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Green brands are those brands that obtain attributes and benefits related to the reduction of the brands’ environmental impact. Green brand love is a very important issue for marketing managers. One of the main reasons for this degree of importance is because of the many positive outcomes that green brand love will have for organizations. The purpose of this paper is to evaluate the effect of green brand image, trust and attitude on green brand love among Muslim consumers.

In this study, a cross-sectional survey is conducted based on the questionnaire method to collect data from a sample of 201 consumers of various automobile brands in Isfahan, Iran. Structural equation modeling is used to test the research hypotheses.

The findings show that green brand image has a significant direct effect on green brand attitude, love and trust. In addition, the results indicate that green brand attitude and trust have a significant direct effect on green brand love.

Considering the importance of the issue of automobility and environmental harm, this paper offers new insights to marketing managers of the automotive industry in Iran.

This study is among the first to explore the effect of green brand image, trust and attitude on green brand love.

The purpose of this paper is to analyze walking activity and recent efforts at augmenting walkability conditions in the cities of Macau, Lisbon and Las Vegas.

The methodology consisted mostly of in-loco observations, pedestrian counts and extensive reviews of the literature, city plans and regulations.

The findings include the need to properly design, maintain and retrofit pedestrian facilities, while reducing safety conflicts among street users as well as the establishment and the nurturing of a culture of walking.

A fivefold international walkability research agenda with implications for other cities around the world is established: the value and the need for comparative studies and best practices; the need for urban design interventions; the cultivation of attractiveness and aesthetics; the implementation of safety, construction and maintenance criteria; and responsible funding programs.

This paper has twofold implications for stakeholders with direct responsibilities in the design, planning, building and maintenance of streets and public spaces, and for those who simply use those places at their own discretion.

A succinct set of recommendations include the need to augment endogeneity, the need to make cities for people and not for automobiles and commitment to resolving pedestrian safety concerns.

This paper discusses the factors affecting street vibrancy from both a stakeholder’s and a user’s perspective. The fundamental and inalienable right to walk is analyzed using the WPPFUS framework (walking levels, purposes, primacy of walking, facilities, unique features and safety concerns).

Travel is usually not valued in and of itself, but for the activities it allows people to partake in. Therefore, if change occurs in either the activities people perform, or in the means they use to perform them, the demand for travel is likely to change accordingly. Technologies have the potential to accommodate the activities people need or want to perform and how they perform them. The purpose of this conceptual paper is to increase the understanding of the complex relations between technologies developing outside the transport domain, social practices and travel, and the uncertainties that can result from these linkages. As such it draws attention to the interconnectivity of transport with other domains (e.g. healthcare, retail, leisure).

The relations between non‐transport technologies, social practices and travel are largely unintended and/or unanticipated. This study therefore utilised notions developed elsewhere of the mechanisms through which unintended consequences materialize. With these notions in mind, some selected examples of past, present and possible future technologies expose the possible indirect influences they can have on travel demand, thereby developing the conceptual understanding of these linkages.

If policies are being developed to limit, change, or reduce people's travel then non‐transport technologies may thwart those policy ambitions in serious ways or be realised in unexpected and surprising forms.

There appears precious little (quantitative) evidence of data that captures the relations between technologies, social practices and travel.

This study is one of the first to examine the indirect impacts of technological developments occurring outside the transport domain on travel demand.

The purpose of this paper is to give an answer to the questions whether China can make the quantum leap in automotive technology from engines that burn fossil‐fuel to those that do not and whether China will take an “alternative Asian path of development.”

This paper is based on a sociological approach to prove potential technical innovations reflecting the social conditions of radical innovations like post‐fossil mobility concepts.

Innovations like a post‐fossil car concept consist of more than new technical infrastructures and mere imitations, they require decentralized spaces for incubation and experimentation. Translated into conditions governing the policy milieu, that need means that potential promoters of innovations need fundamental political freedoms, equality before the law, legal certainty, and the advancement and protection of personal rights vis‐à‐vis the state. In a sociological perspective, China needs social modernization in the sense of differentiation, individualization, and internalization of external constraints.

This paper reflects the opportunities and restrictions of radical change in car technology in china. It does not give evidence for the future of conventional mass motorization as the continuance of the state of the art in car technologies.

This paper implies – as a practical consequence – that the established car industry in the triad is furthermore responsible for progress in car and motor concepts being more energy efficient and less dependent from oil.

The original contribution of this paper is that it connects the technical debate on the future of cars and their drive system with the discussion of social and political terms of collective capacity of radical innovations.

The purpose of this paper is to examine spatiality of transitions by combining aspects of urban form to policy analysis. It aims to increase understanding of how urban form relates to potential effects of transport policies on urban mobility transitions.

Novel analytical framework combines concepts of path dependence, path creation and path destabilisation to three urban fabrics (walking, transit and car cities), to study the transition potential of recent transport policy measures influencing the Helsinki region in Finland.

Analysis showed that the potential effects of single policy measures often reach over all three urban fabrics. A policy measure may simultaneously contain elements of both path dependence, i.e. support for fossil-fuel based private motoring in the car city and path creation, i.e. stimulation of innovations in transit or walking cities. Policy outcomes are often conditional on implementation of other policy measures. For transition governance, this indicates that policy mixes should both destabilise car cities and enforce path creation in walking and transit cities.

Findings are based on potential rather than evaluated impacts and a limited sample of policies.

Findings support previous research on the importance of policy coherence: multiple policies and coherence across domains are important. They demonstrate the usefulness of analysing recent or planned policies from the transition perspective.

The paper provides novel insights by combining policy analysis to the spatial model of overlapping urban fabrics. In addition, it applies the concepts of path dependence, path creation and path destabilisation in a new way.

The purpose of this paper is to understand how visionary system architects wean the development of a new technology away from the seductions of the path of least resistance – a complementary relationship with the entrenched system.

The paper draws on two cases wherein critical players started pursuing visions of a full‐fledged system while the technology was still an appendage to an established one: Theodore Vail and the development of the Bell telephone system; and the US Navy and the development of wireless telegraphy. Vail's interests were of a commercial nature, securing competitive advantage over Western Union and future rivals. The US Navy's interests were of a geopolitical nature, overthrowing Britain's monopoly on trans‐oceanic cable telegraphy.

The pursuit of system benefits requires long‐term thinking. In terms of day‐to‐day actions it requires a persistent effort against the seductions of a complementary relationship or the path of least resistance. Vail was compelled to form a separate organization – AT&T – to maintain focus on system formation in the face of short‐term distractions. The US Navy pushed for rules against cross ownership of cable and wireless and opposed international treaties that clubbed the two technologies into the same category, as it wanted the latter to develop independently of the former.

The failure of anticipation, in the case of network technologies, is largely rooted in our inability to see beyond the path of least resistance. Drawing on strategies employed by Vail and the US Navy to wean the development of a new technology away from the path of least resistance, the paper alerts us to possibilities other than the seemingly obvious ones.

Environmental concerns are growing trends in higher education. However, some universities still have mixed reactions towards incorporating sustainability into urban and regional planning curricula. In the arena of transportation planning education, traditional curricula have underestimated the contribution of bicycle and pedestrian planning to create more sustainable transportation systems. To reverse this trend, the US Department of Transportation has developed a sample course on bicycle and pedestrian planning with the intention of distributing it through planning and engineering schools. The objective is to discuss and report the results of the first attempt to teach this sample course in Massachusetts. Closes with four lessons learned in communicating sustainability in transportation planning education.

The purpose of this paper was to investigate the relationships among the intellectual ability of artificial intelligence (AI), cognitive emotional processes and the positive and negative reactions of human members. The authors also examined the moderating role of AI status in teams.

The authors designed an experiment and recruited 120 subjects who were randomly distributed into one of three groups classified by the upper, middle and lower organization levels of AI in the team. The findings in this study were derived from subjects’ self-reports and their performance in the experiment.

Regardless of the position held by AI, human members believed that its intelligence level is positively correlated with dependence behavior. However, when the AI and human members are at the same level, the higher the intelligence of AI, the more likely it is that its direct interaction with team members will lead to conflicts.

This paper only focuses on human–AI harmony in transactional work in hybrid teams in enterprises. As AI applications permeate, it should be considered whether the findings can be extended to a broader range of AI usage scenarios.

These results are helpful for understanding how to improve team performance in light of the fact that team members have introduced AI into their enterprises in large quantities.

This study contributes to the literature on how the intelligence level of AI affects the positive and negative behaviors of human members in hybrid teams. The study also innovatively introduces “status” into hybrid organizations.

Global warming is a huge challenge faced by the mankind in the twenty‐first century and beyond. The paradox of ecology lies in the pervasive attitude of lay people who overtly condemn pollution but do not alter their individual practices. Unfortunately, the scientific community has still not reached unanimous conclusions about the causes or impacts of global warming. To close this gap, the present paper aims to stimulate discussion in two main senses: the relationship between industry and global warming; and the role of tourism in the coming decades.

Based on reading and criticism of many works, this paper provides a conceptual framework for readers to understand social adjustment and adapting to climate change.

Many sources blame the tourism industry as being one of the major contributors to global warming and want the industry to take proactive moves to help address this. The present analysis exerts considerable criticism over the existent literature that presents tourism as a vehicle towards mitigation of the greenhouse effect. Based on the theory of commons, the paradox of Giddens and the consuming life, the main thesis of this paper is that modernity has created a symbolic bubble that confers a certain security to viewers but transforms them in consumed objects.

The originality of this research lies in the assumption that global warming or climate change generates a paradox. As a form of cultural entertainment, ecology and global warming form (jointly to apocalypse theories of bottom days) a new way of enhancing the consumption, where tourism unfortunately does not seem to be an exception. The theatricalization of danger contributes to the creation of an underlying state of emergency that is seen but not recognized. As Hurricane Katrina and other disasters show, people only take a stance when the economic order is endangered. Global warming as a phenomenon was considered seriously only when international leaders envisaged the potential economic losses of its effects, and not before. Following this, the tragedy of commons, as Graham puts it, explains the reasons why well‐being can, under certain conditions, be a double‐edge sword.