Impacts on accessibility of China’s present and future HSR network

Although the construction of China’s high-speed rail (HSR) network only started in 2003, the network is already the largest in the world. This paper analyses the impact of the evolving HSR network on the accessibility by HSR and conventional ground transport of 333 prefecture-level cities and 4 municipalities. This paper employs three indicators of accessibility, and analyses three Scenarios. It shows that the HSR network will bring about substantial improvement in accessibility, and lead to national time–space convergence, but will also increase the inequality of nodal accessibility between eastern, central, and western regions, between cities with different sizes of population (excluding the case of the daily accessibility indicator) and between cities that differ in the shortest distance to HSR stations. The HSR network enlarges internal disparities in each of the regions and the five types of cities. The internal inequality of nodal accessibility in all three Scenarios generally increases from the eastern region via the central region to the western region, as well as from very large cities to small cities, varying inversely with the level of economic development and population size. Spatially, accessibility increases generally conform to the distance decay rule but with minor fluctuations. The 50 cities with the largest increases in accessibility are mostly located 50 km or less away from HSR stations and have populations of over 3 million, with the smaller ones located along HSR lines or around large cities such as Beijing, Shanghai, and Guangzhou. As time progresses, the planned HSR network will result in more balanced development, but regional disparities in accessibility will still be greater than before the construction of the HSR.     

The international competitiveness of China’s shipbuilding industry

This paper introduces profit rate as a more relevant measure of international shipbuilding competitiveness. We also develop a model to identify competitiveness factors and their relative importance. Our findings suggest that Chinese competitiveness derives from shipbuilding costs, whereas contract price deviations are the driver for Japan and South Korea. We argue that China became more competitive in building of bulk carriers and tankers than Japan and to a lesser extent than South Korea after year 2000 and that a market trough would further strengthen China’s competitiveness. Our results have broad implications for monitoring industrial performance and formulating competitive strategies for shipyards.     

China’s first Tourism Law: representations of stakeholders’ responses

The application of tourism laws to advance the well-being of stakeholders is of broad interest to many countries attempting to shape the rapid rise of the sector. In China, the first Tourism Law came into effect on 1 October 2013. The 112-article law includes various measures to address issues such as unfair competition. Adopting a social representations framework, this study investigates the perceived impacts of China’s new Law from the perspectives of eight groups of stakeholders. Data were collected from 152 articles published in the Chinese National Knowledge Infrastructure. This material was used to access the commentaries and social representations of the impacts of the Law. A consistent array of positive and negative comments was uncovered using content analysis, justifying a view that a hegemonic representation exists across the groups. Additionally, and somewhat unexpectedly, it was discovered that the new Law is also a catalyst for further conflicts requiring additional management. Pursuing a social representations framework as a way of integrating stakeholder views was seen to be valuable for future studies in China and elsewhere.     

Evolution of air transport network of China 1930–2012

This paper analyzes the evolution process of the air transport network of China (ATNC) since 1930. Based on the network analysis results, the ATNC has significantly improved in connectivity based on (1) rising alpha, beta and gamma indices, (2) declining diameter and centre index and (3) decreasing average path length and increasing clustering coefficient. The network centralization index reveals a fluctuation phase before 1952, a pre-1980 centralization phase before the economic reform era, a centralization phase after the mid-1990s deregulation, and a decentralization phase between. The k-core decomposition method helps identify the evolution of core network and hierarchy of the ATNC over time. The spatial development model characterizes its structure change in six stages: (1) scattered development, (2) trunk line connection, (3) circular linkage, (4) hub formation, (5) a complex network structure, and (6) emerging multi-airport systems.     

The role of turboprops in China’s growing aviation system

The Chinese aviation system is in a period of rapid growth, with significant growth in second tier and emerging cities. Lower density cities could be well served by regional aircraft, either regional jets or turboprops, which offer different qualities and a different future for Chinese aviation. Turboprops offer a high level of fuel efficiency compared with regional jets which may improve the cost economics for carriers and reduce the air quality and climate impacts of a growing aviation system in a region where air quality and greenhouse gas emissions are a serious concern. However, regional jets are known for their superior quality of service and faster travel speeds. We begin with a spatial analysis of existing Chinese short-haul aviation networks and find that turboprops are deployed in limited number and are dispersed throughout the country. Their limited use, however, is not because of their cost economics. For the existing regional jet network we estimate the trade space of fuel and time for the replacement of regional jets with turboprops and find that all regional jet routes in China would generate savings if replaced with turboprops. We next establish future short-haul aviation routes between new and emerging airports and estimate the likelihood that a turboprop will be used. The finding that the most viable turboprop markets are spatially dispersed through the country validates considering turboprop investment at the state-level as a component of the established Chinese aviation sustainability initiative.     

Does high-speed rail accessibility influence residential property prices? Hedonic estimates from southern Taiwan

A new high-speed railway line (HSR) connects seven metropolitan areas in Taiwan. From Tainan, it is possible to reach Kaohsiung, Chiayi and Taichung in less than one hour, implying an enlarged spatial range of feasible commuting opportunities. The implicit price of HSR accessibility is estimated using hedonic price functions for the residential property market. The results of pre-specified and Box-Cox hedonic price functions are compared. The estimated functions show that HSR accessibility has at most a minor effect on house prices. High ticket prices and entrenched residential location patterns prevent otherwise feasible daily commuting opportunities between Tainan and other cities.     

How inter-city high-speed rail influences tourism arrivals: evidence from social media check-in data

This paper attempts to investigate the impacts of inter-city high-speed rail (HSR) on tourism arrivals by employing a novel data of check-ins generated from social media. This type of check-in data collected in a case study (Hangzhou, China) reveals its high correlation with tourism activities and is feasible to act as a proxy of real tourism arrivals. A nonlinear regression model is developed to discover the temporal redistribution of tourism arrivals caused by HSR on weekends and holidays. Results show that Nanjing–Hangzhou HSR can significantly raise the number of visitors from Nanjing with a growth of 29.44% on Saturdays and 41.72% on Sundays. Further analysis on hourly distribution of these check-ins on weekends detects early arrival on Friday nights and longer stay on Sunday afternoons after HSR operates. Moreover, negative effect of seasonal climate change on tourism is also alleviated by HSR. This paper verifies the effectiveness of social media check-in data in tourism research and proposes practicable methodologies to quantitatively analyse this type of data.     

The privatisation of Australia’s airports

When the Federal Airports Corporation (FAC) was formed in 1988, administration of Australia’s major airports passed from a Government department to a corporatised entity. The FAC improved the performance of the airports sector and it broadened the revenue base through commercial and property development. By 1994, however, policy thinking shifted in favour of privatisation. So far, the Government has sold 17 of the FAC’s 22 airports and it has received US$2.6 billion (1998/99 values). Four of the remaining airports are in the Sydney region where there are on-going debates about an appropriate site for a second major airport.The paper describes the sales processes and presents details about the new owners, the commitments they have entered into, and the regulatory system that has been established for the post-privatisation era. Price-capping arrangements have been put into place for the major airports, but Australia also introduced legislation to ensure there is competitive access to essential infrastructure. It is too early to assess the performance of the new owners and to see how the interaction between access regulation and price capping is managed, but this paper documents the pre-privatisation situation to assist future researchers.     

Market segmentation for a leverage revitalization of China’s inbound tourism: the case of US leisure tourists

China’s inbound tourism currently faces a tough choice between a niche strategy and a wide-range tourist attraction. The derivative concept of ‘leverageable market’ provides a reasonable method to solve the problem. This study, thus, attempts to conduct market segmentation for identifying a core crowd in the leisure tourism market of US near-venturers that leverages revitalization. A mixed segmentation method was adopted that combined ‘a posterior approach’ with ‘a priori approach’ in an overall multi-stage framework. ‘Venturesomeness’ in Plog’s psychographic model was the first principle segmentation variable used, which is intrinsically pertinent to the connotation of a leverageable market. ‘Activity participation’ was added to further partition the near-venturers identified, yielding refined management strategies. The data first indicated an obvious shift of China’s psychographic destination position from ‘near-venturer’ to ‘mid-centric’. Cluster analysis further identified four activity-based near-venturer segments: outdoor stimulus experiencers, recreation and amusement seekers, culture searchers, and extensive interest holders. Significant socio-demographic and trip-related features were found among the clusters. The corresponding managerial and theoretical implications, limitations, and agendas for further related research were finally discussed.     

Out of Prague: a week-long intermodal shift from air to rail transport after Iceland’s Eyjafjallajökull erupted in 2010

In April 2010, the eruption of Eyjafjallajökull considerably disrupted air travel across Europe. The grounding of air transport forced passengers to cancel journeys or find alternative means of transport. We analyse short-term intermodal shifts as a reaction to sudden changes in air transport availability. The question addressed is whether, and in what capacity, air passengers used railways when Prague International Airport was closed. To compare the degree of intermodal shift in Prague for particular European destinations during the closure, we calculated an InterModal Shift Index. We concluded that approximately 20% of passengers travelling to neighbouring countries and 6% of passengers travelling to more distant European destinations chose rail as an alternative. Following the airport closure, travellers were willing to choose rail transport as an alternative, but this willingness varies for different countries and areas.     

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.     

An empirical investigation of the seaport’s economic impact: Evidence from major ports in China

In this study, we investigate the impact of the seaport on host city’s economic development. Based on data from 41 major port cities in China over the period 2003–2010, our econometric analysis shows that port cargo throughput has a positive effect on the economic growth of the host city. In addition, the competing ports in the neighborhood have an even larger positive association with the local port city. Through examining some of the most dynamic ports in the world, this study provides a renewed understanding of the economic importance of seaports.     

Analyzing the spatial–temporal evolution of a gateway’s hinterland: A case study of Shanghai,China

This paper analyzes the spatial–temporal evolution of the attractiveness of a country’s gateway for its international trade, using Shanghai as an example. The attractiveness is regressed on the transportation facilities and geographical conditions. Seaport development is found to have a major positive impact, followed by inland waterway, highway, and airport development. These positive impacts decrease with the need for highway haulage and with the distance from Shanghai—showing an inverse U-shape distribution. Rail appears to have a U-shape distribution, implying a low application of multimodal transportation. A geographical pattern for the impacts of different transportation modes is delineated.     

Optimizing transit maintenance and rehabilitation to support human development and sustainability: A case study of Costa Rica’s railroad network

Public transportation plays a critical role in improving human development and consequently the 17 Sustainable Development Goals (SDGs) set by United Nations. Convenient and efficient transit enable inhabitants to reach labor markets, access social support facilities as well as health and education services. This study develops a decision-making support framework for transit agencies to select optimum maintenance, rehabilitation, and upgrade alternatives to accomplish good levels of service and improve human development and sustainability indexes. A case study of Costa Rica’s great metropolitan area is used to illustrate the study with various budget scenarios. The results show that the proposed system can accomplish significant improvements on both level of service and human development. It is also confirmed that the explicit consideration of human development and sustainability made a significant difference as compared to the classical approach, which only considers the level of service (LOS). The proposed model could be used by other public transit systems.     

The privatization of Korea’s Incheon International Airport

This study looks at the possible effects of the planned privatization of Incheon International Airport, Korea. To accomplish this, it uses a Delphi analysis involving nearly 50 experts to assess six possible scenarios that, for example, look at airport strategy and planning, financial, operations and approach facilities, and fees.     

How does the propensity of living near rail transit moderate the influence of rail transit on transit trip frequency in Xi'an?

Many cities have made massive investments on rail systems to substitute transit for driving. Some studies have considered the confounding effect of attitudes in the connections between rail transit and travel behavior. However, they often focused on the average effect of rail transit and assumed that individuals' responses to transit improvements do not vary by their tastes. Using the 2014 data from Xi'an in China, this study explores the interaction effect between metro transit (heavy rail) and the propensity (i.e., predicted probability) of living in neighborhoods with metro transit on transit use. The propensity is positively associated with commute by metro transit and bus. Further, individuals with a strong propensity use transit equivalently no matter whether they live near metro transit, but metro transit tends to promote transit commute for those with a weak propensity of living near metro transit. Overall, building a rail line helps enhance transit ridership. Planners should also consider the variation in responses by individuals with different tastes when using policies to shape urban travel.     

Environmental benefits of air–rail intermodality: The example of Madrid Barajas

The environmental impact of transport is a growing issue in transport infrastructure planning. The construction of a high-speed rail station at the Madrid Barajas Airport in Spain is an example of the integration of different transportation modes, with expected environmental benefits. We construct a model to assess modal choice and environmental benefits. The results show that with high-speed rail the number of people choosing air travel and the private car is reduced leading to important environmental benefits: a reduction of close to 5 kg of CO₂ per passenger, or 10% of all emissions on the corridor. Our results also show that increasing the cost of using the private car is picked up by air transport rather than high-speed rail, leading to an increase in total emissions.     

Towards an understanding of a child’s cruise experience

The current studies on cruise tourism lack an exploration of children’s cruise experience. The aim of this article is to obtain a deeper understanding of children’s cruise experience in the following phases: the pre-cruise decision and planning phase; the on-board engagement phase; and the reinterpretation and evaluation phase. Following an inductive qualitative approach, three sets of interviews (one for each phase) were conducted with 12 children (aged 4–14 years). The findings revealed that children play a very important role in choosing the cruise company and that while on board children want to have a certain level of autonomy so that they can co-create their own memorable cruise experience. This study contributes to the overall theory of children’s tourism experience. The managerial implications for cruise companies are outlined.