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This study aims to conduct a critical analysis of online carbon calculators, assesing their accuracy and ability to provide holistic carbon impact appraisals of different elements of holiday travel. It seeks to identify the major data sources for estimates and establish the interrelatedness between them. The determinant factors for the variance in the magnitude of the carbon footprint appraisals between calculators are critically reviewed.

The paper reviews the key online carbon calculators to better understand how estimates of carbon footprint are made, what background information is available to tool users and which factors affect the accuracy and comprehensiveness of appraisals.

The study concludes that the applicability of existing carbon calculators to carbon impact assessment in tourism is limited. Moreover, poor accesibility of the background data, inconsistencies in the multiplying factors used and inhomogeneity in the appraisal methods employed question the accuracy, credibility and transparency of carbon calculators. Suggestions are made on how to improve the overall quality and reliability of carbon calculators in order to enhance their consistency, transparency and applicability in the tourism domain.

The paper contributes to a better understanding of assessment approaches available in the tourism domain to produce reliable estimates of the carbon impacts from holiday travel.

This study aims to analyze the visual aspects of transport tourists’ experience of mobility focusing on British cruise and coach tourists’ international travel experiences.

The qualitative data was collected using semi-structured in-depth interviews with coach and cruise tourists and analyzed using thematic analysis.

The visual experience of mobility (demonstrated in the paper by the example of cruises and coach tours) is critical in the formation of transport tourism experiences. The mobile tourist landscapes emerge from the interplay of the subjective experiences of particular modes of mobility (vehicle or vessel) and routes, whereby the two key visual elements are the changing scenery and views of everyday local life as experienced whilst traveling.

The present study focuses particularly on the visual elements of passive transport tourism experiences. It does not account for other tourist activities nor does it study the experiences associated with active transport tourism. Future research could perform a holistic analysis of tourists’ experiences of transport in all its forms.

The findings point to the centrality of the experience of mobility in transport tourism experience. The following two key aspects of the experience emerged: the importance of variation of the scenery that the tourist consumes during their tour and a desire to observe mundane, everyday life elements of the destination, which should be taken into account by the tour operators and service providers in the route design and marketing.

Coach and cruise tourism are rarely analyzed together; this study demonstrates considerable parallels between the two in considering them as transport tourism, a mode of recreational activity where mobility is the central part of the tourist experience and should, therefore, be considered a tourist attraction in and of itself.

In 1951 23 ½ million Britons took 25 million holidays in Britain. In 1960 this had increased to 26 million Britons taking 31½ million holidays in Britain. Since 1960 there has been no appreciable increase either in the number of holiday makers or the number of holidays taken, thus in 1966 some 25 million holiday makers took 31 million holidays in Britain.

In the context of asian cities, streets define the diversity and vibrancy of public spaces despite facing a constant threat of losing the spaces to motorized vehicles and large-scale development. The social life of streets is eroded as a result of new developments that are exclusive and privately regulated. This paper discusses the attributes that influence the sociability of shopping streets based on the street users' assessment. A questionnaire survey was conducted involving 332 respondents in four main shopping streets in the Kuala lumpur city centre, Malaysia. Identification of the sociability attributes using analytic network Process (anP) was applied to determine the sociability factors based on the order of priority. The study found that users tended to participate in social activities while visiting the shopping streets. However, their social behaviour indicated that the actual engagement in optional and informal activities was not regular. Perceived safety and spatial accessibility mainly influenced the users' level of engagement with the streets' activities. To retain streets as inclusive social spaces, urban designers could prioritise mixed-land uses, positive pedestrian experience and good accessibility in boosting sociability of urban places.

This article is one result of an extensive tour Jennifer Tanburn recently undertook to study a wide range of retail outlets around the world. During this tour she visited New York, Chicago, Milwaukee, Houston and Los Angeles in the United States; and Stockholm, Copenhagen, Paris, Marseilles, Munich, Milan, Rotterdam and many other cities in Western Europe. Of the many exciting retail developments she saw, three examples of mass merchandising especially engaged her attention: the IKEA home furnishings groups in Sweden, the OBI do‐it‐yourself franchise operation in Germany and the American ‘Children's Bargain Town’. All three are examined in this special feature.

The purpose of this paper is to provide a conceptual framework for using citizen science – defined as a data collection method through which non-professionals engage in contributing to authentic scientific inquiry – within the expedition cruise industry to contribute significantly to the collection of environmental data from hard-to-access Arctic areas.

The authors review trends in Arctic expedition cruise tourism and current needs in Arctic research and monitoring, and clarify where the expedition cruise tourism industry could have the most impact by providing data to the scientific community. The authors also compare the regulatory context in the Antarctic to that in the Arctic and discuss how these differences could affect the widespread use of citizen science. At last, the authors describe some general principles for designing citizen science programs to be successful on board, and highlight several existing programs that are being recognized for their contributions to a greater scientific understanding of the Arctic.

The authors find that citizen science data from the expedition cruise industry are underutilized as a tool for monitoring Arctic change. Numerous examples illustrate how citizen science programs on-board expedition ships can successfully collect robust scientific data and contribute to enhancing the knowledge and stewardship capacity of cruise passengers. Inclusion of citizen science data from the expedition cruise industry should be considered a critical part of international Arctic observing networks and systems.

Active participation in Arctic citizen science by tourists on expedition cruise ships has many potential benefits beyond the collection of high quality data, from increasing passengers’ knowledge and understanding of the Arctic while on board, to affecting their attitudes and behaviors after they return home.

The potential for tourism to contribute to Arctic observing systems has been discussed previously in the scientific literature; the authors narrow the focus to citizen science programs in the expedition cruise industry, and provide concrete examples, in the hope that this will streamline acceptance and implementation of these ideas by researchers and tourism practitioners.

This paper aims to measure the satisfaction of religious tourists travelling to various destinations in the Himalayas to identify the expectation-experience gaps and understand the shift in motives of travel.

The satisfaction of religious tourists is examined using holiday satisfaction (HOLSAT) model developed by Tribe and Snaith (1998). The study analyzes the expectation-experience gap using mean scores on 47 destination specific attributes for a sample of 500 respondents.

The study finds a significant gap between the expectations and experience of religious tourists traveling to sacred destinations in the Himalayas. The study also finds that motives of religious tourists have shifted from purely religious to secular touristic motives.

The results of the study reinforce the value of HOLSAT model as a potential tool to measure and enhance the satisfaction of religious tourists, indicating the attributes that can contribute positively toward tourist satisfaction.

Measuring the expectations and experience for the same set of respondents is a unique contribution of this study. The study attempts to overcome limitations of the HOLSAT model as discussed by Tribe and Snaith.

I. The Gendarmerie: Historical Background The Gendarmerie is the senior unit of the French Armed Forces. It is, however, difficult to give a precise date to its creation. What can be asserted is that as early as the Eleventh Century special units existed under the sénéchal (seneschal), an official of the King's household who was entrusted with the administration of military justice and the command of the army. The seneschal's assistants were armed men known as sergents d'armes (sergeants at arms). In time, the office of the seneschal was replaced by that of the connétable (constable) who was originally the head groom of the King's stables, but who became the principal officer of the early French kings before rising to become commander‐in‐chief of the army in 1218. The connétable's second in command was the maréchal (marshal). Eventually, the number of marshals grew and they were empowered to administer justice among the soldiery and the camp followers in wartime, a task which fully absorbed them throughout the Hundred Years War (1337–1453). The corps of marshals was then known as the maréchaussée (marshalcy) and its members as sergeants and provosts. One of the provosts, Le Gallois de Fougières, was killed at Agincourt in 1415; his ashes were transferred to the national memorial to the Gendarmerie, which was erected at Versailles in 1946.

The aim of this paper is to examine marketing practices within the bicycle industry.

The paper utilizes both primary and secondary sources to provide a retrospective analysis of marketing strategy at the largest Italian bicycle company.

The paper explains how marketing works at the Bianchi company and provides a detailed analysis of how it built its brand identity over time.

Very few primary sources were available. There was neither a company archive nor other archives. For the most part, the paper is based on secondary sources.

The paper tries to fill the gap in current marketing literature that usually neglects the bicycle as a relevant topic, despite bicycle companies being a predecessor to the automobile industry. Moreover, the paper demonstrates that bicycle companies developed a rather sophisticated approach to marketing that is still in use.

The purpose of this paper is to explore the meanings of walkability and relevance for tourism in modern Asian cities, including barriers to its implementation. Particular reference is made to conditions in the city state of Singapore and the manner in which urban planning and transport policies are influencing the tourist walking experience.

A case study methodology was selected as most suitable for the exercise accompanied by a literature review. Findings are derived from material in the public arena collected from a range of sources.

The government is shown to be actively pursuing policies to encourage both walking and cycling by residents as components of wider strategies directed at improving liveability. Several initiatives which positively affect the comfort and enjoyment of city walking by tourists are identified, but so too are Singapore’s shortcomings as a destination in which to walk. Balancing the demands on public space is a critical challenge for authorities.

The subject has been neglected within both an urban tourism and Asian city context and this paper illuminates aspects of significance pertaining to the concept and practice of walkability. Insights are afforded into factors which facilitate walkability and impediments to overcome.