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Parking choice involves an individual selecting a parking place based upon various inter-related factors. This chapter examines the factors that influence parking choice decisions.

A review of the literature on parking choice has been undertaken. The influence of various factors on parking choice and recommendations for future parking policy will be outlined.

Most often it is a combination of several factors which influence individuals’ choice of parking place.

Increased knowledge of the factors which influence parking-search behaviour will inform urban parking policy applications with associated environmental and economic benefits.

This chapter provides an overview of parking policy. The chapter takes as its start point that parking is first and foremost a land-use issue. It looks at the conflicts and synergies between parking policy for the purposes of traffic management and parking policy to support various key land-uses and policy objectives.

This chapter discusses the main practice-oriented viewpoints on what is meant by parking policy and what it aims to achieve. It then provides a state-of-art review of the evidence base on residential, retail and workplace parking as the three key parking destinations before drawing together these findings.

The reviews reveal that there has been an overemphasis on the importance of the impact of parking pricing to trip frequency, destination and walk times in the literature. Much greater emphasis should be given to establishing the extent to which parking restraint supports the economy, the environment and social equity. Only then will we be able to develop a consistent policy framing within which good parking management policy can play out and make a long-term difference to travel patterns and the quality of life in our cities.

If parking policy is to work well as part of an overall package of demand restraint, it needs to be applied in conjunction with land-use planning. In transport terms, this means connecting parking policy to non-car accessibility. If the overarching land-use and transport accessibility policies are right, then there is a greater possibility for other parking management policies to be effectively applied and integrated in broader transport strategies.

This chapter suggests that without a clear understanding of the broader objectives that parking policy supports it will not be possible to design effective parking management approaches.

This study aims investigate the status of applying technology in car parking facilities. It also examines the factors affecting the deployment of these technologies as they improve the efficiency and convenience of car parking facilities amidst changing transport needs in Asian smart cities.

A comprehensive literature review informs the relationships between car park provisions and the traffic congestion problem. A typology covering different technological solutions is then formulated. The factors affecting the use of two such common technologies (i.e. mechanical car parks and intelligent information systems) are examined in two emerging smart cities in Asia with the aid of a desk-top study for Singapore and a survey covering over 600 samples (including users and non-users, as both groups are important to derive influencing factors) in Hong Kong.

The extent to which mechanical car parks may help relieve the space shortage problem depends on their relative costs and the facility management performance. For real-time vacancy information systems, their wide spread use depends on drivers’ age and past parking experience.

Due to geographical constraints, only two Asian cities (Singapore and Hong Kong), where the use of smart technologies is flourishing, are included in the study. The survey on car parking apps is preliminary due to their relative short deployment in Asia. It is expected that the phenomena will quickly spread in the region as more smart cities are developed.

By expounding on the development of modern parking technologies in smart cities, the important influence of car parks as a strategic facility toward solving traffic congestion and environmental problems is brought to the attention of policy makers, in particular the influencing factors affecting strategies to promote the use of parking apps.

Airport economics literature has recently included the supply of concession services among the factors that might affect airport pricing. In particular, there is only little empirical analysis on whether: (i) the supply of airport concession services can stimulate the demand for travel (two-side complementarity) and (ii) the demand for airport concession services is independent of traveling activities (welfare neutrality). In this chapter, we survey papers that have addressed two-side complementarity and welfare neutrality in airport concessions. Our goal is to discuss the different assumptions that have shaped the models and to collect evidences, facts and empirical findings that may support analytical hypotheses. We argue that the notions of two-side complementarity and welfare neutrality might be interrelated – especially when airports invest in concessions in the area accessible to non-passengers. Welfare gains should be assessed on a case by case basis, depending on the type of airport in terms of ownership, size (and the relative mass of connecting passengers compared to origin–destination passengers), and the source of concession revenues. Our arguments might be particularly relevant to policy makers who need to understand (i) whether the supply of concessions reduces or increases the benefits of airport (aviation) price regulation and (ii) whether the effective control of market power may require the regulation of the prices of both the businesses.

Biodiversity loss has become widespread since current rates are potentially catastrophic for species and habitat integrity, and the Dachigam National Park in Jammu and Kashmir (India) is not a distinctive case. Therefore, the main objective of this study is to elicit the willingness to pay (WTP) for biodiversity conservation of the Park.

A survey-based choice experiment method was carried out at the Dachigam National Park, an area that is threatened by several anthropogenic pressures. Attributes selected for analysis through choice experiments were endangered species, national park area, research and education opportunities the park withholds. To estimate WTP, a monetary variable involving an increase in entry fee was also incorporated. To obtain the estimates, the authors use the augmented conditional logit model.

WTP for the selected attributes per visitor turned out to be ₹302.07 for enhancing the population of endangered species, ₹121.91 for improvement in the park area and ₹171.64 for increasing research and education opportunities the park withholds.

Though the study uncovers very important aspects of evaluating the biological resources, albeit with some limitations. The study estimates WTP for biodiversity conservation using a conditional logit model, which is based on a specific area and population sample. It would be better if a broader sample is considered to trace out the findings for meaningful generalization. Besides, the results can be replicated for similar kinds of samples.

With the use of benefits transfer method, this study aims to provide policymakers with useful information to manage biodiversity attributes across the Himalayan region.

The main contribution of this study is to provide a critical understanding of the valuation to facilitate the concerned body for better planning and management of biological resources. The findings of the present study can be used as an indicator of the inherent economic importance of biological resources across the Himalayan range for their better management and conservation that can help in ensuring sustainable utilization of these resources.

Whereas investments in new attractions continue to rise within the theme park industry, knowledge regarding the effects of new attractions on theme park performance and attendance remains scarce. In order to isolate these effects, the purpose of this paper is to present the results of an econometric study explaining the variance in theme park visitor numbers and quantifying the effects of new attractions on theme park attendance.

The paper is based on an econometric study, in which models were produced for four European theme parks. No pooled modelling was used, meaning that four different models were created; one for each participating theme park. Various variables affecting theme park attendance were identified and quantified, and subsequently the effects of new attractions on visitor numbers were isolated.

Findings indicate that all new attractions opened at Park D during the research period have had a positive long‐term influence on attendance. This positive influence lasted for no more than two years. No significant short‐term influence was found. There were significant differences in effect between new attractions which could not yet be explained.

The research by design only takes into account the economic effects of new attractions and disregards all environmental and socio‐cultural effects. Even though the research provides an accurate approximation of the effects of new attractions on attendance, this effect should, according to the author, not be perceived as a stand‐alone effect yet as a part of a complex system. A situational approach taking into account several other situational as well as qualitative factors would do the complex reality more justice than a, even though effective, simplified and general approach.

Industry operators can now use the econometric model presented in this paper to determine the effects of new attractions on their theme park's attendance and use this knowledge to further fine‐tune their investment policy.

The paper presents the first econometric model successful at isolating and quantifying a new attraction's effect on theme park attendance and can thus be a valuable tool in perfecting one's investment policy. The paper furthermore includes a brief introduction to a situational approach of determining a new attraction's effects on theme park performance.

The purpose of this paper is to uncover how emotions change (or remain constant) throughout the course of the vacation experience. Although the importance of affective experiences has been recognized in the literature, the momentary effects of each stage of the vacation on the overall appraisal of the experience deserve more attention.

A survey instrument was developed using the PANAS scale. Customers were asked for their emotions at different points of their vacation. Data were analysed using multinomial logistic regression, correlations and path analysis.

The results indicate that it is possible for guests to experience different affective states at different parts of the vacation experience. Furthermore, it is also likely for each service experience to impact the next service, in spite of the apparent distinction between them. Finally, the researchers noted the tendency of consumers to recall mostly positive emotions, thus raising the possibility of various kinds of memory biases in recalling a vacation experience.

Emotions are by their very nature momentary. Consequently, these affective states can change over time, especially over a vacation spanning several days. Therefore, the present research contributes to the literature, in that it measures emotions at various points in time, determines the impact of emotions towards one service provider on the next and ascertains the impact of said emotions on the overall vacation experience.