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Studies focusing on the diffusion of dwellings for tourist short-term rental outside large cities are almost non-existent in the academic literature. As a result, it is unknown whether the impacts in these territories replicate those observed in urban areas. By exploiting a database of these dwellings from different sources, the article answers some of these questions for the case of the island of La Palma (Canary Islands). The results show the strong inertia that settlement and the traditional distribution model of tourist accommodation have on the location of holiday homes, while the real disruption appears to come from their growth in the island's small urban centres. Los trabajos centrados en la difusión del alquiler de viviendas para uso turístico fuera de las grandes ciudades son casi inexistentes en la literatura académica. De ahí que se desconozca si los impactos en estos territorios replican los observados en los ámbitos urbanos. Explotando una base de datos de estas viviendas elaborada a partir de diferentes fuentes, el artículo responde a algunos de esos interrogantes para el caso de la isla de La Palma (Canarias). Los resultados muestran la fuerte inercia que el poblamiento y el tradicional modelo de distribución del alojamiento turístico ejercen sobre la localización de la vivienda vacacional, mientras la verdadera disrupción aparece vinculada a su eclosión en los pequeños centros urbanos de la isla.

State aid to increase air traffic at airports has been wide-spread in Spain since the 1990s Its monetary value and distribution among the various airports and carriers are little known aspects, as different formulas have been used for the transfer of funds and little research has been conducted. The use of a wide range of secondary sources has led to the creation of a database that permits an accurate description to be made of the true circumstances of state aid over these years. This paper estimates, for the first time, the amount of subsidies paid from 1996 to 2014, analysing their design and objectives and assessing their level of compliance with current EU legislation.

En las rutas aéreas interinsulares canarias, declaradas obligación de servicio público en 1998, solo ha existido competencia de forma continuada durante el periodo 2003-2012. El artículo realiza un análisis preliminar de las consecuencias que ha tenido la competencia entre operadores centrándose en cinco aspectos relevantes: la evolución de la oferta, los cambios en la demanda, la ocupación de las rutas, la difusión social del uso del avión y las relaciones laborales. El balance del periodo presenta ciertos claroscuros, ya que aunque de la competencia se derivan algunos impactos positivos para los pasajeros, al considerar el sistema de transporte aéreo de forma integradora también se observan impactos negativos, como la quiebra de uno de los operadores, la degradación de las condiciones laborales y la excesiva polarización de las ayudas públicas a los residentes. In the inter-island air routes in the Canary Islands, were declared an obligation of the public service in 1998; market competition has only existed in a continuous manner during the period from 2003-2012. This paper presents a preliminary analysis of the consequences of competition between air carriers focusing on five aspects: the evolution of supply, changes in demand, who holds routes, the social diffusion of the air transport use among the local population and labor relations. Our overall assessment of the period contains some grey area, nevertheless competition had some positive impacts for passengers. Considering the air transport system as a whole, some negative impacts were also observed, such as the bankruptcy of one of air carriers, the degradation of labor conditions and the excessive polarization of public aid to island residents.

Research about the consequences of air transport liberalisation in the European Union is already substantial in amount and scope. Nevertheless, spatial implications of this liberalisation have not been fully addressed yet. By analysing information from the OAG database, this paper measures the geographic concentration of air routes and seating offers supplied under competition conditions among European airports. Our analysis demonstrates that competition is mainly restricted to European World Cities, the ones which concentrate high-rank functions in the capitalist world-economy.

Recent geographical analyses of global production networks in different economic sectors demonstrate that little attention has been paid to the logistical and transport systems through which networks are fully integrated. This paper on Inditex , a leading firm in the fast fashion sector, addresses this lack of attention and analyses how transport and logistics fit into the production network and provide the firm with one of its most notable competitive advantages. We describe the network of shops and manufacturing, present the principles of the logistical model, and provide details of the procedures applied for the functional and geographical integration of the chain of production of Zara , the best known of the company’s 11 brands. The analysis highlights the growing use of air transport in supplying chains of high-fashion-content products manufactured in distant countries and in the distribution of garments to distant markets. The conclusion of the paper is that logistics and transport strategies must be considered because the geographical configuration of global fashion networks increasingly depends on how rapidly the major fashion retailers are able to meet the needs of time-sensitive customers and the appropriate organisational and logistical strategies they adopt for that purpose.

Whilst the liberalization of the air transport market in the European Union has caused a remarkable academic interest, it has focused on the analysis of the networks, the flows and the competiveness leaving aside important aspects. For this reason, this article carries out a balance of the liberalization that, besides studying the evolution of the route by route competiveness, it considers several socio-economic characteristics of the territories involved and outs forward some of the social and environmental costs associated to the process.

[ES]La investigación parte de una elaboración teórica que considera la actual organización del sistema de transporte un elemento clave para el adecuado funcionamiento del modelo territorial construido bajo la influencia del capitalismo de acumulación flexible. Los riesgos ambientales asociados a dicho modelo se presentan como una realidad insoslayable, si bien existen posibilidades de reorientar las tendencias actuales. Ello requiere una reconversión ecológica del transporte, que va asociada a una transformación profunda del modelo territorial vigente. Dentro de este marco teórico se analiza el transporte aéreo, el modo de desplazamiento con mayores tasas de crecimiento anual de la demanda desde mediados de siglo XX. Esta evolución simboliza claramente el colapso de las barreras espaciales experimentado durante la segunda mitad del siglo XX, si bien no se trata de un proceso idéntico en todas las escalas y territorios, ni del que obtienen similares beneficios todos los individuos de la sociedad. Tomando como referencia la Unión Europea, el estudio constata que tras la liberalización del mercado las conexiones entre los grandes centros urbanos han resultado mucho más favorecidas, lo que es coherente con una estructura territorial que potencia el desplazamiento a distancias cada vez mayores y hace de la aglomeración metropolitana la principal forma de asentamiento humano. Por otro lado, diferentes estudios de caso ponen de manifiesto que para la mayoría de la sociedad el desplazamiento en avión continúa siendo una práctica esporádica. Y ello a pesar de la irrupción de las compañías de bajo coste, que teóricamente deberían haber facilitado el acceso al modo aéreo a las personas con menos recursos económicos. Finalmente, se argumenta que el tren de alta velocidad no puede considerarse una alternativa sostenible al transporte aéreo, pues no hace sino reforzar el modelo territorial intensivo en distancia y ambientalmente dañino que se ha consolidado en Europa en las últimas décadas, [EN]The investigation starts with a theoretical development that considers the present organization of the transport system a key element for the proper functioning of the territorial model built under the influence of capitalism of flexible accumulation. Environmental risks associated with this model is presented as a fact of life, although there are options for redirecting current trends. This calls for ecological conversion of transport, which is associated with a profound transformation of the current territorial model. Within this framework we analyze the air transport mode shift to higher rates of annual growth in demand since the mid-twentieth century. These developments clearly symbolizes the collapse of spatial barriers experienced during the second half of the twentieth century, although this is not an identical process in all scales and territories, or of obtaining similar benefits all individuals in society. Reference to the European Union, the study noted that after the market liberalization connections between major urban centers have become more favored, which is consistent with a regional structure that enhances the move to greater distances and makes metropolitan area the main form of human settlement. On the other hand, different case studies show that for most of the company plane displacement remains a sporadic practice. And this despite the emergence of low cost airlines, which theoretically should have better access to the air so people with less resources. Finally, I argue that the high speed train can not be considered a sustainable alternative to air transport, it only reinforces the territorial model distance-intensive and environmentally harmful than has been consolidated in Europe in recent decades.

La Red Transeuropea de Transporte (RTE-T) constituye una de las iniciativas más ambiciosas de la Unión Europea (UE), tanto por la magnitud de los objetivos perseguidos como por la escala de actuación y la elevada inversión económica que supondrá su materialización efectiva. Sin embargo, el programa de RTE-T no deja de ser un producto refinado derivado de la ya clásica relación de causalidad establecida entre transporte y desarrollo económico, binomio que permite justificar políticamente los grandes gastos en infraestructura. Además, el diseño actual de la RTE-T puede acentuar más que mitigar las disparidades regionales, siendo por tanto discutible su contribución al objetivo de la cohesión económica y social. La próxima ampliación de la UE debería abrir el debate sobre el futuro de la RTE-T, impulsando un nuevo modelo de red que no traslade al este del continente los impactos negativos conocidos y posibilite a largo plazo un cierto reequilibrio territorial de Europa.

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