E-shoppers and multimodal accessibility to in-store retail: An analysis of spatial and social effects

Amidst the growing interest in enhancing the academic understanding of the relationships between e-shopping and transport, a key element remains underexplored – the impact of e-shopping on spatial accessibility to in-store retail. The paper studies variations in multimodal accessibility to in-store retail between e-shopper groups and the associated spatial effects. The research is based on a face-to-face questionnaire, administered in the city of Alcalá de Henares (Madrid Metropolitan Area, Spain), which provides data on socio-economic characteristics, e-shopping habits, and travel time preferences to reach in-store retail. Clustering techniques serve to identify three e-shopper groups: occasional e-shoppers with a car, infrequent e-shoppers with a car, and frequent e-shoppers without a car. A comparison of e-shopper distance-decay functions to reach in-store retail is made, revealing significant differences between the three e-shopper groups for car and public transport for any time interval. However, for walking such differences are limited to time intervals between 10 and 40 min. Distance-decay functions are processed through a gravity-based model, identifying five categories of multimodal accessibility places that provide information on how in-store retail locations may be affected by e-shopping habits. The paper closes with concluding remarks on policy-making and a few pathways for future research.     

A new model to assist in planning for sustainable cultural heritage tourism

A natural link exists between tourism and cultural heritage management, yet little discourse and debate occurs between them on the sustainability of heritage tourism. What also is missing is a process whereby elements of both areas can be included in the identification and actualisation of the tourism potential of cultural heritage places. This paper presents a new model that is in the process of development, but which has the potential to assist in planning for sustainable cultural heritage tourism. Future testing of the model is likely to make a significant contribution to the advancement of both disciplines and also should help break down barriers between the two. The model is a matrix into which heritage places can be classified as falling into nine general areas of suitability for tourism in terms of their market appeal and ability to withstand the impacts of visitation likely to be associated with that appeal. Copyright © 2001 John Wiley & Sons, Ltd.     

Satellite terminals: a local solution to hub congestion?

Transport hubs are important generators of freight traffic both between and within metropolitan areas. The concentration of traffic places pressure on the terminals to expand their sites to cope with the business. At the same time the spatial spread of flows is becoming more extensive, impacting ever more severely on local communities. This paper explores some of the questions involving the need for terminals to continue expanding sites that are often in zones of intense environmental and land use conflict. It goes on to consider an alternative comprising satellite facilities, with the consequential dispersal of some transfer functions to sites that may be some distance from the main hubs themselves.     

A method for assessing highway qualities to integrate values in highway planning

Highway infrastructure planning is most often oriented toward assessing and maintaining physical inventories but it is often the lack of social knowledge about how people perceive, value and use a transportation system that generates the greatest user conflict and mistrust of public agency behavior. Using results from a 2001 statewide survey of Alaska residents, this paper presents a methodology for examining highway systems as a collection of intrinsic highway qualities and special places that provide a spectrum of highway experience opportunities. The concept of a highway experience opportunity spectrum is described and a number of potential dimensions for creating experience opportunity classes are suggested. With knowledge of spatial locations of intrinsic highway qualities, transportation planners can make informed choices to maintain or alter the set of highway experience opportunities associated with a highway system.     

Designing optimal urban transport strategies: The role of individual policy instruments and the impact of financial constraints

This paper presents a methodology for the design of optimal transport strategies and the case study results of the methodology for the City of Edinburgh, using the two multi-modal transport/land-use models MARS and TPM. First, a range of policy instruments are optimised in turn and their relative impacts explored. Second, optimisations with and without financial constraints are performed and compared. Although both models produce similar optimal policies, the relative contribution of the instruments differs between models as does the impact on outcome indicators. It is also shown that by careful design it is possible to identify a strategy which costs no more than the do-minimum but which can generate substantial additional benefits. The optimisation methodology is found to be robust, and is able to be used with different transport models, and with and without financial constraints.     

Cities and flows: re-asserting a relationship as fundamental as it is delicate

This paper emphasizes the relationship between cities and (transport) flows and critically explores the question of how this relationship has changed over time. It ties in with the legacy of Brian Hoyle’s work on port cities and discusses the general mechanisms and trajectories of urban development in the context of transport networks, particularly the tension between the concentration and dispersal of flows and their impact on places. Thus, the relationship between places and flows is considered both fundamental and delicate: that is, it is not only immanent to both, it also causes tensions and conflict. This is discussed in more detail in relation to two distinct cases: ports and airports. In response to related conflicts, the integration of flows in urban areas is pursued as a policy and planning strategy. However, the cases reveal that integration is difficult to achieve, due to complex systems’ dynamics and the individual logic of each sector, where integration is often accompanied by disintegration. Some light is also shed on a constructivist view of the subject matter. Finally, some ramifications for research and planning practices will be presented.     

Monitoring trucks to reveal Belgian geographical structures and dynamics: From GPS traces to spatial interactions

Despite the fact that freight transport has a huge impact on the economy and the environment, Belgian datasets have always been scarce or restricted to very small a-spatial samples. Spatial data collected in Belgium for toll-paying trucks are here examined, and geographical structures and dynamics are extracted from this massive dataset. The originality of this dataset is its exhaustivity and its real-time approach: the location of all the trucks circulating in Belgium is collected every 30 s.The paper first relates to the methodology applied when using and transforming big data generated by On Board Units GNSS (cleaning, transforming and pre-processing). Second, it maps and comments on the movements (traffic) and stops of trucks within the whole country, providing a clear picture of the Belgian situation, useful for regional planners and logistics companies. Finally, the flows of trucks observed between Belgian locations enable the country to be divided into mathematical communities of places that interact the most. Analyses are performed for sub-categories based on the country of registration, underlining the spatial specificities of freight transit in Belgium. This exploratory spatial data analysis enables to reveal not only multi-level spatial structures associated with urban hierarchies and the transport infrastructure, but also firm locations or political organizations and to consider the complexity and interconnectivity of any measure taken for a more sustainable future. With a clear methodological framework to cope with the data pre-processing, this paper opens the way to various potential applications linked with freight transportation in Belgium.     

Job accessibility and the modal mismatch in Detroit

Transportation scholars are challenging traditional formulations of the spatial mismatch hypothesis because previous studies have disregarded the considerable difference between travel modes. This case study of the Detroit metropolitan region uses 2000 census data and a gravity-based model of transportation accessibility to test differences in access to jobs among places and people, and provides support for recent calls for reconceptualizing spatial mismatch. It shows that even though Detroit experiences the greatest distance between African Americans and jobs of any region in the country, most central city neighborhoods offer an advantage in accessibility to jobs compared to most other places in the metropolitan region – as long as a resident has a car. Policies aimed at helping carless people gain access to automobiles may be an effective means of improving the employment outcomes of inner-city residents.     

Cost and revenue synergies in airline mergers – Examining geographical differences

Deregulation, privatization and shifting demand patterns in the airline industry, combined with the emergence of low-cost airlines and rising fuel prices have increased the competitive pressure on legacy airlines. Since alliances do not deliver sufficient benefits to counterbalance these trends, many airlines have engaged in mergers to seek for additional cost and revenue synergies. An extent body of literature investigates the synergy potential in mergers and alliances, but there is no study on how synergies differ among mergers and what potential influence factors cause these differences. This paper aims at explaining differences in synergy estimates and realized synergies in recent airline mergers and places a special focus on geographical influence factors.The research methodology uses a comparative case study comprising six large airline mergers between 2003 and 2012 from Europe, North America and Latin America. After analyzing the cases individually, the pre-merger situation of the merging airlines, the synergy estimates and the realized synergies of the cases were compared.The results show considerable geographical differences in pre-merger cost structures, synergy estimates, and synergy realization. The European mergers present lower synergy estimates but also lower integration costs than mergers in the Americas. Whereas European airlines estimate cost synergies higher than revenue synergies, both North and Latin American airlines expect more revenue synergies than cost synergies from airline mergers. Only one merger showed superior post-merger profitability which indicates that the achieved synergies in the broad majority of the cases are insignificant.     

Museums,exhibits and visitor satisfaction: a study of the Cham Museum,Danang, Vietnam

Museums have several functions as custodians of heritage and culture, disseminators of knowledge about heritage and as places that attract tourists as well as local residents. Arguably all these functions require visitors to be satisfied with the visit experience if museums are to achieve their objectives. This paper reports findings from 411 visitors to the Cham Museum, Danang, Vietnam. It describes the nature of the museum and argues that satisfaction involves the conative, which may be measured by the willingness of visitors to make recommendations to others. However, the study identifies that interpretation and displays are important determinants and simply adjuncts to the generation of satisfaction.     

Improving the design of urban loading zone systems

Despite the ubiquity of loading zones in most commercially dense streets of medium and large cities, there exists no generally acknowledged procedure to establish their number, location and management system. We propose a methodology divided in two steps, where the first one estimates the required number of loading zones on a given street and the second one locates them taking into account the delivery characteristics of the retail establishments they will be serving. The application of the methodology is tested in four streets in the Spanish city of Seville, following a retailer survey to collect all the relevant data. The results provided by the application in terms of number and location of loading zones are simulated together with other scenarios with different numbers of loading zones, and the outcomes are compared with the existing situation. The new methodology results in an improvement in the level of service provided with a similar – or smaller – number of loading zones, but most importantly causes a significant reduction in the distances between loading zone parking spaces and final destinations.     

Measuring relative non-motorized accessibility to retail activities

Accessibility planning is a crucial alternative to mobility planning for reaching sustainable outcomes. Although there is a vast literature on accessibility, less attention is paid to accessibility as a relative concept, i.e., its relationship with the socio-economic characteristic of the population. While accessibility is known to vary by location, it also changes as a consequence of differences in individual willingness to reach destinations by certain transport modes. Using the city of Zaragoza, Spain as a case study, this paper evaluates relative non-motorized accessibility (walking and cycling) to three types of retail activities: daily, weekly, and incidental. First, a clustering process is used to identify four population groups according to their socio-economic characteristics (the young employed; the young unemployed; seniors and adults). Second, distance-decay functions based on time-willingness to reach retail destinations by non-motorized modes are compared between the four clusters of population. Third, relative accessibility maps based on gravity-based models are elaborated, highlighting places that exhibit statistical differences between the population clusters. The results indicate that willingness to reach retail stores on foot by seniors (>65?years old) was significantly different from the rest of groups analyzed, providing additional insights on how relative accessibility measurements can anticipate potential social exclusion risks.     

An approach to imputing destination activities for inclusion in measures of bicycle accessibility

This paper proposes a new method to estimate bicycle accessibility for various trip purposes based on a massive dockless bike-sharing dataset in Shanghai, China. Specifically, a Dirichlet multinomial regression topic model (DMR model) is applied to identify bicycle trajectories' trip purposes, simultaneously considering arrival time and drop-off location. Based on obtained trip purposes, we estimate impedance functions using a negative exponential function. Finally, based on estimated impedance functions, two cases of bicycle accessibility for two different purposes - restaurant and hospital - are presented in Shanghais central area. The results show that almost 90% of bicycle trips are less than 30 min or 5 km. Although the difference between the impedance functions between various trip purposes is not significant, we find that trip purposes of “Work and School” have the highest travel impedance for bicyclists. Cyclists in Shanghai accept longer bicycle travel times for leisure (e.g., shopping) than for commuting (e.g., work or school).     

Identifying public transport gaps using time-dependent accessibility levels

One of the concerns that has aroused much scholarly attention in transport geography lately is the extent to which public transport provision enables the less privileged population segments, especially those without privately owned motorized vehicles, to participate in activities that are deemed normal within the society they live in. This study contributes to this line of inquiry by proposing a methodology for identifying public transit gaps, a mismatch between the socially driven demand for transit and the supply provided by transit agencies. The methodology draws on the latest accomplishments in the field of modeling time-continuous, schedule-based public transport accessibility. Accessibility levels to key destinations are calculated at regular time intervals, and synoptic metrics of these levels over various peak and off-peak time windows are computed for weekdays and weekends. As a result, a temporally reliable picture of accessibility by public transport is constructed. The obtained index of public transport provision is compared to a public transport needs index based on the spatial distribution of various socio-demographics, in order to highlight spatial mismatches between these two indices. The study area consists of Flanders, which is the northern, Dutch-speaking region of Belgium. The results indicate that mainly suburban areas are characterized by high public transport gaps. Due to the time-variability of public transport frequencies, these gaps differ over time.     

Application of cultural tourist typology in a gaming destination – Macao

The aim of the paper is to study how cultural tourist typologies apply in an urban gaming destination and how such typologies could aid in the segmentation and profiling of this niche tourist market. Results showed that there exists a certain demand for cultural tourism in Macao and there are different ways to distinguish between cultural and non-cultural tourists, as well as to identify sub-groups of cultural tourists. The three approaches used to distinguish between the two cohorts came up with different percentages of cultural tourists within the total tourist sample. Other findings showed significant differences in trip characteristics and information search behaviour between the two cohorts and among sub-groups of cultural tourists. Such information could be used for profiling purposes. The resulting profiles have implications on marketing and promotion strategies which should not focus only on tourists' primary motives but should attempt to induce or arouse their secondary interests. The methodology could be applied to other destinations hoping to develop cultural tourism.     

The shrivelled USA: representing time–space in the context of metropolitanization and the development of high-speed transport

On the one hand the present globalisation process has only been made possible through a reduction in time–distances allowed by high-speed transport, and particularly through the development of air transport. On the other hand the metropolitanization process seen as the urban counterpart of globalisation is deeply associated with the development of air transport.Understanding distances between places is a fundamental task for the geographer, while the representation of distances constitutes one of the major functions of cartography.Among the types of maps invented to represent time–space, distorted projections were supplemented with time–space relief cartography in the 1990s. This paper proposes a representation of the time–space relief of the USA considering terrestrial and air modes. This constitutes a key innovation in this type of cartography, giving the possibility of creating a representation of global time–space. The metaphors associated with the images proposed are then discussed evoking the shrinking, the crumpling and finally the shrivelling of time–space. The shrivelling metaphor takes account of the complicated contraction/expansion movement that high-speed transport impacts on space and allows for a rich interpretation of the time–space relief map of the USA in the perspective of the processes of globalisation and metropolitanization.     

Why culture matters for transport policy: the case of cycling in the UK

Policy seeks to support cycling as a form of sustainable and active travel, yet, cycling levels in the UK remain low and evidence about interventions mixed. Data from a qualitative sociological study is used here to explore the difference that cultural meanings make to cycling practices in four different English urban areas. Specifically, we discuss differences between places with established cycling cultures and those with newer cycling cultures. Drawing on concepts from practice theory we discuss the role that cultures of cycling play within the four places, and suggest how the meanings of cycling, including its association with other social identities, are connected to the materials and competences seen as necessary for cycling. Our research highlights the embedding of transport in local as well as national cultures, and the associated need for policy-makers to take culture seriously in considering how to shift transport practices.     

Place,context and activity–travel behavior: Introduction to the special section on geographies of activity–travel behavior

This special issue addresses a number of research gaps in existing literature concerning the geographies of activity–travel behavior. We argue that places shape individuals' engagement in activities and trip making behavior, and in return users of different transport modes value and experience places differently. Furthermore, interactions between place and activity–travel behavior vary in different geographical, social and weather contexts. This introductory paper will develop these arguments and introduce the papers included in this special issue.     

Adolescents and bicycling to school: Does behaviour setting/place make a difference?

When discussing bicycling for transport, comparisons are often made with the Dutch, with people in non-bicycling countries often saying, “but we are not the Netherlands”. Such comments imply there is something innately different and unique about the Netherlands and the Dutch that results in the proportion of people bicycling being far greater than in non-bicycling countries like New Zealand. This paper uses qualitative research to compare adolescents who have grown up in non-bicycling countries and subsequently moved to the Netherlands, with adolescents who have spent their lives in New Zealand (a non-bicycling country). Similarities and differences between the two groups are considered using the Ecological Model, the Theory of Planned Behaviour and the Prototype Willingness Model. Analysis shows key differences between the two places with respect to traffic safety for bicyclists, the appropriation of equipment to carry loads, the compatibility of uniforms and bike types with bicycling, and adolescent driving rates. Attitudes towards bicycling, injunctive norms related to parents, the gendering of bicycling, and cycling confidence also differed. We conclude that adolescents behaviour in relation to bicycling to school varies depending on the behaviour setting, the perceived environment and intrapersonal factors.