Does tourism-led growth hypothesis exist in Mauritius? Evidence from disaggregated tourism markets

We use the data of total tourism market and 10 major tourism markets in Mauritius to test the validity of tourism-led growth hypothesis in the country for the period 1980–2011. Using causality techniques, we confirm the hypothesis for the total tourism market. However, tourism-led growth exists in only 6 of the 10 markets. We conclude that not all tourism markets are contributing substantially to Mauritius’ economy.     

Does asset-light strategy contribute to the dynamic efficiency of global airlines?

This study analyses the effect of asset-light strategy on the dynamic efficiency of global airlines from 2008 to 2013. First, a dynamic data envelopment analysis is employed to estimate the dynamic efficiency of global airlines. Second, the degree of asset-lightness is computed by combining the concepts of the DuPont equation and financial ratios. Third, a multivariate analysis is performed to analyze the association between asset-light strategy and dynamic efficiency. The findings show that asset-light strategy significantly enables global airlines to have better corporate performance. Overall, this study suggests that global airlines should efficiently manage and allocate their light resources to sustain challenges in the dynamic global airline industry.     

Top down or bottom up? Issues in the development of sub-national tourism satellite accounts

It is well known that tourism makes extensive use of national identities to help build brand images, and that such use can result in significant negative impacts to peoples and their cultures. Until recent times, the dominant themes for much of Australia’s international tourism advertising campaigns have been based upon male character types, Indigenous culture and landscape. The 2006 ‘Australian Invitation’ campaign which featured a young female model and use of the term ‘bloody hell’ created a media controversy. The research reported in this paper found that the majority of respondents liked and approved of the campaign, but a cluster analysis distinguished a group of approximately one third of the respondents who held negative attitudes towards it.     

What the newcomers to transit-oriented development are confronted with? Evidence from Iranian policy and planning

Today, the American model of Transit-Oriented Development (TOD) has gained widespread adoption around the world. Together with pioneer cities in the U.S., Japan, Singapore, and other European countries, there are newcomers to TOD, mainly from the cities located in the developing countries with rapid urbanization and motorization trends, with the purpose of benefiting from TOD advantages in response to the apparently unsustainable traffic-caused challenges. Opportunities, challenges and prerequisites needed for TOD planning seem to have been unclear so far for such nations. Hence, the present study, aims to fill this gap through examining an analytical framework for TOD planning in the case of Iran. The recent policies on TOD also have been initiated at both national and local levels in this country. Directed content analysis of 11 call interviews with Iranian urban professionals and government officials demonstrated that, as with global experiences, adversary physical characteristics and policy background of Iranian cities tremendously preclude joint transport land-use initiatives so that the nature of urban (transport) policies and planning as well as the resulting urban form are both car-oriented. As such, there is a great deal of fundamental works that should be accomplished by the newcomers. The results showed the extent to which the conditions for TOD newcomers are similar which could provide a common framework to the future customized analysis of the individual challenges and planning prerequisites.     

A streetcar to be desired? The development of a new approach to measure perception of place quality in the context of tram network modernisation

Recent decades have seen a global resurgence in tram network development around the world. Despite a primary basis in transport, tram network development is increasingly framed as a spatial planning mechanism that is prioritised for its potential place-based outcomes. However, there has been limited academic research to investigate impacts of tram network development on community perception of place quality. This study contributes to the literature by presenting the results of 601 completed questionnaires investigating variation in perception of place quality between legacy and modernised tram streetscapes in Melbourne, Australia. Evidence demonstrates that modernised tram streetscapes were perceived to contain an enhanced physical design compared to their legacy counterparts. Additionally, modernised tram streetscapes were rated as higher quality locations overall that were more likely to facilitate a wide range of place-based activities and amenities. Overall findings provide evidence that tram modernisation can be framed as an opportunity for place quality enhancements, and appear to contradict some of the political complications that have played a role in stalling tram streetscape modernisation projects in Melbourne.     

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.     

Decreasing popularity of the car? Changes in driving licence and access to a car among young adults over a 25-year period in Norway

The general impression that car-use has reached a peak or the orientation to have a car has stagnated in several Western countries has been associated with young people being less interested in obtaining a driving licence and getting a car. Examination of public statistics and of data from Norwegian National Travel Surveys indicates that the percentage of young people acquiring a driving licence fell during the 1990s and has been stagnating since the start of the year 2000. Over a 25-year period, we find that young people living outside large cities have a car(s) in the household; they are in paid work and are married/cohabiting. They have a driving licence to a much greater degree than those who live in cities and have good access to public transport; they are students and not married/cohabiting. In the same 25-year period we have seen a higher percentage of young people living in the larger cities, spending longer on education and delaying establishing a family. Our cohort analyses indicate that young cohorts/generations defer from obtaining a driving licence. At age 30 years the proportion of licence holders has been around 90%, but analysis of young cohorts from 2001 to 2009 shows that this figure is declining.