Search results

High-speed railway (HSR) substantially affects tourism development, but this impact remains somewhat controversial. This study aims to explore the HSR–tourism nexus from the perspective of Chinese local governance. In the context of promotion tournament model in China, this study attempts to explain such controversy by including local leaders.

Based on a data set from 25 cities in China’s Yangtze River Delta region during 2005–2019, this study uses a panel data regression model to examine local leaders’ moderating role in the HSR–tourism nexus.

The tenure of local leaders has a significant moderating role in the impact of HSR implementation on tourism development. Furthermore, a shorter leaders’ tenure strengthens the boost to tourism development from HSR service.

This paper enriches theoretical framework of leaders’ tournament theory. In addition, this study provides a new perspective to understand the HSR–tourism nexus better. This study identifies the moderating role of local leaders in the HSR–tourism nexus and expands the mechanism research of HSR–tourism nexus, which helps to explain the controversy of the HSR–tourism nexus.

高速铁路（HSR）对旅游业的发展有很大的影响, 但这种影响仍有一定的争议性。本研究从中国地方治理的角度探讨了高铁-旅游之间的关系。在中国晋升锦标赛模式的背景下, 本研究试图通过将地方领导纳入其中来解释这种争论。

基于2005-2019年中国长江三角地区25个城市的数据集, 我们利用面板数据回归模型来研究地方官员在高铁-旅游关系中的调节作用。

地方官员的任期在高铁开通对旅游业发展的影响中起着重要的调节作用。此外, 较短的官员任期会加强高铁连通对旅游业发展的促进作用。

本文丰富了官员锦标赛理论的理论框架。此外, 我们的研究为更好地理解高铁与旅游的关系提供了一个新的视角。我们确定了地方领导人在高铁-旅游关系中的调节作用, 拓展了高铁-旅游关系的机制研究, 有助于解释高铁-旅游关系的争论。

El tren de alta velocidad (TAV) afecta sustancialmente al desarrollo del turismo, pero este impacto sigue siendo algo controvertido. Este estudio explora el nexo entre el TAV y el turismo desde la perspectiva de la gobernanza local china. En el contexto del modelo de torneo de promoción en China, este estudio intenta explicar dicha controversia incluyendo a los líderes locales.

Basándonos en un conjunto de datos de 25 ciudades de la región china del delta del río Yangtze durante el periodo 2005-2019, utilizamos un modelo de regresión de datos de panel para examinar el papel moderador de los líderes locales en el nexo entre el TAV y el turismo.

El mandato de los líderes locales tiene un papel moderador significativo en el impacto de la implementación del TAV en el desarrollo del turismo. Además, un mandato más corto de los líderes refuerza el impulso al desarrollo turístico del servicio de TAV.

Este trabajo enriquece el marco teórico de la teoría del torneo de líderes. Además, nuestro estudio proporciona una nueva perspectiva para entender mejor el nexo entre el TAV y el turismo. Identificamos el papel moderador de los líderes locales en el nexo TAV-Turismo y ampliamos la investigación del mecanismo de dicho nexo, lo que ayuda a explicar la controversia del nexo.

Given the seriousness of environmental issues, academic research has proposed social norms as an effective policy tool to encourage a wide range of pro-environmental behaviors, including green consumption. However, tangible evidence of the effectiveness of the social norm approach for green consumption behaviors is unreconciled, raising controversy about such a strategy. Considering that social norm interventions are only effective when targeted at the right consumers, this study aims to focus on exploring the role of individual difference factors, namely, social power value-, social face value- and independence orientations, in clarifying the effects of social norms on green consumption behaviors.

The study uses hierarchical ordinary least squares regression to test the hypotheses with survey data from 269 consumers in Southeast Asia.

The study reveals that perceived social norms positively predict green consumption behaviors, providing additional evidence for the effectiveness of the social norms. It also finds that the perceived social norms have a stronger impact on the green consumption behaviors of consumers who value social power and social face. However, the effect becomes weaker for consumers with a strong tendency toward independence.

This study highlights the importance of individual difference factors in explaining the effectiveness of social norms. The current findings also offer insightful implications for designing more effective social influence approaches for constructing green consumption culture.

This paper aims to study the value of informal care (IC) time from the perspective of caregivers using two alternative contingent valuation tools – willingness to pay (WTP) and willingness to accept (WTA) – and to identify the variables that affect the stated values.

The authors used data from a multi-centre study of 610 adult caregivers conducted in two Spanish regions in 2013. The existence of “protest zeros” and “economic zeros” because of the severe budgetary constraints of the households was also considered. Two-part multivariate models were used to analyse the main factors that explained the declared values of WTA and WTP.

The average WTP and WTA were €3.12 and €5.98 per hour of care, respectively (€3.2 and €6.3 when estimated values for “protest zeros” and “economic zeros” were considered). Some explanatory variables of WTA and WTP are coincident (place of residence and intensity of care time), whereas other variables only help to explain WTP values (household and negative coping with caregiving) or WTA values (age and burden of care). Some nuances are also identified when comparing the results obtained without protest and economic zeros with the estimated values of these special zeros.

Studies analysing the determinants of WTP and WTA in IC settings are very scarce. This paper seeks to provide information to fill this gap. The results indicate that the variables that explain the value of IC from one perspective may differ from the variables that explain it from an alternative perspective. Given the relevance of contextual factors, studies on the topic should be expanded, and care should be taken with the extrapolation of results across countries and settings.

It is important for stakeholders to understand the driving forces of the aviation industry and economic wellbeing and how these sectors are interconnected. This chapter studies the relationships between the African aviation industry and the economy. It is framed as a causal linkage considering the priority investment sector that enhances the sustainable wellbeing of the society. Analyses were conducted for 38 African countries using time series data from 1981 to 2019. The results show that causal relationships are heterogeneous and context-specific. Four patterns of causal relationships between air travel demand and the economy are identified: unidirectional causality in either directions; bidirectional causality; and indeterminate causal direction. However, the causal direction in any economic or policy-related matter may change with political reforms and changes to economic policy.

The rapid expansion of low-cost carriers (LCCs) in East and Southeast Asia has brought fierce competition to full-service carriers (FSCs). Competition in the air transport market is at an all-time high, thanks to the ongoing liberalization in air transport in the last several decades. This chapter assesses the efficiency performance of major FSCs in this region. It provides indicative evidence of the close association between FSCs' efficiency, and air transport liberalization and LCCs penetration. Singapore Airlines and Asiana are identified as the star companies in this region for their ability to achieve higher efficiency and, at the same time, report positive growth in productivity.

This chapter provides an overview of the century-long economic history of scheduled passenger airlines services in developing countries. Initially there is discussion of what constitutes a developing country and how airlines activities interact with development processes. It is a broad view which compares and contrasts the varying paths civil aviation has taken within different countries and internationally. It offers some insights as to why airlines are where we are today and as to what the future may hold for developing nations.

Urban transport plays a key role in reducing climate gas emissions. However, public policies are developed and implemented in an increasingly complex, fragmented, and multilevelled society. This chapter focuses on how interactive political leadership can address challenges related to spatial justice, network cooperation, and communication to increase legitimate and robust policies. Through in-depth case studies of the Norwegian urban regions of Trondheim and Nord-Jaeren, the importance of ensuring broad political alliances, handling spatial complexity, strong political leadership, as well as engaging in dialogue and communication with the public is shown. This may be more challenging to achieve in a complex institutional structure. We argue that governance structures reflect dynamics of the urban regions in which they are implemented. Related to our two empirical cases, the urban structure of Nord-Jaeren is more complex, compared to that of Trondheim, and likewise is their governance network. Linking the conditions of interactive political leadership to the three interconnected urban governance challenges, we see that contextual characteristics are important to explain differences in political leadership and public engagement.

Here we consider the various ways in which airlines integrate their business activities. The thin markets, long distances, poor infrastructure, and challenging terrain over which many airlines based in developing countries operate can make it difficult to reap the economies of scale, scope, and density that carriers in more developed nations enjoy. There also remain institutional barriers to cross border trade in airline services. As a response to this, airlines from developing regions “cooperate” in a number of ways. This may involve multinational ownership, code sharing, or joint ventures. The rationale for these actions, together with discussion of the outcomes of some of them, is considered here.

This paper aims to define the efficiency achieved by urban transport companies in Spain concerning the resources they use, considering the type of management used for implementation, public-private, and size.

This study consisted of an analysis of the efficiency of 229 public-private urban transport operators during the period 2012–2021 using Data Envelopment Analysis, the Malmquist Index and inference estimators to determine productivity, efficiency change into Pure Technical Efficiency Change (PTECH), and scale efficiency change.

Based on the efficiency analysis, the authors concluded that of the 229 companies studied, more than 35 were inefficient in all analysed periods. Considering the sample used, direct management is considered significantly more efficient. It cannot be concluded that the size of these companies influences their efficiency, as the data show unequal development behaviours in the studied years.

This study provides arguments on whether there is a significant difference between the two types of management in the urban transport sector. It also includes firm size as a study variable, which has not been previously considered in other studies related to urban transport efficiency. Efficiency should be a crucial factor in determining funding allocation in this sector, as it encourages operators to optimize and improve their services.

There are many studies explaining the innovation activity determinants. Nowadays, the digitalization of sales, the influence of social media, user-driven innovation (UDI) activity might be considered as one of the crucial sources for the development of new products within the research and development activity. Undertaken research is therefore aimed at determining whether the marketing orientation, i.e. the purchasing behavior of customers, affects the innovation activity of R&D departments that work under the usage of UDI concept.

57 R&D departments operating in Poland participated in the study. Correspondence analysis based on the Burt matrix and Cramer's V correlation coefficients was used for the analysis.

The analysis shows that R&D departments in Poland using marketing research and examining consumer purchasing behavior, positively assess the effects of using the UDI concept in R&D departments. They implement it to create or improve products or services offered on the market, especially in the field of customization, while using information from national research and development units in Poland. The motivation for these activities is mainly to increase the assortment level.

The conducted study covers only R&D departments in Poland, thus it is worth extending the generalization of the results. In terms of future research directions, it's worth to analyze the data from R&D departments in other countries. The results of such studies could be used for comparative analyses. The main limitation of the research is that the research sample was 57 R&D departments of enterprises operating in Poland. Therefore, the research results can't be generalized to all the R&D departments in Poland.

The findings could help researchers and practitioners improve their understanding of the determinants of innovation activity, especially its relationship to marketing orientation and UDI practices.

The research regarding marketing orientation of enterprises and its influence on innovation activity is extremely important due to the general change of the conditions for the functioning of enterprises and building their competitive advantage. Knowledge in this area is still insufficient and research gaps are still being exposed. The article presents the correlation between the marketing orientation and customer behavior within the UDI activity and effects of innovation activity of R&D departments being under investigation.