Abstract

Congestion and traffic-related pollution are typically the largest contributors to air pollution in cities. Rapid urbanization in developing countries has caused large-scale proliferation in motor vehicle use making cities increasingly congested and, subsequently, polluted. There is a growing awareness that the air quality status quo in East African cities is unacceptable. This paper uses the case of Nairobi, Kenya to discuss current traffic pollution challenges and how they may be addressed. The paper begins with an overview of urbanization and pollution effects. It goes on to look at the specific case of Nairobi as it searches for solutions to the negative impacts of pollution through a lens which sees resolution of congestion effects as key to amelioration of traffic-related air pollution. It suggests that a combination of infrastructure, policy, regulatory and softer measures may provide the most effective way to address traffic congestion and, thus, traffic pollution. In addition, the paper highlights the need for further research into the lived experience of negotiating daily life in Nairobi, as well as further exploration of the social, economic and environmental feasibility of potential solutions for the city. While Nairobi is used as the case study city, the lessons learned are generalized for cities in the East African region, which often share similar traits of congestion and traffic related pollution.

Abstract

The particular political, economic and social conditions of the state of Cuba, in the Caribbean, have created unique possibilities for the development of a sustainable transport system in its capital city, Havana. This paper reports on the outcomes of a project to identify the possibilities and priorities for a long-term strategy for equitable and sustainable mobility for Havana. This involved almost 100 participants from Cuba and the UK in the 12 months from June 2013.\\ud \\ud Overall, the study found a high degree of agreement amongst the transport policy community as to the three key transport issues facing Havana:\\ud \\ud high level of unmet demand,\\ud lack of available financing,\\ud poor state of the transport system.\\ud \\ud Perhaps more surprisingly, it also produced a near consensus amongst the participants that any future policy should seek to increase the quality of the public transport system by:\\ud \\ud increasing levels of investment,\\ud securing efficiency savings,\\ud working ‘smarter’.\\ud \\ud However, it also found that this unified view is challenged by a desire for the car market to be deregulated, which would engender a very different policy approach. A strategic choice is needed now, to determine whether Havana follows a North American-style trajectory of rapid growth in car use or a less car-dependent pathway. Document type: Article

Abstract

This study set out to examine the service quality and customer satisfaction delivered by the national airline company in Northern Cyprus, using a SERVQUAL scale. For this purpose, the translated instrument was purified using an item categorization technique and administered to 270 current users of the national airline company at an international university in the region. The results of the confirmatory factor analysis revealed that the predicted five-dimensional structure of SERVQUAL was partially confirmed by the data. SERVPERF scores gave a better prediction of overall satisfaction and showed almost the same reliability and validity as those from which expectations were subtracted. The largest service gaps were identified with the reliability and responsiveness dimensions, and the smallest with the empathy dimension. Reliability and responsiveness dimensions were found by path analysis to be significant determinants of customer satisfaction. Implications of the results are discussed

Abstract

[EN] This article creates and empirically analyzes a dynamic pricing framework. The model includes the main theories on prices in the literature, and dynamically analyzes how companies change their pricing policies according to different circumstances. Through the use of regressions, the article shows the relative long and short-term impact on pricing equations (strategic versus operational matters), and on production conditions versus demand perspectives in the setting of operational prices. In addition, it highlights how the proportions of these pricing perspectives change in the airline sector according to the effect of the environment on the configuration of the strategy (determined by monthly and hourly seasonality), and also according to the nature of this competitive strategy (determined by the characteristics of the company and the destination airport). The results confirm our framework, and show how firms combine the different perspectives in their pricing strategies. We acknowledge financial support from the Valencian Economic Research Institute (IVIE, Valencian Government), and the Universitat Politècnica de València. Narangajavana, Y.; Garrigós Simón, FJ.; Sánchez García, J.; Forgas-Coll, S. (2014). Prices, prices and prices: A study in the airline sector. Tourism Management. 41:28-42. doi:10.1016/j.tourman.2013.08.008 S 28 42 41

Abstract

it is considerably difficult to identify specific changes by using a single numeric parameter, improvements gained by a new urban public transport (UPT) facility or by an operation policy is still a challenge in the decision-making process with respect to transportation planning. Although some indicators such as service quality, capacity usage ratio, service kilometers, passenger kilometers or seat kilometers are used by planners and policy makers, these indicators may not always reflect the total gain of trip makers: to access a facility providing a specific utility. Thus, this study aims to evaluate accessibility measures as performance indicators in the UPT planning process. Three scenarios that consist of timetable regulation, central business district restriction and integration with bus rapid transit are investigated using accessibility perspective in addition to the conventional indicators obtained by using VISUM™ travel demand modeling software. The results show that the first scenario leads to a more effective UPT system in terms of accessibility. Hence, a more distinctive measure is obtained for the decision stage of UPT planning. © 2013 Elsevier Ltd.

Abstract

In this paper we analyse the intermodal connectivity in Europe. The empirical analysis is to our knowledge the first empirical analysis of intermodal connections, and is based on a comprehensive database of intermodal connections in Europe. The paper focuses on rail and barge services, as they are the backbone of intermodal freight transport chains. The empirical analysis reveals that rail and barge are complementary, in the sense that the number of overlapping origin-destination pairs is limited and barge connections are across relatively short distances, while rail generally is used for larger transport distances. In addition the lowest transport distances of rail and barge services are relatively low. Services over short distances are feasible, especially between ports and for mountain crossings. For port-to- hinterland services, various services cover distances below 100 km. This paper provides a first indication (albeit no conclusive evidence) that a higher competition intensity between rail operators in a port may lower the distance of the shortest rail service. The analysis also reveals service frequencies are on average very substantial: around four services per week. These frequencies diminish with the distance of the service. These insights are valuable for companies involved in developing new services and provide a basis for further research.

Abstract

This overview paper examines three areas crucial to understanding why, despite clear scientific evidence for the growing environmental impacts of tourism transport, there is large-scale inertia in structural transitions and a lack of political will to enact meaningful sustainable mobility policies. These include the importance of addressing socio-technical factors, barriers posed by “technology myths” and the need to overcome “transport taboos” in policy-making. The paper seeks pathways to sustainable mobility by bridging the science–policy gap between academic research and researchers, and policy-makers and practitioners. It introduces key papers presented at the Freiburg 2014 workshop, covering the case for researcher engagement using advocacy and participatory approaches, the role of universities in creating their own social mobility policies, the power of social mechanisms encouraging long-haul travel, issues in consumer responsibility development, industry self-regulation and the operation of realpolitik decision-making and implementation inside formal and informal destination-based mobility partnerships. Overall, the paper argues that governments and the tourism and transport industries must take a more cautious approach to the technological optimism that fosters policy inertia, and that policy-makers must take a more open approach to implementing sustainable transport policies. A research agenda for desirable transport futures is suggested.

Abstract

This paper explores the creation and use of a long-term global tourism transport model for private and public sector tourism policy makers. Given that technology is unlikely to reduce tourism transport's impact on climate change sufficiently to avoid serious dangers, behavioural change is necessary. The model presented here helps policy makers and the tourism sector evaluate behavioural change measures. Such tools to assess long-term (up to a century) policy impacts do not currently exist. Projecting behavioural change over such long periods is difficult with contemporary economic modelling. This paper's model is founded in psychological economics theory and mechanisms at work in product diffusion. It describes the tourism system based on identifiable mechanisms and not on statistical relations with only current validity. It delivers global numbers of trips and distances travelled per transport mode as a function of transport cost, travel time, population and income distribution. The model is based on theories including product innovation theory (Bass model) and prospect theory (psychological value). It has been successfully calibrated to tourism development between 1900 and 2005 and tested against future low and high growth economic and demographic scenario combinations. Implications for tourism travel and climate change are discussed.

Abstract

The individual paths followed by road transport operators in adopting and using information and communication technologies (ICT) result in heterogeneous planning practices. This includes working with multiple IT systems, data sources and applications. There is no coordination or standardisation that ensures a straightforward approach to develop and implement cross-sector IT solutions. Different integrative state-of-the-art solutions are sub-optimal, not flexible and relatively expensive to maintain. The proposed methodology starts by investigating the current working practices of a road transport operator. It reports on an own exploration initiative conducted by researchers in logistics and computer science, and brings together their complementary expertise. It identifies firstly the ICT solutions used at an operational level and points out the necessities for further integration, functionalities or application development. Secondly, it develops a theoretical model that assists road transport operators in checking whether using a uniform integration layer and data analytics tools is economically feasible. The model shows the fleet size from which significant costs reductions are made. These costs reductions are enabled by implementing a middleware framework and data analytics algorithm that assists human operators in operational planning.