Abstract

Cruise tourism generates different types of cruise consumption and related indirect, direct and induced expenditure effects, in homeports as well as in ports of call. Cruise passengers´ expenditures produce positive economic effects for destinations, from increasing the incomes and employment, to tax incomes, duties, etc. Therefore, it is no doubt that cruise stakeholders and local economies can benefit from increased cruise passenger consumption. To stimulate higher consumption and passengers´ satisfaction, it is necessary to design the supportive policy framework and build appropriate quality of products and services. Identifying influential variables of cruise passengers´ expenditures in this sense enables the design of appropriate policies and measures. In the current research, based on a survey of 357 cruise passengers, several variables included in a new theoretical model of the expenditures determinants, such as gender, nationality, frequency of cruising and frequency of visits, were found to be statistically significantly associated with cruise passengers´ expenditures. Several conclusions and suggestions to stimulate cruise passenger expenditures based on research findings are provided. Kružna putovanja generiraju različite oblike potrošnje i povezanih indirektnih, direktnih i ostalih učinaka, u domaćim lukama, kao i u lukama ticanja. Potrošnja putnika na kružnim putovanjima stvara pozitivne ekonomske efekte za destinacije, od povećanja dohotka i zaposlenosti, pa do povećanja prihoda od poreza i carina, itd. Stoga, nema dileme da dionici kružnih putovanja i lokalno gospodarstvo mogu imati koristi od povećane potrošnje putnika. Da bi se ona povećala, kao i zadovoljstvo samih putnika, potrebno je utvrditi okvir politika za povećanje potrošnje te stvoriti odgovarajuću razinu proizvoda i usluga. Identifikacija čimbenika značajnih za potrošnju putnika na krstarenjima omogućava izradu primjerenih politika i mjera. U ovom se istraživanju, na temelju ankete 357 putnika na kružnom putovanju, utvrđuju varijable, uključene u novi teorijski model determinanti potrošnje, i to: spol, učestalost kružnih putovanja i posjeta destinaciji. Za njih se može kazati da su značajno statistički povezane s potrošnjom putnika. U radu se utvrđuju zaključci i prijedlozi za povećanje potrošnje, na temelju dobivenih rezultata istraživanja.

Abstract

El autotransporte es de los sectores más contaminantes en México, generando alrededor de 17% del total de emisiones de CO2. El consumo de gasolina y diesel son la principal fuente de estas emisiones. Este artículo analiza empíricamente la demanda de gasolinas del sector automotor en México durante el periodo 1960-2008. Las estimaciones de las elasticidades de largo y corto plazos del precio e ingreso fueron: -0.285, -0.041, 1.004 y 0.721, lo que implica que la demanda de gasolinas es sensible a la trayectoria del ingreso e inelástica a los precios. Por tanto, un crecimiento económico continuo, sin una adecuada política de precios, generará un aumento en el consumo de gasolinas. Esta situación puede ser más grave al considerar los efectos del cambio climático suponiendo una demanda relativamente constante. Bajo estas circunstancias es necesario implantar diversas políticas públicas simultáneamente para frenar las consecuencias del consumo de gasolinas sobre el cambio climático. The transportation sector is one of the most polluting sectors in Mexico, generating around 17% of total CO2 emissions. Moreover, the consumption of gasoline and diesel are the main source of these emissions. This document empirically analyses the fuel demand in the transportation sector of Mexico over the period 1960-2008. The results show that the long -and short- run price and income elasticities in fuel consumption are: -0.285, -0.041, 1.004 and 0.721. This implies that fuel demand is sensitive to the trajectory of income and is inelastic to prices. Therefore, a continuous economic growth without a suitable price policy will generate an increase in gasoline consumption. This situation could be worst if we take into consideration the effects on climate change. Under these circumstances it is necessary to implement simultaneously a variety of public policies to control the impact of fuel consumption on climate change. Document type: Article

Abstract

Over the years, the evolution of the air transport sector has determined important changes in the tourism industry. One of the consequences of the liberalization of air transport has been the development of the “hub-and-spoke” system, used by traditional airlines in order to be more efficient in a highly competitive environment. As air traffic significantly developed worldwide, “hubs” became highly connected places concentrating an increasing number of transit passengers. At the same time, the liberalization of the airline industry has stimulated both airline and airport competition, therefore, vertical partnerships have become an interesting option for airlines, as well as airports. Moreover, considering that transiting traffic represents a potential tourism market, tourism organizations have also started to get involved in the process. “Stopover tourism” is a new type of tourism based on the partnership between airlines, airports and tourism organizations, with the purpose to turn transiting passengers into stayover tourists. This paper focuses on building a better understanding of how “stopover tourism” type programs can enhance tourism development, identifying the characteristics of this form of tourism and the measures that need to be taken by the authorities in order to encourage its development and investigates the possibility of implementing it in Romania. In order to achieve these objectives, the research was conducted using analysis of secondary data included in several scientific journals and publication, as well as primary data collection, through qualitative research, having as interviewees, experts from the airline industry and from tourism organizations in Romania. Document type: Article

Abstract

Resumo: Este artigo estima as perdas econômicas associadas a problemas de mobilidade urbana no Brasil por meio do cálculo da produção média desperdiçada em função do tempo de deslocamento ao trabalho, usando dados do Censo Demográfico de 2010. Os resultados são apresentados em valores absolutos e relativos (% do PIB) para estados, regiões metropolitanas (RMs) e municípios do Brasil, com ênfase na diferença de tempo gasto nas RMs e municípios do interior de cada estado. Os valores encontrados foram significativos, e a perda total estimada é de 1,8% do PIB. Caso o tempo de deslocamento nas RMs fosse igual ao dos municípios do interior, haveria uma redução de 27,6% (R$26,7 bilhões) das perdas totais, indicando que melhorias na mobilidade urbana podem trazer grandes retornos sociais. Abstract: This article estimates economic losses associated with urban mobility problems in Brazil by calculating the average production loss due to commuting time to work, using data from the 2010 Demographic Census. The results are presented in absolute and relative values (% of GDP) for States, Metropolitan Regions (RMs) and municipalities in Brazil, with emphasis on the difference in time spent in RMs and municipalities and the interior of each state. The results were significant, and the total estimated loss is 1.8% of GDP. If the commuting time in the RMs were equal to those of municipalities in the interior, there would be a reduction of 27.6% (R$ 26.7 billion) of total losses, suggesting that improvements in urban mobility can bring great social returns. Document type: Article

Abstract

La "capacidad de absorción" es una capacidad dinámica reconocida por desarrollar habilidades de aprendizaje y explotación del conocimiento externo. Esta investigación propuso un Indicador de Capacidad de Absorción para Colombia denominado (ICAC-Col), utilizando los datos de la Encuesta de Desarrollo e Innovación Tecnológica realizada en Colombia, EDITS III para el sector servicios. Los resultados arrojan un nivel insuficiente de capacidad de absorción del conocimiento en el sector servicios, resaltando los sectores de transporte aéreo y servicios de gestión ambiental por poseer mayores capacidades para administrar el conocimiento, reflejando la necesidad de políticas públicas que impulsen actividades de gestión del conocimiento. "Absorption capacity" is a recognized dynamic capability because it develops learning skills and external knowledge exploitation. This research proposed an Absorption Capacity Indicator for Colombia called (ICAC-Col), using data from the Technological Innovation and development survey made in Colombia, EDITS III for services sector. The results show an insufficient level of knowledge absorption capacity in the services sector, however highlighting air transport sector and environmental management services because these have a greater ability to manage knowledge, reflecting the need for public policies to promote knowledge management activities. A "capacidade de absorção" é uma capacidade dinâmica reconhecida por desenvolver habilidades de aprendizagem e exploração do conhecimento externo. Esta pesquisa propôs um Indicador de Capacidade de absorção para Colômbia denominado (ICAC-CoL), utilizando os dados da enquete de Desenvolvimento e Inovação Tecnológica realizada na Colômbia, EDITs III para o setor serviços. Os resultados apresentam um nível insuficiente de capacidade de absorção do conhecimento em setor serviços, ressaltando os setores de transporte aéreo e serviços de gestão ambiental por possuir maiores capacidades para administrar o conhecimento, refletindo a necessidade de políticas públicas que impulsionem atividades de gestão do conhecimento. Document type: Article

Abstract

The priorities assessment for the planned construction of high-speed rail/HSR in the Czech Republic in terms of impacts on internal and external integration is a though-provoking topic not only from the technical and economic, but also from the social and geographical point of view. Its primary basis is the application of the gravity model, according to which the planned route C Prague-Wien has the most significant potential in passenger transport. Then following routes are A Prague-Berlin, B Prague-München, and D Brno-Katowice. Subsequently, the likely impacts generated by a significant improvement in the quality parameters and hence the competitive position of rail transport were assessed, including the potential for shifting part of the demand from the road and air transport to HSR. Overall, however, it can be stated that the potential impacts of the HSR on the growth of passenger transport in the Czech Republic will not be essential. To perceive the regional impacts of HSR construction, analyses of selected indicators (population density per km"jats:sup"2"/jats:sup", GDP per capita, unemployment rate) by NUTS 3 regions for the period 2007-2017 were also carried out. From the strategic point of view, the research results did not confirm that the planned construction of the HSR primarily stimulates convergence tendencies in regional development as the main priority of EU regional policy. Rather, it seems more likely that the HSR will stimulate the extraction of economic activity from “rural” regions in favour of metropolitan regions. Document type: Article