Road Passenger Research Articles

EVALUASI KINERJA PELAYANAN TERMINAL BARUGA DI KOTA KENDARI

Based on the Minister Regulation No. 132 Year 2015 Regarding the Implementation of Terminal Road Passenger Transport Terminals, namely, motor vehicle bases to arrange arrivals and departures, raise and lower passengers and / / goods, and transport modes. The terminal also has an important role as an element of spatial planning in relation to improving the mobility and efficiency of urban life in a vehicle. The location and facilities of the terminal are the main things that can influence and attract the interest of the public to use the terminal The criteria for determining the location of the terminal according to the Technical Guidelines for the Construction of the Highway in the City and Inter-City Transport Terminal (Director General of Land Transportation, 1995) has basic considerations, namely in terms of spatial planning, the location of the terminal should be in accordance with the City Development Spatial Plan and should not disturb the environment around it. Factors that need to be considered in determining the location of the terminal include accessibility, namely the level of achievement of ease that can be expressed by physical distance, time or transportation costs The results showed that the characteristics of the Baruga terminal in the city of kendari have facilities for office buildings, small mosque, public bathrooms and toilets, bus waiting rooms to depart, city transport lounge waiting rooms, Elf lounge waiting rooms, platform ticket sales, ticket office buildings inside the terminal, Retribution building, Information room building and P3K room, Administration room and surveillance room, Vehicle circulation and circulation of people, Public vehicle parking space, Private vehicle parking space, Reserved parking space and 14 buses operating on the Old City - Bungkutoko Harbor ( PP), Kota Lama - Ktr. Governor (PP), PKL Market - Rs. Bahteramas, Bungkutoko Harbor - IAIN Campus (PP), Puwatu - Governor's Office via Jl.Balaikota (PP), Kota Lama - RS. Bahteramas (PP), Puwatu - Kota Lama, Puwatu-SMA 6-SMPN 9-MAN 1 and Puwatu-Al Qalam From the results of the calculation of the Customer Satisfaction Index (CSI) of bus terminal services, the baruga is very small, 0.31% is caused by ineffective and inefficient terminal routes and bus service translators keywords: terminal, characteristics, service

Management of the Transport Infrastructure of Global Logistics: Cross-Country Analysis

In modern society, there is a constant development and improvement of the transport industry, due to which the role and distribution of this logistics industry, which is a service, is growing for the high-quality and fast delivery of goods. To maximize the export of finished products and more effective penetration into international markets around the world are organized by global logistics systems. This article summarizes the arguments and counterarguments within the scientific discussion on the place and prospects of management of the transport infrastructure of global logistics. The study’s main purpose is to confirm the hypothesis about the existence of global logistics clusters united by a common transport infrastructure in accordance with the geopolitical and economic features of the regions. In this regard, the array of input data is presented in the form of ten transport infrastructure indicators from databases of the World Bank and Organisation for Economic Co-operation and Development. The study of the transport infrastructure of global logistics in the article is carried out in the following logical sequence: the formation of an array of input data; input data normalization; determination of the integral index of the level of transport infrastructure’s development (principal component method); clustering (the k-means method) and interpretation of the obtained results. Forty-five European and Asian countries were selected as the object of the study from 2006 to 2020. The study empirically confirms the above hypothesis, evidenced by the identified integral index of the level of transport infrastructure’s development and qualitative composition of the obtained clusters. The road passenger transport indicator exerts the most significant influence on the integral index of transport infrastructure, air transport, passengers carried, container port traffic and railways, passengers carried. In general, during the studied period, countries were grouped into three and two clusters. The consolidation of clusters in 2020 indicates that the transport infrastructure of countries with an average level of economic development began to develop actively. In particular, this concerns the increased demand for road transport. The study results can be useful for public authorities and international organizations that provide services for managing the transport infrastructure of global logistics.

Картографирование транспортной подвижности населения республики Саха (Якутия)

The issues of the transport system development and the population mobility are becoming most relevant in the regions of Arctic and Far East Russia. The article is devoted to the study and mapping of the population transport mobility of the Republic of Sakha (Yakutia). Thematic maps were compiled: “Automobile and air transport network of the Republic of Sakha (Yakutia)”, “Intra-municipal aviation mobility of the Republic of Sakha (Yakutia) in 2020”, “Intra-municipal transport mobility by road of the Republic of Sakha (Yakutia) in 2020” presenting the regional transport system spatial differentiation of the Republic of Sakha (Yakutia) according to these indicators. We distinguished the territorial unevenness of the transport and logistics infrastructure due to the lack of year-round communications in many areas. As a result, there is a spatial contrast in the distribution of population mobility indicators. As a result of the analysis of indicators of intra-municipal aviation and transport mobility by road transport of the population in 2020, a grouping of regions of the Yakutia was made. The highest value indicators of transport mobility by road are charactered in Yakutsk, Aldan, Neryungri and Ust-Aldan municipals; in many Arctic regions, land transport mobility is at a low level. At the same time, the mobility indicator is affected by the motorization of the population and the development of transport services carried out by individual entrepreneurs and private individuals. A relatively high level of aviation mobility is inherent in the Arctic regions (Oleneksky, Bulunsky and Srednekolymsky), this is mainly due to the presence of subsidized flights on socially significant air routes. In comparison with the average indicators for Russia, there is a low aviation mobility, the level of which on local routes is 3 times lower than in Russia. in transport mobility of the inhabitants of Yakutia. The low level of development of local air and road passenger transportation is a consequence of the high cost of transportation in comparison with the income level of the population, which hinders the increase in transport mobility.

A Preliminary Study of Greenhouse Gases Emissions of Lagos Commercial Vehicles: the Intergovernmental Panel on Climate Change Guidelines at Work

Abstract Nigeria deployed Intergovernmental Panel on Climate Change (IPCC) top-down approach which generalizes transport emissions, is not detailed to localize solutions based on sectors. This identified gap was filled using IPCC’s Bottom-Up approach. Quantitative research design was employed using a descriptive survey to determine fuel consumption, vehicle and drivers characteristics through the use of a 30-item instrument named GHG emission estimation instrument (GHGEEI) to estimate the quantity of GHGs from vehicular emissions of commercial road passenger transport activities within the selected routes in Iyana-ipaja, differentiate emission estimates by vehicle categories (Tricycle referred to as ‘Keke’, Shuttle,‘Danfo’14, 18 and 22-seaters) and determine the relative contribution of each commercial road passenger vehicle type according to its age, fuel type, number of engine plugs, and frequency of service. Quota sampling technique was used to identify the strata and their frequency in the population and then convenience sampling was used to select 15% of the quota population for each stratum. Results from the study showed that 10,259.88kg/CO2e, of Carbon dioxide (CO2), 3.65kg/CO2e of Methane (CH4), and 0.58kg/CO2e of Nitrous Oxide (N2O) was emitted daily on the selected areas.

How Long Will Combustion Vehicles Be Used? Polish Transport Sector on the Pathway to Climate Neutrality

Transformation of road transport sector through replacing of internal combustion vehicles with zero-emission technologies is among key challenges to achievement of climate neutrality by 2050. In a constantly developing economy, the demand for transport services increases to ensure continuity in the supply chain and passenger mobility. Deployment of electric technologies in the road transport sector involves both businesses and households, its pace depends on the technological development of zero-emission vehicles, presence of necessary infrastructure and regulations on emission standards for new vehicles entering the market. Thus, this study attempts to estimate how long combustion vehicles will be in use and what the state of the fleet will be in 2050. For obtainment of results the TR3E partial equilibrium model was used. The study simulates the future fleet structure in passenger and freight transport. The results obtained for Poland for the climate neutrality (NEU) scenario show that in 2050 the share of vehicles using fossil fuels will be ca. 30% in both road passenger and freight transport. The consequence of shifts in the structure of the fleet is the reduction of CO2 emissions ca. 80% by 2050 and increase of the transport demand for electricity and hydrogen.

Carbon Emissions Peak in the Road and Marine Transportation Sectors in View of Cost-Benefit Analysis: A Case of Guangdong Province in China

The road and marine transportation sectors have attracted a great deal of attention as one of the main sources of carbon emissions. In this study, a LEAP (long-range energy alternatives planning system) model is used to predict the energy demand and carbon emissions of the road and marine transportation sectors in Guangdong Province from 2016 to 2030. Based on the model results, if Guangdong Province does not adopt new control measures, in 2030, the energy demand and CO2 (carbon dioxide) emissions from the road and marine transportation sectors will have increased by 117 and 116%, respectively, compared to the levels in 2015. Conversely, under a low-carbon scenario, carbon emissions will peak by 2027 in Guangdong Province. Motor vehicle control measures generate the strongest reduction in energy consumption and CO2 emissions for the road and marine transportation sectors in Guangdong Province. Furthermore, the reduction of emissions resulting from these measures would increase over time. Public transportation development and the promotion of clean energy measures also play significant roles in reducing carbon emissions long-term. The contribution of road passenger transport to emission reduction is the largest, followed by marine freight transport and road freight transport. While the energy demand and carbon emissions peak at a similar time in the model, the peak time for CO2 occurs slightly earlier.

Transport infrastructure of Spain as a factor in tourism development


 
 
 This article considers features of functioning of a modern transport network. Transport is an important area of infrastructure supply for the population and the state economy, the key function of which is the movement of people and goods. The current transport complex is subject to contradictory trends: as an infrastructure industry, transport is located in a position dependent on the production of social goods, and as a special sector of the economy, transport has an important impact on the regional location of production capacity and participates in the process of reproduction part of the system of economic relations. The importance of transport infrastructure in the economy, its development and operating conditions are difficult to overestimate. After all, it is the basis of the supporting framework of territorial social systems of any level. On the current state, level and opportunities for the development of the transport infrastructure depends not only the social and economic growth of territorial economic systems, but also their spatial development. Tourism plays a significant role in the development of transport infrastructure. Europe is one of the most attractive regions for tourists in the world. In turn, Spain is one of the most popular destinations for tourists from around the world as well as for European tourists. Spain plays an important role in tourist traffic in Europe. This is facilitated by its efficient transport and geographical location, developed production infrastructure, as well as historical aspects. Spain is a key country of transit by air and sea with the Americas. The flat terrain promotes the development of road and rail passenger transport across the centre of the country. And given the attractiveness to tourists and direction of tourist flows to the regions of the country, the study of geographical features of transport infrastructure is quite relevant. The peculiarities of the functioning and formation of the transport infrastructure of Spain are considered. The geographical features of the development of the infrastructure of railway, road and sea and air transport of Spain are analyzed. As for the terminals in the regions of Spain, their number also corresponds to the number of airports. Therefore, the largest number of terminals is in the Canary Islands – 9 (all airports have one terminal, except Lanzarote). There are 8 terminals in the airports of Andalusia, where all airports except Malaga have one terminal, in Malaga there are three. The two Madrid airports have 6 terminals, but 5 of them are located at the country's main airport – Madrid-Barajas. Catalonia's airports have 5 terminals, two of which are located in Barcelona El Prat. There are 4 terminals in Galicia – one each in Vigo and La Coruna and two in Santiago de Compostela. There are 4 terminals in Galicia – one each in Vigo and La Coruna and two in Santiago de Compostela. In all other regions, the number of terminals is proportional to the number of airports. An assessment of the level of development of transport infrastructure for tourism in the regions of Spain was conducted. On the basis of quantitative indicators of the analysis of the transport infrastructure of Spain, a point assessment of the level of development of the transport infrastructure of the country’s regions for the needs of tourism was carried out. Administrative units are divided into 5 groups: with the highest, high, sufficient, medium and low level of development of transport infrastructure for tourism. Transport infrastructure is most developed in the tourist regions of the country – Catalonia, Andalusia, Madrid, the Canary and Balearic Islands.
 
 

The nexus between road transport intensity and road-related CO2 emissions in G20 countries: an advanced panel estimation.

This study determines the dynamic linkages between road transport intensity, road transport passenger and road transport freight, and road carbon emissions in G20 countries in the presence of economic growth, urbanization, crude oil price, and trade openness for the period of 1990 to 2016, under the multivariate framework. This study employs the residual-based Kao and Westerlund cointegration technique to find long-run cointegration, and continuously updated bias-corrected (CUP-BC) and continuously updated fully modified (CUP-FM) methods to check the long-run elasticities between the variables. The long-run estimators' findings suggest a positive and significant impact of road transport intensity, road passenger transport, road freight transport on road transport CO2 emissions. Economic growth and urbanization are significant contributing factors in road transport CO2 emissions, while trade openness and crude oil price significantly reduce road transport CO2 emissions. The Dumitrescu and Hurlin causality test results disclose unidirectional causality from road transport intensity and road transport freight to the road transport CO2 emissions. However, the causality between road passenger transport and road transport CO2 emissions is bidirectional. Finally, comprehensive policy options like subsidizing environmental-friendly technologies, developing green transport infrastructure, and enacting decarbonizing regulations are suggested to address the G20 countries' environmental challenges.

A dynamic analysis of rail travel demand in Pakistan

Effectiveness of rail transport policy decisions crucially depends on rail transport demand, among other factors. Therefore, this paper estimates the rail (passenger) travel demand in Pakistan using time series data over 1980–2017. The Johansen’s co-integration and error-correction model is employed to obtain the main influencing factors of two models (rail passengers & rail passenger-kilometers) of rail travel demand. In particular, long-run fare elasticities of passenger and passenger-kilometer demand are −0.474 and −0.278, respectively and offer important implications for passenger earnings by Pakistan railway. Moreover, cross-price elasticity of rail travel demand with respect to the costs of road passenger travel is positive, which also provides a possible mechanism of modal split in favor of rail through higher road transport costs. The effect of various market shocks (terrorist attacks, shortage of fuel and rolling-stock, etc.) have reduced the rail travel demand in terms of passengers by 16% and rail passenger-kilometers by 12% during 2010 to 2014.

VANET: Framework, Challenges and Applications

Abstract: Vehicular Ad-Hoc Network (VANET) is one of the essential research field because of large increase in usage of vehicles on road. Many VANET applications are employed to improve road safety conditions, vehicle traffic, an emergency warning to vehicle drivers, collision avoidance and other non-safety applications for comfort. The main aim of these applications are to modernize the various processes associated with road traffic, vehicles, drivers, passengers and pedestrians by implementing smart transport systems. This study is to implement an intelligent vehicular transport design to improve the road safety, navigation and comfort. VANET communication technology is a combination of mobile vehicles with ad hoc networks. The purpose of this research is to predict and prevent road accidents by transmitting emergency messages using vehicular network technology. While transmitting emergency messages, the VANET has various challenges. They are High mobility of the vehicles, Dynamic topology, Wireless communication, Minimum transmission delay, Connectivity of the network, optimal usage of transmission power. These challenges leave the vehicular networking disconnected and make an exchange of information very difficult. Even though many researchers have done significant work during the last decade on vehicular networking, some problems have not yet been solved.

VANET: Framework, Challenges and Applications

Vehicular Ad-Hoc Network (VANET) is one of the essential research field because of large increase in usage of vehicles on road. Many VANET applications are employed to improve road safety conditions, vehicle traffic, an emergency warning to vehicle drivers, collision avoidance and other non-safety applications for comfort. The main aim of these applications are to modernize the various processes associated with road traffic, vehicles, drivers, passengers and pedestrians by implementing smart transport systems. This study is to implement an intelligent vehicular transport design to improve the road safety, navigation and comfort. VANET communication technology is a combination of mobile vehicles with ad hoc networks. The purpose of this research is to predict and prevent road accidents by transmitting emergency messages using vehicular network technology. While transmitting emergency messages, the VANET has various challenges. They are High mobility of the vehicles, Dynamic topology, Wireless communication, Minimum transmission delay, Connectivity of the network, optimal usage of transmission power. These challenges leave the vehicular networking disconnected and make an exchange of information very difficult. Even though many researchers have done significant work during the last decade on vehicular networking, some problems have not yet been solved.

RECENT LEGISLATIVE CHANGES IN THE FIELD OF COUNTY ROAD PASSENGER TRANSPORT

This article aims to capture the recent legislative evolution in the field of county road passenger transport and the impact of the new regulations on the material competence of the county councils in this matter. He highlights the succession of normative acts adopted in the field of county road transport of persons in the last two years, reviewing the changes in legal regime generated by them, as well as the consequences of legislative instability on all actors involved in providing this service and, of course, its beneficiaries.

Intelligent Control Strategies for Three Degree of Freedom Active Suspension System

Suspension system plays a major role in both comfort and stability of a vehicle. This paper presents modeling and controlling for a 3 Degree of Freedom (DOF) active suspension system. Four controllers are designed to control the response of the active suspension system, namely PID, LQR, Fuzzy Logic Controller (FLC) and Artificial Neural Network (ANN). The response for both the active suspension system and the passive suspension system is compared. For passive suspension system, it has been found out that it is hard to improve both passenger comfort and road handling at the same time, because of the fixed parameters that cannot be changed during the work. On the other hand, in active suspension system, both ride comfort and road handling can be improved. This work has showed that ANN, FLC, LQR, and PID controllers can be used with an active suspension system in order to improve the performance, the stability, and the ride comfortability compared to the passive suspension system. All these controllers are simulated using MATLAB and Simulink. Different road profiles are used to test the active suspension system response, such as a step input of 0.1 m, and a sinewave of amplitude of 0.3m and a frequency of 0.318Hz. All the controllers show better response compared to passive suspension system. A compromise can be done to choose the controller depending on the desired states.

The future of Sustainable Biofuels towards the 2°C target: forecasting process, technologies and sector demands

Introducing sustainable fuels in the different transport fields in the EU is a very challenging goal, but also a clear priority in the EU decarbonization strategy. In fact, the transport sector is extremely rigid and regulated, with consolidated norms and standards and well-defined economics. Adding more oxygenated components to the fuel mix is also limited by the so-called blend-wall: thus, the share of renewable drop-in hydrocarbons has been recently growing worldwide and in the European Union. However, as a large part of these relates to lipids, the supply of sustainable feedstock has become the major critical element of the value chain. Fast-growing demand from new sectors as Aviation also emerged, that together with Heavy Duty and Maritime represent the focus of the EC strategy, complementary to the electrification of the road transport, passenger cars and light duty vehicles. Introducing innovative processes at full commercial scale requires to overcome the Mountain of Death of processes, where the bankability of not yet demonstrated technologies is the core problem. This work addresses the impact of the EU policy scenario, depicting the status of the different process and technologies, both Bio-based and Recycled Carbon, on the Mountain of Death.

ПОВЫШЕНИЕ ЭФФЕКТИВНОСТИ ТРАНСПОРТА ЭКСТРЕННОЙ СЛУЖБЫ ПУТЕМ УСТАНОВКИ СИСТЕМЫ МОНИТОРИНГА ШИН

One of the main tasks of transport is the complete, high-quality and timely satisfaction of the needs of the population, ensuring the quality of transportation with minimal expenditure of material and labor resources, as well as ensuring maximum safety of the transport process. The solution of this problem requires the primary development of public road transport, increasing freight and passenger traffic, ensuring the safety of the transport process, strengthening the material and technical base and concentration of vehicles at large motor transport enterprises, improving the maintenance and repair of rolling stock of both public, commercial and personal transport of the population. The article considers emergency vehicles that must comply with a large list of requirements of the rules of the controlling UN. Not always given due attention to the tires. Due to the workload, numerous calls that matter every second. The transport used at the ambulance station is selected. The most common wide – area van is Gaz 332214, the van has a frame structure, the car is equipped with ABS, the wheel formula is 4x2 with rear-wheel drive. The van is considered from the point of view of economy and maneuverability due to the correctly selected tire pressure, in aggressive and extreme driving. The installed tire monitoring system automatically selects the correct tire pressure by analyzing the external and internal temperature of the tire. The monitoring system reduces fuel consumption, environmental pollution, increases the service life of the tire, and thus the entire suspension as a whole. This equipment allows you to keep the pressure in the tires even when the wheel is punctured, thereby reducing the time to reach the emergency call.

Logistical Processes Interaction Model Design in Agglomeration Development

Purpose of this study is to develop a logistics processes interaction model within the development of urban agglomeration, taking into account basic functional areas of logistics. Objectives of the study were to define the concept of "agglomeration logistics", to identify the main logistics processes of agglomeration, to calculate the logistics stability index (LSI) for the Almaty urban agglomeration
 In this paper such research methods as text analysis, logic modeling, survey method of analysis of hierarchies were used.
 The significance of the study lies in the development of a model explaining the nature of logistics processes interactions in Almaty urban agglomeration. The novelty of the research lies in adaptation and practical application of the methodology for assessing sustainability of urban agglomeration logistics and identifying most influencing factors in order to improve it.
 The main results of the research are: formulating the concept of "agglomeration logistics", identifying interaction algorithms of the main agglomeration logistics processes and calculating the logistics stability index for Almaty agglomeration.
 The following conclusions were made: there are problems of inefficient functioning of logistics processes within the agglomeration. Increasing number of road cargo and passengers has revealed the need to increase road transport network efficiency and carrying capacity; as a result of territorial structure, insufficient development of transport communications between the agglomerations ‘districts, loads on the road transport network increased, which led to violations of fundamental logistics` rules such as "just in time", "optimal route", "high delivery speed", which increases the load on logistics processes and hinders its integration; main constraints to the sustainability of logistics in Almaty agglomeration are air pollution and poor road safety.

Problematic Procedural Issues of Preventing Criminal Offenses on Road Passenger Transport

The author has studied the state of activity of pre-trial investigation and inquiry agencies of the National Police of Ukraine and the Prosecutor’s Office on preventive activities in regard to establishing the causes and conditions that contributed to the commission of criminal offenses, including violations of traffic safety rules and operation of road passenger transport and necessary measures to eliminate them. The author has accomplished a comparative analysis of the current criminal procedural legislation and the provisions of the previous Criminal and Procedural Code of Ukraine of 1960 and the departmental regulatory base on the researched issue. The views of scholars and representatives of various scientific schools on the researched issues have been analyzed. As a result the author has formulated own scientific position on this matter. The author has studied the procedural mechanism of the algorithm of an investigator, interrogator and prosecutor’s actions on establishing the causes and conditions that contributed to the commission of a criminal offense and taking the necessary measures. Suggestions and recommendations for their legislative improvement have been provided, in particular, establishing the responsibilities of an investigator, interrogator and prosecutor in relation to preventive activities at the stage of pre-trial investigation. It has been offered to consider the submission as a form of eliminating the factors that contributed to the commission of criminal offenses.
 Based on the analysis of law enforcement activities of investigative units, inquiry agencies and prosecutor’s offices, as well as existing theoretical and doctrinal provisions of criminal procedure, the author has suggested propositions and recommendations for improving the theoretical part of criminal procedure, current criminal procedural legislation of Ukraine and interdepartmental and departmental regulatory acts.

Analyzing Road Transport (Passenger and Freight) Demand in Pakistan with Auto-Regressive Distributed Lag Co-Integration Approach

Understanding the determinants of transport demand is crucial in making effective transport and environmental policies. In that context, the present study provides an empirical analysis of both road passenger and freight transport demand in Pakistan, using annual time series data from 1980 to 2016. The auto-regressive distributed lag bounds testing approach of co-integration is employed to estimate the short- and long-run elasticities. The empirical results show that fuel price, per-capita income, urbanization and road density are important determinants of road passenger transport demand in Pakistan. Similarly, fuel price, industrial production and international trade are the main drivers of road freight transport demand. In general, long-run elasticities are greater than short-run elasticities. Moreover, the long-run fuel price elasticities of passenger and freight transport demand are –0.044 and –0.784, respectively, implying that policy instruments (raising fuel taxes) are relatively less effective in controlling the future road transport demand and associated environment problems. The results based on short-run error correction models indicate that passenger transport demand adjusts about 75% in the first year to achieve its long-run equilibrium, while that of freight demand adjusts toward long-run equilibrium at a relatively slower rate, with about 16% of error correction taking place in the following year to reach long-run equilibrium.

Evaluation of the impact of the national strike of the road freight transport sector on the air quality of the metropolitan region of Rio de Janeiro, Brazil

In May 2018, there was a road freight transport standstill in Brazil that lasted 11 days. During this period, several impacts on Rio de Janeiro’s daily life were reported, such as the reduction of road passenger transport services and lack of fuels. This study aimed to evaluate the impact on the air quality of the metropolitan region of Rio de Janeiro (MRRJ) of the reduction of heavy-duty vehicles on the streets and roads. For this purpose, the reductions of PM10, NOx, SOx and CO emissions, due to low circulation of buses and trucks, were estimated in order to assess the levels of air pollution indirectly. Besides, air quality data (PM10, NO2, SO2, and CO) monitored before and during the strike were used. The results showed a reduction in total emissions of local air pollutants, harmful to human health from 22 % to 43 % during strike days. However, the air quality reflexes were not observed in the same proportion, on the contrary, increases were observed in pollutant concentrations in the atmosphere during traffic stoppage in the study areas, due to different weather conditions in the two periods, which directly influenced air pollutants dispersion.

Loyalty programs for the passenger transportation industry: a study of Zimbabwean Companies

The paper examined firstly whether companies in the passenger transportation industry have utilised loyalty programs and then ascertained how much value the companies have drawn from them in enhancing market share, operational efficiency and financial benefit. Specifically, the study assessed the influence of loyalty program on customer relationship management, operational efficiency and profitability. The research was undertaken on ten companies who have implemented some form of loyalty programs through applied research’s in-depth interviews with the top executives. The qualitative methodology was utilised to simplify and manage the collection of data without affecting the environment and context. Data collected were further analysed via Chi-square statistics and the three hypotheses were tested at 5% level of significance. The results indicate that companies have begun to utilise loyalty programs in their operations, though not entirely sweating the programs to attain the best possible value from them. Most importantly, the study concluded on the positive significant relationship between loyalty program and customer relationship management, operational efficiency and profitability in the Zimbabwe loyalty program. Both filled a few highlighted gaps in the literature. Research for the road passenger transportation sub-sector offers useful theoretical and managerial implications as few studies have been conducted for the airline industry, which has successfully implemented loyalty programs through frequent flier schemes. It is recommended that companies should ascertain passenger behaviour through passenger registration, thereby enhancing the sustainability of the relationship. This study provides theoretical support for the importance of loyalty programs as passenger relationship management tools if appropriately applied and implemented. Loyalty programs offer companies across industrial sectors with useful benefits such as brand loyalty, business efficiency due to enhanced planning and profitability due to increase in patronage from passengers who are less sensitive to the marketing efforts of competing brands. This knowledge should, therefore, enable transporters to ascertain the value of adopting and using loyalty programs appropriately thereby enhancing their competitive advantage in a fast-paced world economy.