores have also introduced more supporting services (e.g., repairs of various kinds, photo processing, orders & deliveries,  gift lists, cafeterias and restaurants). In the new millennium department stores joined the digital scene, added online shopping and expanded other services and interactions with consumers through the online and mobile channels. In more recent years we also witness a resurgence of emphasis on food, particularly high quality food or delicatessen. Department stores have opened food halls that include merchandise for sale (fresh and packaged) and bars where shoppers can eat from freshly made dishes of different types of food and cuisines (e.g., KaDeWe, La Rinascente, Jelmoli in Zürich).

Department stores in Israel have always been in a smaller scale than their counterparts  overseas, a modest version. But they suffered greatly with the emergence of shopping centres. The only chain that still exists today (“HaMashbir”) was originally established in 1947 by the largest labour union organisation in the country. Since the first American-style mall was opened near Tel-Aviv in 1985 the chain has started to decline; as more shopping centres opened their gates the stores became outdated and lost the interest of consumers. By the end of the 1990s the chain had come near collapse until it was salvaged in 2003 by a private businessman (Shavit) who took upon himself to rebuild and revive it.

The chain now has 39 branches across the country, but they are mostly far from the scale of those abroad and about a half are located in shopping centres. Yet in 2011 HaMashbir opened its first large multi-category store in the centre of Jerusalem, occupying 5000sqm in seven floors. It seems the stores have gone through a few rounds of remodelling until settling upon their current look and style. They are overall elegant but not fancy, less luxurious and brand-laden, intended to better accommodate consumers of the middle class and to attract families.

It is rather surprising that Tel-Aviv is still awaiting a full-scale department store. The chain has stores in two shopping centres in Tel-Aviv but none left on main streets. At least in two leading shopping centres the stores have shrunk over the years, and one of them is gone. The latter in particular, located once in a lucrative and most popular shopping mall in a northern suburb, was reduced from two floors to a single floor and gave up its fashion department amid the plentiful of competing fashion stores in the mall, until eventually it closed down. Another store remains near Tel-Aviv in “Ayalon Mall”, the first mall of Israel.

Tel-Aviv has the population size (400,000) and flow of visitors on weekdays (more than a million) to justify a world-class store on a main street. Such a store has also the potential of increasing the city’s attraction to tourists. The detriments for the retail chain are likely to be the high real estate prices, difficulty to find a building suitable for housing the store, and the competition from existing shopping centres as well as from stores in high-street shopping districts. Yet especially in a city like Tel-Aviv a properly designed and planned department store is most likely to be a shopping and leisure institution and centre of activity to many who live, work or tour the city.

Shopping centres and department stores can exist side by side because they are essentially different models and concepts of an enriched retail complex in enclosed environments. Unlike the shopping centre, the department store is a world in itself of retail and not an assortment of individual retail establishments. The department store engages shoppers through  its structure, design and function given the powers the retailer has to plan and manage the large store as an integrated retailing space. Consequently, a department store engenders customer experiences that are different from a shopping centre regarding the customers’ shopping trips or journeys and how they spend their time for leisure in the store. One just has to look at the flows of people who flock through the doors of department stores in major cities, most of all as weekends get nearer.

Ron Ventura, Ph.D. (Marketing)

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One of the things people probably most dislike is getting sick because of some food they have eaten — usually an annoying and unpleasant experience. The sickness can happen within hours or two to three days after eating the contaminated food. The trouble is that oftentimes one has no way of anticipating the disease until feeling sick, and sometimes even after becoming ill it is not easy to connect the disease with consumed food. A food item may come from a respected and trusted brand, the expiry date looks fine, the food may also taste good, and still without suspicion it may cause poisoning and sickness. Food companies are walking on the edge of food safety when they skip necessary precautionary measures to prevent and detect contaminations in time, but furthermore when they conceal problems or try to solve them quietly in the factory without warning of a looming health risk to their customers.

  • The most common infections and poisoning are caused by bacteria of the type of Salmonella, Listeria, and E-Coli. But a foodborne disease may also be viral (e.g., norovirus) or being caused by insects (e.g., food moth). For most people a foodborne disease is not dangerous; it will cause sickness and inconvenience, passing after a few days without medical treatment. Yet, these diseases may be troublesome and cause more serious complications in people whose health is vulnerable (e.g., little children, seniors, pregnant women, prior illnesses, weaken immune system).

This summer there were a number of incidents of food contamination revealed in Israel. Yet two of the cases are more significant and instructive: the cornflakes of Unilever (Telma) and ready-to-eat salads by Shamir Salads.  First, the failures exposed in the conduct of the two concerned companies commend particular attention and taking lesson from them. Second, these incidents were the earliest to become public (late July, beginning of August) and have put the matter of food safety under a spotlight. A number of additional incidents of contamination may have been revealed just because of that, partly reported by alarmed food companies themselves (e.g., salmon fish, halva, frozen potato fries, pre-prepared grilled hamburger).

Unilever (Telma) — A contamination of salmonella was discovered by Unilever in Israel in packages of a few of its cornflakes products under the brand name of Telma (an Israeli-grown brand acquired by Unilever). The company insisted, however, that all contaminated packages remained in a company’s facility to be disposed of (they were converted into corn oil to be used as energy source for another industrial process). When upset consumers and the Ministry of Health pressured Unilever to provide assurances no packages reached food stores, the company claimed they had checked that the marked packages were separated and excluded from delivery in its facility. Only that this information was not accurate, not properly verified. It was soon after revealed that some 240 contaminated packaging parcels found their way out of the facility and distributed to food stores. Some of those cornflakes packages were probably consumed though no complaint of sickness was firmly connected with the cornflakes. Nevertheless, since cornflakes of the type contaminated are largely eaten by children, it is understandable that parents were strongly agitated by that belated discovery.

Unilever directed responsibility for the ‘mishap’ to an employee of a local logistics contractor who apparently mistakenly misplaced labels of some parcels for delivery and sent out the wrong packages. Even so, responsibility for the whole chain of supply of the products of Unilever rests with the company marketing them (not physically distributing them). That is the onus of the brand’s owner towards its customers. That Unilever failed to verify this mistake earlier makes the explanation just weaker.

  • Food safety experts suggest that it is unusual for a dry product like cornflakes to contract bacterial contamination of salmonella. Additionally, the cornflakes are roasted at a very high temperature that kills any bacteria that might have settled in the material. Therefore, it is much more likely that the culture of salmonella developed during the packaging or storage in preparation for distribution.

Shamir Salads — A contamination of salmonella was found in Mediterranean salads that contain tehina. Shamir Salads, like other food producers, buys the tehina mix as a raw material from a supplier, in this case a company named “HaNasich” (meaning “The Prince”). Badly enough, the grave problem for Shamir Salads is that the company did not identify the contamination itself. It failed twice: by not testing initially its raw material and by not testing the final salad product before delivery to retailers for any possible contamination. It should be clarified that laboratory tests are run on samples and therefore they cannot eliminate absolutely any contamination, but if sampling is conducted appropriately it gives a good chance of detecting the traces in time for further checks and corrective action. Skipping any sampling and tests cannot be excused.

The management of Shamir Salads argued in its defence that the company trusted its supplier, HaNasich, and therefore did not see any need to continuously check on the quality and safety of their tehina. The company was deeply disappointed and felt betrayed by its supplier for not advising them of any problems. The reference to the concept of trust between parties is not unfounded, but one can still check internally as a precautionary control measure without violating trust in the other party. A company does not have to trust blindly, especially not when a sensitive matter as health is concerned. It may even be doing a favour to its supplier that could miss contamination in its factory. Much less understandable is the lack of tests on the company’s finished products. If not before or during production, then at the very least testing of the finished salads would have given the company a chance of detecting a contamination before leaving the factory, investigating backwards and identifying the source in the tehina. Other companies (e.g., Strauss, Tzabar Salads) using the same tehina ran tests on their finished products and identified the contamination, linking it to tehina by HaNasich.

Both Unilever and Shamir Salads were actually forced to order recalls of their products. A recall becomes damaging in the public eye when the company does not seem to control the process and its timing, or is not honest with the consumers about the recall’s reasons and circumstances.

Complicated relations and flawed working of safety procedures in the food industry may have some responsibility for contamination getting lost or hidden from public knowledge. Companies have a reasonable interest to try to solve a problem in production they identify internally in hope they can contain it “behind closed doors”. It is a matter of calculated risk — but risks sometimes realise in a worse way. The Israeli Ministry of Health is criticised for not placing a proper procedure that requires food producers to perform microbiological lab tests on samples of finished product items and that current reporting procedures are vague. For instance, the companies are not required to report to the ministry until after ordering a recall due to contamination. Consequently, there are repeated conflicts over responsibility and blame-exchanges between producers and the Health Ministry. Furthermore, food companies are working with private labs that are in turn required to report directly to the Health Ministry only in case of contamination found in finished products and not in their raw materials. The implied outcome: food companies have a latent incentive to keep anything that happens in the factory silent, handle a “situation” for a longer time, and not report to anyone until the problem becomes severe or an urgent recall is inevitable.

Issues of food contamination and foodborne illnesses concern many countries, gaining particularly growing awareness in Western countries. The Fortune Magazine published an article, kind of special report, on problems of food safety in the United States (October 2015) titled “Contamination Nation“. The number of food recalls has grown more than twice from 2004 t0 2014 (2004: 288 recalls of which 240 of non-meat products; 2014: 659 recalls, 565 non-meat). Nearly half of recalls (47%) in the US are due to microbiological contamination. The highest proportion of recalls (21%) are of ready-to-eat food products.

  • According to the Centers for Disease Control and Prevention (CDC) 48 million Americans suffer each year of foodborne illnesses (128,000 are hospitalised and 3,000 die of a foodborne illness).

The writer, Beth Kowitt, proposes four reasons it is so hard to battle food contamination and poisoning; their relevance extends to Israel and to many other nations:

  • Foodborne illnesses are very difficult to identify and track down their roots — cases of illness are sporadic and therefore hard to tie with a specific “outbreak”; hundreds of components may be involved in isolating a cause of poisoning.
  • The food industry does not trust state regulators, their knowledge and tools — major food companies are performing their own tests for bacteria on food and in factory premises and develop a knowledgebase independent of state departments or agencies (FDA, CDC); companies are reluctant to disclose information they do not have to, part in concern of being implicated before the epidemiological mapping is completed.
  • The more food is imported from other countries, the more difficult it gets to control and verify its safety — exporting countries have different food-safety standards and inspection regimes, and the more steps food passes before entering one’s destination country, there are more opportunities for becoming contaminated.
  • Consumers have to do more to protect themselves — when consumers seek certain ingredients to be reduced or excluded (e.g., potassium, salt, sugar) or refrain from consuming frozen products because of health considerations, they could render their food less protected from bacterial contamination of their food; consumers are responsible for taking active measures to reduce contamination risks at their homes (e.g., washing hands, boiling milk, checking meat temperature).

It may be added to the last reason that safeguarding from food contamination may start from the facilities of the food producer but it should continue through the retailers’ food stores and finally indeed at the consumers’ home kitchens. Retailers are obliged to keep stores and displays cleaned-up at all times and ensure products are not kept beyond their expiry date (e.g., chilled dairy products, ready-to-eat meals, eggs). As for consumers, the American CDC recommends four practices for protecting from contamination: Cook to kill bacteria, Clean working surfaces, Separate more risky items (meat, fruits and vegetables) from other food, and Chill to reduce chance of bacterial cultivation.

Next to the article cited above, Fortune brings the story of the Texan-based Blue Bell ice-cream company which demonstrates what happens when a food company stalls treatment of contamination hazards at its plants and even hides them for too long. The crisis has rolled during 2015 but an investigation found that its roots may have existed since 2010. There were three deaths and two more serious patient ilnesses in the same Kansas hospital in late 2014, and in total ten people were affected by listeria-type infection connected with the ice-cream over five years; establishing the connection with Blue Bell was hard.

Contamination occurred in two plants: at Brenham, Texas ‘homebase’, and in Oklahoma. It appears that already in 2013 the company discovered contamination in its Oklahoma plant that was not treated properly despite an FDA inspection. Importantly, bacteria were found in that plant on floors and catwalks (i.e., bacteria can be easily passed with movement of workers and objects). Additional flaws were found in further inspections, including “condensation dripping from machinery into ice cream and ingredient tanks; poor storage and food-handling practices; and failures to clean equipment thoroughly”. Because of its stalling, the company drifted into what experts call “recall creep” — it happens when executives think limited action every time they are told of listeria findings is enough to solve the problem and constrain commercial damages, thence find themselves forced to perform greater recalls over and over again.

Blue Bell is the third-largest ice cream maker in the US and its products are widely admired. Many people across the country are said to have saddened by the closure of the plants and loss of their beloved ice cream for a period. This year the company resumed production and marketing, adding gradually more flavours and markets, after a thorough clean-up of plants, change of procedures and rules and training of employees. One of the practices installed is “test-and-hold” where a production series is sample-tested  and all packs are held in storage until it is cleared from bacterial contamination.

A serious fatal crisis related to food safety in Israel occurred in 2003 with the milk formula for babies by Remedia. It should be noted this was not an incident of contamination. In this case the company made a change in the composition of one of its formula versions by which it drastically reduced or eliminated from the product the vitamin B1. This ingredient is vital for the development of the nervous system of babies. As a result, critical damage was caused to the health of babies: four babies died and several more children grew up with irreversible damage to their development (neural, cognitive and motor). Although this event is different, and the consequences in the recent contamination incidents are much less severe, two relevant notions are in order. First, a contamination incident can lead to just as severe consequences when the problem is mishandled and information is concealed from authorities and consumers as the crisis of Blue Bell proves. Second, Remedia made the grave mistake of throwing all the blame on a German company (Humana) that was hired to develop, implement and test the new recipe (and erred in its tests). However, Remedia was responsible and accountable for its product to the parents and babies in Israel, not the faulty German company it worked with. Remedia ceased to exist.

It is probably only human for the company’s managers to direct a justified accusation and blame for a failure on a contractor, supplier or business partner, as a way of saying: “Look, this is not a failure in our own operation; you can still trust us with everything we are doing for you”. It does mitigate responsibility somewhat, though from a consumer viewpoint this kind of ‘clearing’ does not work and is often doomed to be rejected. The companies that market the implicated products did allow them to be distributed to consumers. At the end of the day, it is their brand names on the products that count.

It is impossible nowadays to completely eliminate food contamination, particularly by bacteria. However, food companies (and not them alone) can and should make every effort for preventing bacterial and other types of contamination and poisoning. They are expected to show that they are proactively taking measures to that aim. In addition, the owners and executives have to be open and sincere about the causes or circumstances of recalls to consumers, and consider revealing incidents even beforehand as indication the company is acting responsibly. It is pure investment in the credibility of their brands.

Ron Ventura, Ph.D. (Marketing)

Note:

These articles appeared in Fortune (Europe Edition), Number 13, 1st October 2015:

“Contamination Nation”, Beth Kowitt, pp. 53-56.

“How Blue Bell Blew It”, Peter Elkind, pp. 56-58.

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Since the mid-1990s the dominant approach to marketing is centered on the customer (cf. previous approaches emphasised production, the product and sales); more fully, the customer-centric approach evolved from a modern marketing approach, conceived somewhat earlier (1970s to early 1980s), as it sharpened the focus on the customer (*). In this era theories and concepts have developed of relationship marketing (and customer relationship management, CRM, more generally), customer experience and data-driven marketing. Retrospectively,  brand theory has been the bridge linking between the early stages of the marketing approach and the advanced customer approach, and truly to this day the brand and customer views are inter-dependent and should not be separated.

In the past twenty years we have further witnessed intensive developments in digital technologies (e.g., computer information processing, Internet and communication). Their effects on marketing and retailing now call into debate whether the technologies still constitute a progression in the execution of the customer-centric approach or already its evolution into a new approach, entering an era of “digital marketing”. This question is at the core of a recent article in the McKinsey Quarterly magazine  titled “The Dawn of Marketing’s New Golden Age” (Issue 1 of 2015). The authors (Jonathan Gordon, New-York City, and Jesko Perrey, Düsseldorf) outline five forces driving this new age: science, substance, story, speed and simplicity.

The picture emerging from the article entails consumers conducting most or all of their interactions with companies through digital portals or applications on computer-based appliances and mobile devices, and communicating among themselves and with companies about products and services in social media platforms; companies on their part analytically employ huge streams of data associated with their customers (active as well as prospects) to perform automated processes for selling to and servicing the customers. What we are about to see is a formidable enhancement on a large-scale of digital methods and programmes already familiar from the past few years. The engine of marketing will be increasingly powered by modelling, segmenting and predicting customer preferences and behavioural actions with little need for day-to-day human inspection and intervention.

Managerial thinking usually views instruments, data and methods as the tools for executing a well-specified strategy, as in customer-oriented marketing. Undoubtedly the new digital technologies have been vital for engaging customers at an individual level on a large-scale (e.g., one-to-one marketing, personalising and customising). But there are strong signs that in the new golden age the digital technologies, their tools and data-driven methods, will become the essence, the fundamental way in which marketing and retailing function, and not just as a means to an end. They will not be used to perform a customer-driven strategy — they will be the strategy in and by itself. That is what a new digital approach to marketing could mean. McKinsey & Co. already seem to adopt and support that kind of marketing empowered by Big Data, and they are not alone in this attitude. However, a prognosis for such a new age of marketing should be put up to a debate in business circles and in consumer or social circles.

Science has made significant contributions in extracting meaningful information and insights from large amounts of data for marketing purposes. It is the primary engine of the new age foreseen by the authors. The broader impact of science now spans from measurement by sensors and cameras (e.g., in smart and wearable devices) through analytics and modelling to the utilities and services that apply the derived information. Scientific advancement in the area of Big Data enable the automated estimation of multiple statistical models and handling of their results in marketing platforms. Just two examples of applications are (a) customised recommendations based on learned preferences of users; and (b) geo-location and mapping utilities that can direct shoppers to relevant stores in their vicinity. Yet science in marketing has also led to the development of more sophisticated models and better optimization and estimation techniques even before Big Data. The authors note that advanced analytic capabilities also play an important role in managerial decision-making by enabling quicker responses (e.g., in the area of hospitality, noticing trends and changes in hotel room reservations).

It is completely agreed that managers should be trained and encouraged to base their decisions more on information derived from research and analyses of customer and marketing data than on intuition. For achieving that aim managers need to understand better analytics and their outputs, and wisely combine their insights with knowledge from their practical experience. But a problem arises when more processes are channelled to automation and managers are not required to interfere and make decisions. Definitely when a company needs to handle transactions, calls and other activities from hundreds-of-thousands to millions of customers, automation of procedures is essential to let the marketing system work, but keeping an open eye by managers is as essential, particularly to make sure that customers are well-served. Automation is desirable to the extent that it allows decision-makers to devote their time to more complex issues requiring their judgement while not sacrificing the quality and sensibility of processes automated. Human reason and sense of fairness are still valuable.

Of course not every marketing and service process is automated (as yet); customer service representatives (CSRs) are required to navigate the information provided to them on any individual customer to decide on the best approach or solution for helping him or her. Information in the customer profile may include characteristics and recommendations produced by prior modelling and analytic processes. It should be the responsibility of the CSR finally to utilise the information and choose the best-apparent mode of action. The CSRs can be presented with a few feasible alternatives for a type of service or other assistance requested and should be trained how to assess and choose the most appropriate solution for the situation at hand and the customer served. As the authors Gordon and Perrey importantly observe, “Knowing what can be automated, when judgement is required, and where to seek and place technical talent are becoming increasingly central to effective marketing leadership”. Taking a position that employees, from CSRs to managers, are inadequate evaluators or judges of information who are bound to make mistakes, and therefore their decisions are better computer-automated, is misguided. It may get the opposite negative outcome where employees rely on the information system to provide also the best solution and not think for themselves which possible solution is the most appropriate or the most effective.

  • Take for example the domain of healthcare: Suppose that an elder patient calls her HMO to make an appointment for a clinical test. The system may suggest a medical center or clinic that is in a neighbouring town because that is the closest date available or because performing the test in that facility (out-sourced) is less expensive for the HMO. Yet especially for patients in their golden age a CSR should also consider the distance from the patient’s home and the time of day (e.g., not too early) so that it would be convenient enough and not too complicated for the patient to keep the appointment.

The article does not neglect the Substance of marketing and business overall. The authors suggest in particular the experiences of customers, the delivery of functional benefits, and the development of new products and services as the core interests of substance. In this important section they truly explain, through examples, how Big Data, analytics and digital technologies are used by companies to adapt to changes in the market and achieve customer-driven marketing goals.

In another article of McKinsey Quarterly, Getting Big Impact from Big Data (January 2015), its author (David Court, Dallas) acknowledges that the predictions of McKinsey Global Institute (MGI) on the adoption of Big Data in their report from 2012 may have been too optimistic, saying that achieving the expected impact has proved difficult. The article appears as a new effort to re-ignite the growth of Big Data implementation. Some of the explanations given for lagging behind, however, are puzzling. A general claim made in the article is that companies did not realise the expected returns because their financial investments and efforts were not big enough: “many senior managers are reluctant to double down on their investments in analytics — investments required for scale, because early efforts have not yielded a significant return.” How can managers be expected to expand their investment in an initiative if they were not convinced in earlier tests of its benefits? There should be special circumstances to convince them that if a project did not work well in small-scale it would if undertaken in large-scale. While that may be the case with Big Data projects, managers should not be blamed for not seeing it or for not trusting the claim blindly.

The article further points out that companies were not focused enough and did not plan their analytic initiatives with well-specified goals. But responsibility is also put at the doorsteps of analytic vendors and data scientists for misleading managers by making unfounded promises about the kind of valuable information they could extract (or mine) from a company’s data pools. As told by Court, it was not unusual for executives to hear the claim: “just give us your data and we will find new patterns and insights to drive your business” — yet executives became disappointed and discouraged to invest further. Notably, albeit the author’s charge about the insufficient scale of investment in Big Data, he leads to the more welcome conclusion that it is “better to pursue scale that’s achievable than to overreach and be disappointed or to scatter pilots all over the organization”.

  • Automated dynamic pricing: With regard to setting prices, this article maintains that “it’s great to have real-time data and automated pricing engines, but if management processes are designed to set prices on a weekly basis, the organization won’t be able to realize the full impact of these new technologies”. Here lurks another enigma about the new way of thinking. It is technology that should adjust to management processes which in turn accommodate the structure and behaviour of the market (e.g., consumers, shoppers) and not the other way round. For once, if prices change daily or hourly (e.g., in an online store) it is likely to be perceived by consumers as lack of stability, unreliability, an attempt to manipulate, or unfair conduct by a retailer not to be trusted. Moreover, it may not be even economically justified: if most consumers perform concentrated shopping trips in supermarkets between weekly to monthly, it should not be necessary nor beneficial to update prices much more frequently.

The third driver of the new golden age — Story — is an interesting contribution in Gordon and Perrey’s article. However, it brings up again the discussion on who creates and who owns the story of a brand or a company. It is well appreciated that consumers participate and contribute to the story of a brand. Agreeably, the story would not be able to exist without the customers. Yet composing the story should not be relinquished to consumers — the company must remain in charge of designing and presenting it. First, a brand’s story is built around its history and heritage. Second, the story is enriched by the customers’ experiences with the brand. Nevertheless, a company cannot rely on discourse of customers in digital social media networks (e.g., in text and photos) to tell the whole story. The company is responsible for developing the shared experiences and  customer interactions into a narrative and coming up with a compelling story. It may use as input its maps of customer journeys to develop the story.

Speed and Simplicity entail the measures that companies have to take to organise themselves better for the new age. These may be structural, functional and logistic measures that improve the implementation of data-driven processes and marketing initiatives (e.g., reducing layers and connecting silos, sharing data and smoothing operations, more agile product development).

  • Digital self-service, through Internet websites or mobile apps, is widespreading for product or service ordering and customer support. But managers should remember that not all consumers feel equally comfortable with these platforms and have the skill and confidence in using them; consider in particular that the proportion of people age 65 and above is forecast to rise in developed countries and may reach 20% in two to three decades). Furthermore, many people do not like to “talk” with algorithms; they prefer to talk with other people to get the assistance and advice they seek.

It is important to draw a line and respect a distinction between the customer-centric approach (“what”) and the technologies, data and methods that can be employed to implement it (“how”). There is no need to declare a new age of marketing, at least not on behalf of digital technologies or Big Data. Advancement of the latter may signal a new phase of progression in implementation of the customer approach (i.e., ‘marketing in a digital age’), but suggesting beyond that may lead to dilution of the focus on the customer. Nonetheless, time may be ripe for a mature integrated approach that is guided by a triad of Customer-Product & Service-Brand as the complex of these entities and the relations between them are at the foundation of modern marketing.

Ron Ventura, Ph.D. (Marketing)

(*) The marketing approach was already oriented towards the customer as its focal target but largely at a segment-level; it advanced strategic thinking beyond sales. Consumer marketing most progressed during this period.

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An inspection of the mobile app-based services run by companies like Uber, Gett (formerly GetTaxi), Lyft or Hailo raises important issues about the distinction between taxi and non-taxi ridesharing transportation for individuals. Developments of the past two years seem to have broken the boundaries of driving-for-pay. A utility that started as an option for hailing licensed taxis by a mobile app is turning into an unruly “business” of private drivers. Uber in particular is the source of disruption in the ‘private transport’ sector that is causing much public controversy and protest by professional drivers.

The convenience in hailing a taxi using a mobile app when needed from anywhere a passenger may be in town, instead of hand-hailing in the street until a free taxi shows up is clear and undisputable. Through technology a taxi driver in vicinity is notified and can arrive without further human briefing to the passenger to pick him or her up for the ride — it can save precious time and nervous waiting. It may also help drivers reduce wasted time and fuel whilst wandering between “jobs” until a new customer is found. The applications in market were aimed originally to connect between consumers-passengers and drivers of taxis, black cabs and limousines.

A crucial aspect to notice about those mobile e-hailing applications is that they allow drivers to take customers independently of a present employer or a fleet they may belong to. Briefly, an app of this type incorporates geo-location, reservation management and credit payment functionalities so that a driver is related only with a passenger on one side and the technology company operating the app on the other side. No cash is actually passing between the three parties involved. This arrangement soon proved to have a potential to involve a larger variety of employed and non-employed, trade-licensed and non-licensed drivers.

For taxi companies or syndicates the problem is twofold. Professional drivers often depend on local fleet operators for their license, car and livelihood because of the companies’ strong influence over issuance of new taxi licenses. A license and an authorised (properly marked) taxi vehicle are harder to get without affiliation to a fleet. The new app utility may open a window for changing the balance of power between companies and upset professional drivers. Furthermore, affiliated taxi drivers may occasionally take passengers reached via the mobile app without going through the fleet, and perhaps even without notifying the dispatcher. The fleet operator risks here a loss of control, authority and income (grabbed instead by the tech company — Uber for example collects 20% of the fare).

Some co-operation between the mobile technology companies and local taxi operators and associations may still exist (e.g., authorised taxi vehicles in Israel can be seen carrying a sticker of GetTaxi) but that is less likely now, especially after Uber expanded the scope of drivers it would work with. That is, Uber opened the gate for private drivers, anyone who has a driving license and a car, to provide “private ridesharing” transportation. Subsequently, frictions with taxi fleet operators have expanded into hostile struggles with unions and professional associations of taxi drivers as well as city and state authorities.

Uber, Gett, Lyft, Hailo, and others similar to them, are designated as transportation network companies ; the networks are constructed, accessed and managed by means of mobile applications. The challenge mounted primarily by Uber is the expansion of the network to allow non-formal drivers to transport other passengers in their private cars for payment. The schemes of Uber for this “ridesharing” portion of their network are known in different countries as UberX, UberPop or UberPool. However, the descriptive title of ‘ridesharing’ for this activity is contentious.

Many probably know car-pooling from their time in college or university: students group together to transport to or from campus in the car of one of the group members and share the cost of fuel between them. Frequently the participants are friends or acquaintances (e.g., classmates, sharing the rental of a house) but at the very least they are connected by affiliation to the same institution. Due to rise in cost of fuel, traffic congestion and air pollution, car-pooling has become more prevalent also among working peers employed in the same organization (as among colleagues whose work is in City A and live in City B). We may see another form of saving on transportation by a small group of people who rideshare a taxi (e.g., for an evening out at a restaurant or on the way back home, dropping each at a separate address). These are usually voluntary and informal arrangements where people related to some degree either ride in the car of one of the group members or hire together a taxi with a professional driver. Uber tries to emulate both and yet enables none of these arrangements.

The term ‘ridesharing’ seems rather ambiguous the way Uber claims to implement it. Uber, Lyft, and others like them, present themselves as platforms for “peer-to-peer transportation”, not as passenger services. But who are the peers when ridesharing with Uber’s schemes mentioned above? There is no guarantee that the driver and passenger are “peers” or acquaintances of any kind nor is there any requirement that a group of people “share” the ride with Uber’s driver. The driver is not formally required to have the same destination as the passenger nor does the passenger’s destination need to be on the driver’s route anywhere else. In real terms, passengers are actually hiring a driver known to them only via the mobile app with none of the assurances that normally accompany the hiring of a licensed taxi driver. Administrative and legal authorities in various countries noticed that this operation occurs in grey area and started to suspend or ban such questionable schemes by Uber in different cities or countries.

  • Given the capital Uber has raised thus far it is valued as of May 2015 at $40bn. Uber operates in more than 250 cities in nearly 60 countries, though in some locations part of its activity is suspended due to legal disputes.

In the Netherlands Uber tried to argue that its UberPop scheme is a car-pool service as opposed to a taxi service. However, the Trade and Industry Appeal Tribunal in the country rejected this defence claim because it failed the legal requirement of taxi drivers to have a special license. The ruling on 8th December 2014 determined that “drivers who transport people for payment without a license are breaking the law“. UberPop was also banned a day after by a court judge in Spain because drivers lacked official authorisation to offer driving services. It should be noted that the cost of the ride is not estimated and agreed by the co-passengers with the driver to share but it is a fare determined by a third-party tech company. Moreover, people in a private, non-formal arrangement also usually do not deal with each other by credit cards. The claim of Uber sounds naive and unrealistic or simply a case of pretence.

By the end of 2014 Uber was dealing with additional legal restrictions and bans from the US (e.g., Portland, Orgeon; Nevada; and even in Uber’s hometown San-Francisco) and Canada (Toronto), through Europe (e.g., Paris, France; Berlin and Hamburg in Germany) to India (New Delhi) and Thailand in Asia. A map chart by The Telegraph depicts all the places where Uber is operating and where its activity has been banned or curtailed. The UberPop service is currently under scrutiny in Paris for failing a law passed late last year that regulates the services of chauffeured cars vis-à-vis taxis; Uber’s office in Paris was raided by police in March, confiscating mobile phones and documents (*).

In face of the rising criticism in Europe Uber adamantly argues that it is a technology company, not a transport company; thereby it does not own the vehicles nor hire any of the drivers who engage in its schemes, including UberPop. In the view of Uber, its mobile technological platform only helps in mediating between the drivers and passengers. Yet the European Commission is not hurrying to accept this argument, underlying Uber’s own complaints that national laws in Europe unjustly constrain its competition with taxi services. Uber may not directly transport people but its digital platform has an impact on transportation, a spokesperson for the EC commented in response. Indeed, can Uber defend itself as merely a technology company without taking any responsibility for the effects of its mobile app’s activity on the physical transportation services?  This matter is now under examination by the EC as part of an overall study of the taxi and chauffeur service industry.


The brand (corporate-root) name “Uber” (originally Über in German) is problematic on two counts. The company transmits through its name that it owns a superior transportation network. First, it is an arrogant claim that may be perceived as provocative particularly by licensed taxi drivers for being contested by Uber’s network of private drivers who operate above them and the rules of transportation service that confine them. Second, the name is quite insensitive because of the associations it may bring to mind that carry a strong negative connotation from the 1930s and 1940s. In addition, the attempt of Uber to justify themselves as only a technology company not responsible for the operation of transportation itself alerts one to think that the company is not inasmuch “Über Alles” (above all) as it is “Über Chuchem” (over-smart in Yiddish). The choice of name was not clever. It is already wide-spread around the world, but the name is tainted and may levy a price in future.

Uber and competing technology companies succeeded in introducing alternative private transport solutions for a reason: consumers who have become too frequently unsatisfied and even frustrated with the service delivered by licensed taxi drivers were open to the new type of “ridesharing” solutions. It may be triggered by complaints on low in-time availability, high cost and lack of reliability (e.g., not taking a shorter route, attempt to evade turning-on the taxi-meter). Sometimes it could be a feeling that the driver did not feel obliged enough to be kind to the passenger. Surely, many taxi drivers are honest, reliable and friendly, but the image of their service is tarnished by those who are less so. Obviously. the use of an e-hailing app is only part of the story here.

The main goal is protecting the quality and safety of taxi rides and other private chauffeur transport services. The business model offered by Uber is threatening to cause more damage than improve the situation — one cannot let these services be operated without oversight by official professional transportation agencies. There are some major concerns to address: (a) assuring the driving qualifications of the private drivers (though seeing how some authorised taxi drivers behave on the road makes one wonder also about their qualifications and the traffic rules they abide to…); (b) approving the physical fitness of the private driver; or (c) certifying the technical fitness of the private car used. Uber has already been charged with not making proper checks on the drivers who join them. Uber, though not alone, cannot be left to set its own rules for drivers.

The issue of cost and how ride-fares are measured is receiving special attention. Uber in particular has been charged with surge pricing (i.e., enacting a higher rate at peak hours when taxis are more difficult to get), a conduct other companies distance themselves from. More generally, the GPS-based assessment of fares is a subject of debate — is it accurate enough and can it be allowed in place of approved taxi-meters? According to Transport for London (TfL), fare calculations on smartphones are sufficiently divergent from taxi-meters’ for smartphones not to constitute a conventional metering equipment. Cab drivers in London went on strike to protest to TfL the special status of Uber, yet in a strange twist this stand may be used to protect Uber as a non-taxi service — TfL promised to investigate and resolve the conundrum. The fares at Uber are normally 15-20% lower than with licensed taxis. Passengers have to trade-off the expected saving against uncertain outcomes (e.g., reliability, safety) when riding with unauthorised private drivers. The decision may be different however if drivers applying Uber’s app were approved by official agencies.

A complex problem developed in multiple countries and is going to be difficult to sort out. In the short-term, taxi associations may collectively set-up or continue contracts with local mobile technology companies for operating sponsored e-hailing apps and guarantee 5-10% discounts to their users-passengers. In the long-term, it will be necessary to amend wounded relations between taxi drivers and consumers, and to consider if and how to accommodate different classes of authorised-licensed drivers, all kept under oversight of official professional agencies. Meanwhile, the mobile tech companies who probably sense the difficulties in the transport sector are already looking for new frontiers, to expand the use of their apps in other services (e.g., deliveries).

Ron Ventura, Ph.D. (Marketing)

(*) Uber Gets Reprieve in Paris in Fight on Low-Cost Service, International New-York Times (with Reuters), 1 April 2015.

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