Bussing between hegemonies: the dominant ‘frame’ in Oxford's transport policies

In 1972, a revolution in local transport policy in Oxford resulted in the dominant doctrine of the previous 30 years—providing for car use—being replaced by an alternative policy ‘frame’ focussed around the promotion of bus use. Although subsequently challenged in the 1970s and 1980s, the pro-bus policy community remained sufficiently strong to implement a further level of bus-oriented policy in the 1990s. Bus use in Oxford has returned to levels not observed since the 1960s, against a trend of decline nationally. The present paper examines how the policy problems came to be framed around the bus and how the frame evolved to accommodate changes in the funding and regulation of public transport. The extent to which the Oxford experience informs future policy-making towards demand management in urban areas is considered and the explanatory value of the concept of framing is revisited.     

‘Devolution’ of transport powers to Local Government: Impacts of the 2004 Traffic Management Act in England

The concept of ‘Devolution’—the transfer of powers away from the Central Government to more local bodies of Government, has been used across many different areas of policy and by many different national governments. This paper examines the devolution of transport powers to the existing Local Traffic Authorities in England via the 2004 Traffic Management Act. The paper first presents a summary of how several different nations have undertaken this process of devolving transport powers and responsibilities to either new or existing bodies. It then presents research from an electronic survey concerning how English Local Traffic Aut`horities are choosing to use some of the new powers available to them and their opinion on complementary areas of transport policy. Research is also presented from structured telephone interviews, concerning how individual Local Authorities perceive the efficacy and equity of the new legislation. Overall, the results show that only some of these new powers are likely to be used by English Local Authorities, with limited variation in how different types of LTA are choosing to implement these new powers. The structured telephone interviews provided some evidence that rural Authorities in particular are more dissatisfied with the legislation and consider some of the measures unhelpful. The results provide some insights on the formulation of devolved policy applicable to existing Local Government bodies and the varying benefits that can be perceived to apply to different types of Local Authority. Conclusions are drawn on some of the practical difficulties arising from the English experience, and lessons of relevance are drawn for other nations considering a similar devolution of transport powers.     

Liberalization of China–US air transport market: Assessing the impacts of the 2004 and 2007 protocols

This paper examines China's considerations in reaching the 2004 and 2007 Air Service Agreement Protocols with the United States (US) and the impacts of such policy on the China–US market from the perspective of China. Analysis shows that the 2004 and 2007 protocols have profound impacts on the China–US market. The two protocols have been associated with phenomenal traffic growth and intensified competition. Passengers also benefit from much more choice in terms of both airlines and routing. Over time, Chinese carriers' operating performance and financial performance have gradually improved after the liberalization expressed in the protocols. However, the industry's hub-building initiatives are still seriously challenged by competing hubs in Seoul and Tokyo which have diverted substantial number of passengers moving between the China and US markets. Such issues have to be addressed in order to create a win–win outcome for both countries.     

Evaluating and implementing transport measures in a wider policy context: the ‘Civilising Cities’ initiative

In the UK, local authority transport departments are being encouraged to implement transport schemes that can contribute cost-effectively to achieving a wide range of corporate policy objectives. The ‘Civilising Cities’ initiative, funded by the UK's RAC Foundation and the Department for Transport, seeks to identify—through a set of Pilot Projects—how packages of transport measures (usually in partnership with initiatives from other agencies) can contribute to improving local quality of life. One key feature of the project has been the development of a comprehensive Indicator Framework for cross-sector evaluation, that has defined a set of indicators covering nine areas of quality of life: neighbourhood, environment, transport, health, education, local economy, crime, participation and lifestyle. The paper outlines the philosophy behind the project, the range of policy instruments being examined and describes the Indicator Framework and its application.     

Integrating transport into ‘joined-up’ policy appraisal

In 1998 the UK Government published the first Transport White Paper for over 20 years, A New Deal for Transport; Better for Everyone. The document emphasised the need for joined-up policy thinking and for co-ordinated action across different areas of government, a theme that has been taken up in many subsequent policy documents issued by central government. The paper explores the extent to which ‘joined-up thinking’ is evident in practice, both in the ways in which transport measures are appraised (e.g. do they fully take into account non-transport impacts?), and in appraisals in other policy areas with significant transport impacts.It does so by examining appraisal frameworks in different sectors, and identifies a number of current weaknesses. It then builds on these examples to propose ways in which an integrated policy appraisal framework could be developed. This would aim to identify not only the comparative cost-effectiveness of different transport measures in fulfilling policy objectives, but also the relative contribution that different areas of government could make—including transport—to the delivery of over-arching policy objectives, such as sustainable development, social exclusion and regeneration.     

An economic–geographic assessment of the potential for a new air transport hub in post-Gaddafi Libya

Post-war Libya is faced with the challenge of adopting an air transport strategy for the future. One issue is how to address projects inaugurated under the Gaddafi government, such as the terminal extension at Tripoli International Airport. Additionally, the state-owned Afriqiyah Airlines had been establishing a niche hub in Tripoli before the 2011 war, but this development has subsequently been stalled.Against this background, we analyse the prospects of an air transport hub operation in Libya, focusing on traffic between Africa and Europe, from a bird’s-eye economic–geographic view. First, a literature review is undertaken to identify general success factors for air transport hubs. Second, a weighted average distance penalty (WADP) indicator is developed and applied to Tripoli as a potential hub location. This indicator considers all 4755 O&Ds between Europe and Africa with more than 100 passengers in 2012. For sensitivity reasons, alternative WADPs are estimated for the 3209 traffic flows not including North Africa and for (forecasted) future air traffic demand in 2020. The results for Tripoli International Airport are benchmarked against competing hub locations, such as Algiers, Cairo, and the major European airports. We conclude by discussing the implications of the current and anticipated future security and economic situation in the country.     

‘60-20 emission’—The unequal distribution of greenhouse gas emissions from personal,non-business travel in the UK

Relatively little is known about the composition of greenhouse gas emissions from personal, non-business travel at the disaggregate levels. This paper aims to give insights into the distribution of emissions amongst the UK population. When including non-carbon climate effects air travel dominates overall greenhouse gas emissions. There is a huge range in emissions, with the highest 20% of emitters producing 61% of emissions. This ‘60-20 emission’ rule is surprisingly similar across units and scale of the analysis. Disaggregated data tell a different story than aggregated data. While income, working status, age and car ownership are significantly related to overall emissions, factors related to accessibility, household location and gender are not.     

Why Huddersfield? Media representations of a festival of contemporary music in the ‘unlikeliest’ of places

A festival of contemporary music was established in 1978 in Huddersfield, an industrial town in northern England. The event acquired an international reputation, enjoyed to the present day. Yet the news media continued to report as ‘surprising’ the successful juxtaposition of avant-garde art with an industrial town. An explanation is constructed via an analytic discussion of fashionability, the avant-garde, and the nature of continuing news. This discussion is further set within the context of the generic urban transition from the industrial to the post-industrial, and the movement known as cultural regeneration. The work of Simmel, Nietzsche, and Bourdieu are deployed in these analyses. The concluding argument is that the news media are relating, simultaneously, three stories: that of the success of a festival; that of the cultural regeneration of urban centres seeking a role in a new economy; and a generic rags-to-riches narrative. The news reporting of the Huddersfield Contemporary Music Festival is thus a multiple metaphor for a continuing cultural change.     

Assessing the impact of co-branding of island destination and tourism activities on tourists’ reactions

The aim of this study is to examine the status and images of certain islands based on specific tourism activities. A total of 385 valid samples were obtained from tourists at the islands' main transportation facilities. The results are as follows: (1) different island destinations are promoted differently, which significantly affects the perceptions of tourists. (2) Tourists' familiarity with various tourism activities and the rate of participation in these activities vary significantly between the islands; in addition, tourists display greater familiarity with beach/water activities and participate in these activities in higher proportions. (3) Greater consistency in the matching of island destinations with tourism activities helps produce a co-branding effect, which positively affects tourists' perception of these destinations. From a co-branding perspective, this study demonstrates that the empirical market positioning of island destinations must be consistent with the tourism activities that are possible to produce an optimal experience for the tourists. This comparison of different islands explains why the development of island tourism on such locations should involve the provision of information on rankings and tourism activities.     

Implications for CARICOM member states in the search for a ‘liberally controlled’ air transport market: The case of regional tourism to Barbados

This study presents an analysis of the state of aviation liberalisation in CARICOM (Caribbean Community) and its implications for regional tourism to Barbados as a member state in CARICOM. The evidence shows that improvements to the regulatory aviation environment in CARICOM would aid improvements in intra-regional tourism. Given the benefits that have been obtained globally, previous studies have been deductive and analysed the benefits of a less restrictive aviation environment in the region. However, the inductive approach of this study reveals that before there can be a successful attempt at any such liberalism in CARICOM, there are pre-existing constraining factors which must be addressed since they will hinder the effectiveness of any such policy. The study therefore proposes that the effectiveness of the existing regional multilateral agreement is hindered by political interference, not only in the overall context of aviation bureaucracy, but also in the business operations of the regional carriers.     

Where does flygskam come from? The role of citizens’ lack of knowledge of the environmental impact of air transport in explaining the development of flight shame

A growing number of citizens are concerned about the environmental impact of air transport, and aviation has become synonymous with high carbon emissions and global warming, which has led to the development of flygskam (or flight shame) in Europe. While its impact on air traffic remains unclear, flight shame has forced the airline industry to react and better understand its origin. In this research, building on the growing literature on industry and organizational stigma, we assume that flight shame can be partly explained by a distorted public perception of the environmental impact of air transport. Accordingly, we investigate the level of knowledge of the environmental footprint of air transport. Based on a sample of 1018 French respondents, we reveal that more than 90% of respondents overestimate the share of air transport in global carbon emissions. We also show that 98% of the respondents underestimate the reduction in carbon emissions per passenger. Finally, we investigate the awareness of the measures taken by the industry to curb its carbon emissions and highlight, for instance, that 70% of respondents overestimate the fuel consumption of the newest generations of aircraft. Based on these results, we draw lessons for airlines and for the air transport industry to help cope with flight shame in Europe.     

Simple living and tourism in times of ‘austerity’

The sharp increase in domestic tourism in the UK in 2009 and 2010 has prompted speculations about an embryonic quest for ‘simpler pleasures’ and greener, less exotic holidays. Absent from these debates is a more thorough reflection about the complex ways through which people negotiate everyday senses of normalcy, simplicity and excess in consumption and travelling. This is important to understand the political, economic, cultural and technological contexts that may facilitate a shift towards simpler, sustainable lifestyles. The paper presents results of fieldwork looking at ways in which tourists negotiate what is normal and excessive in holidaymaking. Data suggest that tourism is a highly valued symbolic aspect of modern life which few people are ready to sacrifice on environmental grounds and which is inextricably entangled with contested notions of accessibility, citizenship, equality and fairness.     

Evaluating transport user benefits and social surplus in a transport market—The case of the Norwegian ferries

The article first infers how consumer surplus in a market is linked to revenue under different assumptions about fare elasticity and when using different types of demand functions. This information is added to producer surplus in order to derive social surplus. The method, thus, produces a simple approach for authorities to assess social surplus in a market and its benefits to the users. A modified exponential demand function is applied to calculate consumer surplus and social surplus for 97 ferry services in Norway regulated by the state. The calculations are based on empirical data concerning ferry fare, revenue data at service level and reasonable assumptions about fare point elasticity for services covering different distances.In 2007, these services generated welfare for the users (consumer surplus) and the society (social surplus) amounting to about 5.8 billion NOK and 4.3 billion NOK, respectively. Consumer surplus and social surplus varied considerably amongst the services. Only 3 of the 97 services operate with positive profits and, hence, without subsidies. About 21 of the services contribute negatively to social surplus. Many of these unprofitable services are the only transport alternatives in rural areas and could be argued to continue operation according to politically decided regional measures. Implicitly, maintaining all these 21 services means that the welfare for the people in these areas is valued as up to four times greater than the welfare of the people in the rest of society.     

Knowledge dynamics in setting sustainable standards in tourism – the case of ‘Fair Trade in Tourism South Africa’

The development of standards and certification programmes in global tourism has gained importance in the production-consumption-nexus. This paper deals with the ‘Fair Trade in Tourism South Africa’ standard, one of the first innovative service standards with a focus on the social dimension of sustainability. Until now, there has been little detailed exploration in the evolutionary trajectories of sustainable tourism standards from a knowledge-based perspective. This paper contributes to a deeper understanding of standard creation in global–local interaction processes over time and its impacts on the micro level of firms. Conceptually, it builds on two scientific debates: the neo-institutional approaches in organisational theory focusing on institution building and the research on innovation and knowledge dynamics. Empirically, it is based on 32 interviews conducted with different actor groups.     

Assessing equity in transport accessibility to work and study: The Bogotá region

This research was aimed at exploring levels of equity in accessibility to employment and education in the city-region of Bogotá, Colombia's capital city. Building on consolidated methodologies for the assessment of potential accessibility, we estimate accessibility indicators at the zone level, evaluate how potential accessibility varies among income groups, and present evidence related to transport mode, in order to analyze social and spatial inequalities produced by the distribution of accessibility to employment and education activities. The research incorporates a method to evaluate how accessibility varies among zones according to average income and mode of transport in order to produce evidence-based arguments that can inform transport policy in the city-region of Bogotá, and other similar contexts in the Global South. Our results show strong distributional effects of the socio-spatial and economic structure of the city-region, its transport infrastructure and services, and the effect of current transport and land-use policies for citizens of different income groups. The tools and empirical evidence in this research seek to contribute to informed policy development in Latin America and other developing contexts, and feeding current debates on the role of accessibility in addressing social and spatial inequalities stemming from urban mobility.     

Influence of the ‘slow city’ brand association on the behavioural intention of potential tourists

This study sees the ‘slow city’ idea as a brand, and used an empirical method to examine the influence of its brand association types on the behavioural intentions of potential tourists. The measurement of brand association types was limited to the following 13 variables: slow food, traditional culture, authentic local food, happiness, healthy, organic, peaceful, quality of life, beautiful scenery, comfortable, affectionate, compassion and well-being, elicited from a pre-test. The findings from 485 potential tourists in the 2 largest cities in South Korea show that eliciting positive feelings and brand associations are strong marketing strategies that increase the chance of tourist visits, and therefore could influence the choice of a destination and the chance for revisits in the future. The results of this study contribute to a better understanding of the marketing influence of the slow city brand on the behavioural intentions of potential tourists.