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Михайліченко Г.І. УПРАВЛІННЯ ПОТЕНЦІАЛОМ ТУРИСТИЧНИХ ДЕСТИНАЦІЙ Мета. Розробка параметрів оцінки використання потенціалу й інноваційного розвитку туристичних дестинацій за рахунок створеного туристичного продукту дестинації; вивчення базових принципів його формування. Методика дослідження. У процесі дослідження використано емпіричні методи дослідження: метод узагальнення – при формуванні багатовекторного підходу до розвитку туристичних дестинацій; метод експертних оцінок – при позиціонуванні турпродукту в системі туризму; метод класифікації та системного аналізу – при дослідженні інноваційності складових туристичного продукту; наукового узагальнення та порівняння – при дослідженні даних наукових джерел (монографії, статті вітчизняних і закордонних вчених), а також аналізі статистичної інформації та офіційних даних форумів, рейтингів, міжнародного туристичного барометра. Результати дослідження. В результаті досліджень актуалізована проблема оцінювання туристичного потенціалу як джерела інноваційного розвитку туризму; проаналізовані показники та методи вимірювання; обґрунтоване визначення наукового поняття "інноваційний потенціал туризму" та запропоновано модель його оцінки на різних рівнях реалізації, з різними формами взаємопроникнення та засобами впливу, реалізації ефективності, сприйняття та реалізації потенціалу туристичних підприємств. Запропоновані інструменти оцінки, які дозволяють використовувати туристичний ресурсний потенціал країни / регіону / місця призначення, позитивно впливають на ціноутворення вичерпних ресурсів для сталого розвитку туризму, дозволяють формувати атрактивні туристичні ресурси, потенційну привабливість курортів, що впливає на їх інвестиційний та репутаційний статус. Запропоновані інстументи аналізу впливу чинників на формування інноваційного туристичного продукту дестинації, як ефективного інструменту реалізації туристичного потенціалу регіону. Наукова новизна результатів дослідження. Визначено взаємодоповнюючі фактори впливу на формування системи управління туристичних дестинацій шляхом реалізації наявного та прирощування дієвого потенціалу розвитку, що, на відміну від існуючих, дають змогу оцінити прямий та опосередкований внесок сфери туризму у ВВП країни за рахунок експлуатації наявного та прирощування відмінного туристичного потенціалу. Практична значущість результатів дослідження. Запропоновані структура та зміст туристичного продукту дестинацій, його інноваційна складова є основою формування стратегії збуту продукту дестинації, піднесення її конкурентного статусу, сталого розвитку. Ключові слова: туристичний потенціал; інноваційний розвиток; оцінка туристичного потенціалу; туристичний продукт; дестинація. Михайличенко А.И. УПРАВЛЕНИЕ ПОТЕНЦИАЛОМ ТУРИСТИЧЕСКИХ ДЕСТИНАЦИЙ Цель. Разработка параметров оценки использования потенциала и инновационного развития туристических дестинаций за счет созданного туристического продукта дестинации; изучения базовых принципов его формирования. Методика исследования. В процессе исследования использованы эмпирические методы исследования: метод обобщения – при формировании многовекторного подхода к развитию туристических дестинаций; метод экспертных оценок – при позиционировании турпродукта в системе туризма; метод классификации и системного анализа – при исследовании инновационности составляющих туристического продукта; научного обобщения и сравнения – при исследовании данных научных источников (монографии, статьи отечественных и зарубежных ученых), а также анализе статистической информации и официальных данных форумов, рейтингов, международного туристического барометра. Результаты исследования. В результате исследований актуализирована проблема оценки туристического потенциала как источника инновационного развития туризма; проанализированы показатели и методы измерения; дано определение научного понятия “инновационный потенциал туризма” и предложена модель оценивания на различных уровнях его реализации, с различными формами взаимопроникновения и средствами воздействия, реализации эффективности, восприятия и реализации потенциала туристических предприятий. Предложенные инструменты оценивания, которые позволяют использовать туристический ресурсный потенциал страны / региона / места назначения, положительно влияют на ценообразование исчерпывающих ресурсов для устойчивого развития туризма, позволяют формировать атрактивные туристические ресурсы, потенциальную привлекательность курортов, влияют на их инвестиционный и репутационный статус. Предложены инстументы анализа влияния факторов на формирование инновационного туристического продукта дестинации, как эффективного инструмента реализации туристического потенциала региона. Научная новизна результатов исследования . Систематизированы факторы влияния на формирование системы управления туристических дестинаций путем реализации имеющегося и приращивания действенного потенциала развития, что, в отличие от существующих методик, позволяет оценить прямой и косвенный вклад сферы туризма в ВВП страны за счет эксплуатации имеющегося и приращения атрактивного туристического потенциала. Практическая значимость результатов исследования. Предложены структура и содержание туристического продукта дестинаций, его инновационная составляющая является основой формирования стратегии сбыта продукта дестинации, повышение ее конкурентного статуса, устойчивого развития. Ключевые слова: туристический потенциал; инновационное развитие; оценка туристического потенциала; туристический продукт; дестинация. Mykhailichenko H.I. MANAGEMENT OF THE POTENTIAL OF TOURISM DESTINATIONS Purpose. The aim of the study is to develop the parameters of capacity utilization assessment and innovative development of tourist destinations at the expense of the created tourist product of the destination; studying the basic principles of its formation. Methodology of research. The empirical methods of research are used in the course of the research, namely: the method of generalization – when forming a multi-vector approach to the development of tourist destinations; the method of expert assessments – when positioning the tourist product in the tourism system; method of classification and system analysis – in the study of innovativeness of components of the tourist product. Methods of analysis and synthesis, scientific generalization and comparison – when researching data of scientific sources (monographs, articles of domestic and foreign scientists), as well as open sources of statistical information and official data of forums, ratings, international tourist barometer are used in the research process. Findings. As a result of research the problems of assessment of tourism potential are updated as a source of innovative development of tourism; indicators and methods of measurement are analyzed; definition of the category “innovative potential of tourism” is substantiated and a model of its evaluation at different levels of implementation, with various forms of interpenetration and facilities of influence, implementation of effectiveness, perception and realization of the potential of tourism enterprises is presented. The proposed valuation tools that allow to use the tourism resource potential of the country / region / destination have a positive impact on the value pricing of exhaustible resources for sustainable tourism development, allow forming capital resource potentially attractive resorts that will affect their investment and reputational status. At the end of the article the factors of formation of innovative tourist product of destination as an effective tool of realization of tourist potential of the region are offered. Originality. The complementary factors of influence on the formation of a tourist destination management system by realizing existing and enhancing effective development potential are determined. Unlike the existing ones, these factors make it possible to estimate the direct and indirect contribution of tourism in the country's GDP by exploiting existing and enhancing excellent tourism potential. Practical value. The proposed structure and content of the tourist product of the destinations, its innovative component is the basis for the formation of the product strategy of the destination product, raising its competitive status, sustainable development. Key words: tourism potential; innovative development; evaluation of tourism potential; tourism product; destination.

Research on price heuristics is usually unrelated to the pricing strategies in which products and services are framed. This study raises the question whether the price heuristic works similarly and is equally effective for different pricing strategies. Specifically, this paper explores the role of the price anchoring heuristic in the value pricing strategy and its impact on the perceived value and price sensitivity. An experimental study was designed with a sample of 500 participants where 50% of them were exposed to a price anchor condition and the remaining 50% were not exposed to this condition. The study was carried out in the sliced bread category with two sliced bread products of the same brand and line with different pricing strategies: value pricing and control group. The results identify an inverse effect of the anchoring heuristic on perceived value and price sensitivity. This study contributes to the development of the discipline of neuropricing and price heuristics, and the results have implications for managers developing value-based pricing and interested in pricing and neuropricing in general. Tradicionalmente, la investigación sobre heurísticas de precios se realiza de forma desvinculada de las estrategias de comunicación en las que se enmarcan los productos y servicios. Este estudio plantea la pregunta de si la heurística de precios funciona de forma similar y es igualmente efectiva para distintas estrategias de comunicación de precios. Concretamente, explora el papel que ejerce la heurística de anclaje de precios en la estrategia value pricing y su impacto en el valor percibido, así como la sensibilidad al precio del producto. Para ello se diseñó un estudio experimental con una muestra de 500 personas, donde el 50% de los participantes fueron expuestos a una condición de anclaje de precio referencial y el 50% restante no fue sometido a esta condición. El estudio se realizó en la categoría de pan de molde con dos productos de pan de la misma marca y línea, con estrategia de precios value pricing y un grupo de control. Los resultados identifican un efecto inverso de la heurística de anclaje en el valor percibido y en la sensibilidad al precio. Este estudio contribuye al desarrollo de la disciplina del neuropricing y la heurística de precios y los resultados tienen implicaciones para los gerentes de comunicación y marketing que desarrollan políticas de precios basados en el valor e interesados en pricing y neuropricing en general.

Research on price heuristics is usually unrelated to the pricing strategies in which products and services are framed. This study raises the question whether the price heuristic works similarly and is equally effective for different pricing strategies. Specifically, this paper explores the role of the price anchoring heuristic in the value pricing strategy and its impact on the perceived value and price sensitivity. An experimental study was designed with a sample of 500 participants where 50% of them were exposed to a price anchor condition and the remaining 50% were not exposed to this condition. The study was carried out in the sliced bread category with two sliced bread products of the same brand and line with different pricing strategies: value pricing and control group. The results identify an inverse effect of the anchoring heuristic on perceived value and price sensitivity. This study contributes to the development of the discipline of neuropricing and price heuristics, and the results have implications for managers developing value-based pricing and interested in pricing and neuropricing in general. Tradicionalmente, la investigación sobre heurísticas de precios se realiza de forma desvinculada de las estrategias de comunicación en las que se enmarcan los productos y servicios. Este estudio plantea la pregunta de si la heurística de precios funciona de forma similar y es igualmente efectiva para distintas estrategias de comunicación de precios. Concretamente, explora el papel que ejerce la heurística de anclaje de precios en la estrategia value pricing y su impacto en el valor percibido, así como la sensibilidad al precio del producto. Para ello se diseñó un estudio experimental con una muestra de 500 personas, donde el 50% de los participantes fueron expuestos a una condición de anclaje de precio referencial y el 50% restante no fue sometido a esta condición. El estudio se realizó en la categoría de pan de molde con dos productos de pan de la misma marca y línea, con estrategia de precios value pricing y un grupo de control. Los resultados identifican un efecto inverso de la heurística de anclaje en el valor percibido y en la sensibilidad al precio. Este estudio contribuye al desarrollo de la disciplina del neuropricing y la heurística de precios y los resultados tienen implicaciones para los gerentes de comunicación y marketing que desarrollan políticas de precios basados en el valor e interesados en pricing y neuropricing en general.

Low Cost Carriers (LCC) introduced unrestricted tariffs leading to the core assumption of independent booking classes being no longer true. This chapter begins with a discussion on value pricing followed with restriction free pricing and lightly restricted tariffs practiced by the LCCs and its impact on network carriers. Alternative models to address restriction free tariffs to set inventory controls are reviewed. Co-existence of inventory controls for regular restricted tariffs and unrestricted tariffs for network carriers are also discussed.

International audience; Congestion pricing means that where congestion is critical, road tolls should be set up and differentiated according to travel times, routes or areas, vehicle type and so on. Electronic technology today makes this differentiation easier to implement. Real-world congestion pricing schemes are various, according to their geography (corridor, cordon, or area), operating hours, and rate structure. Successful schemes in Singapore, London, Stockholm, and the United States are described. These schemes are effective in improving traffic conditions, the environment and quality of life in these places, and improve the welfare community. However, other cities trying to implement such schemes face a high public opposition. Basic conditions favoring implementation are set out.

Objective:To understand price incentives to upsize combination meals at fast-food restaurants by comparing the calories (i.e. kilocalories; 1 kcal = 4·184 kJ) per dollar of default combination meals (as advertised on the menu) with a higher-calorie version (created using realistic consumer additions and portion-size changes).Design:Combination meals (lunch/dinner:n258, breakfast:n68, children’s:n34) and their prices were identified from online menus; corresponding nutrition information for each menu item was obtained from a restaurant nutrition database (MenuStat). Linear models were used to examine the difference in total calories per dollar between default and higher-calorie combination meals, overall and by restaurant.Setting:Ten large fast-food chain restaurants located in the fifteen most populous US cities in 2017–2018.Participants:None.Results:There were significantly more calories per dollar in higher-caloriev.default combination meals for lunch/dinner (default: 577 kJ (138 kcal)/dollar, higher-calorie: 707 kJ (169 kcal)/dollar, difference: 130 kJ (31 kcal)/dollar,P< 0·001) and breakfast (default: 536 kJ (128 kcal)/dollar, higher-calorie: 607 kJ (145 kcal)/dollar, difference: 71 kJ (17 kcal)/dollar,P= 0·009). Results for children’s meals were in the same direction but were not statistically significant (default: 536 kJ (128 kcal)/dollar, higher-calorie: 741 kJ (177 kcal)/dollar, difference: 205 kJ (49 kcal)/dollar,P= 0·053). Across restaurants, the percentage change in calories per dollar for higher-caloriev. default combination meals ranged from 0·1 % (Dunkin’ Donuts) to 55·0 % (Subway).Conclusions:Higher-calorie combination meals in fast-food restaurants offer significantly more calories per dollar compared with default combination meals, suggesting there is a strong financial incentive for consumers to ‘upsize’ their orders. Future research should test price incentives for lower-calorie options to promote healthier restaurant choices.

ObjectiveReducing sugar-sweetened beverage consumption is a public health priority, yet finding an effective and acceptable policy intervention is challenging. One strategy is to use proportional pricing (a consistent price per fluid ounce) instead of the typical value-priced approach where large beverages offer better value. The purpose of the present study was to evaluate whether proportional pricing affects the purchasing of fountain beverages at a university cinema concession stand.DesignFour price strategies for beverages were evaluated over ten weekends of film screenings. We manipulated two factors: the price structure (value pricing v. proportional pricing) and the provision of information about the price per fluid ounce (labels v. no labels). The key outcomes were the number and size of beverages purchased. We analysed data using regression analyses, with standard errors clustered by film and controlling for the day and time of purchase.SettingA university cinema concession stand in Minnesota, USA, in spring 2015.SubjectsUniversity students.ResultsOver the study period (360 beverages purchased) there were no significant effects of the proportional pricing treatment. Pairing a label with the standard value pricing increased the likelihood of purchasing large drinks but the label did not affect purchasing when paired with proportional pricing.ConclusionsProportional prices did not significantly affect the size of beverages purchased by students at a university cinema, but adding a price-per-ounce label increased large drink purchases when drinks were value-priced. More work is needed to address whether pricing and labelling strategies might promote healthier beverage purchases.

Creating a value pricing culture and methodology requires more than just a CEO’s edict. It requires a thorough look at the people, processes, technology, and culture of your company. Once you have analyzed and challenged yourself if you create real customer value, then you can look at ways to enable customer’s willingness and ability to pay for value by quantifying your value and entering into value- or performance-based agreements.

This paper describes a study conducted by Florida’s Turnpike Enterprise to evaluate the potential for implementing congestion management strategies on the turnpike system. The study was partially funded by two grants from the FHWA through the Value Pricing Pilot Program. The Integrated Congestion Pricing Plan (ICPP) study focused on the large urban areas of the state that experience long periods of traffic congestion. These include turnpike facilities in southeast Florida, and in Tampa and Orlando. The turnpike’s ICPP is among the first in the nation to consider a large-scale program of express lanes on an existing system of toll roads. This approach allows the addition of express lanes alongside the existing toll lanes, providing drivers with a new and attractive choice for their travel needs. In this study, three turnpike widening projects, one in each of the major urban areas, were selected for express lanes. In addition, the Florida Department of Transportation established various policies for express lanes, including access points and gantry location, toll pricing, signing and design standards, and vehicle eligibility. The turnpike initiated a public outreach program to solicit customer input through market research and focus groups. An informational brochure, a project video, and a website were prepared as part of this effort. A traffic and revenue study was also completed for the selected projects. The ICPP study includes a master plan showing future regional networks of express lanes on the turnpike along with performance measures to evaluate the effectiveness of such lanes.

The children’s literature collection is celebrated for the literary treasures that it holds, yet scholars have paid little attention to the collection itself as an object of study. This article provides a case study of the University of Southern Mississippi’s de Grummond Collection of Children’s Literature. Drawing upon the early correspondence (1960s–70s) of Dr. Lena de Grummond with its contributors, the author demonstrates how economic factors affect the children’s literature collection’s ability to function as a site of value production.

When consumers purchase products, they will consider the brand first, because it indirectly leads consumers to associate the products with the quality, functions, and the design. Based on the smiling curve, it showed enhancing the marketing or RD then, evaluated the situation to reduce the gaps in order to achieve the aspired levels and rank the priorities in brand marketing strategies, we also evaluated the customer's satisfaction of brand marketing by three electronic manufacturing companies in Taiwan. As the empirical results, value pricing is the most important factor, followed by consumer's price perception and perceived quality while showed the highest satisfaction of brand marketing was in F2 company. The results of this paper will provide the enterprises with a reference for planning brand marketing.

We have employed an error-corrected almost ideal demand system (ECAIDS) for major crustaceans at a disaggregated level in the United States. The proposed model can provide short- and long-run price elasticities. This article makes an important empirical contribution by reporting a set of reliable, policy-relevant estimates of the elasticities of demand for crustaceans in the United States. The habit formation behavior was significant only for crayfish. The value pricing strategy and the promotional pricing strategy are expected to benefit the domestic shrimp industry. Increasing prices through various marketing strategies can benefit domestic producers of lobsters and crabs.

Carpools can be comprised of family members (fampools), non-family members (non-fampools) or a combination of both. By analyzing the characteristics of fampools and non-fampools, we can better understand both groups and how policies may impact each group differently. One area of particular interest is the impact of managed lanes on the mode choice of fampools and non-fampools. Many managed lanes offer travelers a choice to use the lanes toll-free as a carpool or use the lanes as a single occupant vehicle for a toll. This may influence some carpools to break up, with one hypothesis being fampools would be more likely to stay together. This research found that the majority of fampools and non-fampools are interested in using managed lanes. The analysis of survey data proved that there are many similarities between the fampools and non-fampools but very few differences. Fampools carpooled on a smaller percentage of their weekly trips than non-fampools did. Fampools more often formed carpools...

There is a lack of proper travel demand forecasting tools that can evaluate and determine the impacts of pricing on travelers’ decision. The current methods use aggregated and zonal-based approache...

Value pricing—a form of multiclass service in which the user has the choice of an unpriced standard service or a faster service that is priced—has often been evaluated by comparison with high-occupancy vehicle lanes and also by inclusion of additional capacity as part of the project alternative. From the standpoint of benefit–cost analysis, this is not the right comparison. The question of whether to invest in additional capacity should be kept separate from the best way to operate it. Value pricing should be judged against other ways of using the same physical capacity, specifically, a single-class service either priced or unpriced. In addition, two factors not explicitly included in previous evaluations—partitioning a single facility into separate services diminishes total capacity, and capacity may be further reduced if the traffic flow goes from saturated to oversaturated (hypercongestion)—give multiclass service a significant disadvantage to overcome relative to single-class service. The net benefits of value pricing thus depend on whether the heterogeneity of vehicle time values (through occupancy or individual time values) is great enough to overcome the disadvantages of creating separate facilities for each service. The points are illustrated via a simplified numerical example that concentrates on only operational considerations and assumes a given total hourly traffic flow, so the results are no more than suggestive.

In the past decade, transportation agencies have become increasingly interested in a high-occupancy toll (HOT) lane value pricing system, especially one with a dynamically varying toll system that depends on the congestion levels in the HOT lanes. HOT lane users are influenced by many factors, including toll prices, savings in time, and purpose of the trip. The current methodologies that forecast the demand for a HOT lane value pricing system are aggregate and do not consider individual traveler socioeconomic characteristics, particularly the value of time (VOT). This paper applies heterogeneous VOT for each individual into the generalized travel time function. This approach relaxes the conventional assumption of constant VOT. The generalized travel time function combined with VOT is used as a route choice for each traveler between the two choices (a toll lane versus a nontoll lane) in a HOT lane value pricing system. With this function, each driver is assigned to the network on the basis of a dynamic traffic assignment. This approach is implemented by using TRANSIMS on a large transportation network. TRANSIMS has a microscopic simulation model that enables the user to capture route choice behavior, including each traveler's response to dynamic tolls through heterogeneous VOT. To initiate this capability, TRANSIMS was enhanced to support dynamic toll pricing. It is now capable of presenting the 15-min dynamic toll rates. In addition, the impacts of various tolls on route choice can be analyzed on the basis of socioeconomic and trip characteristics of each traveler.

With the creation in 1992 of the Congestion Pricing Pilot Program, later renamed the Value Pricing Pilot Program, the U.S. Department of Transportation endorsed an expanded investigation into new tolling and pricing applications throughout the United States leveraging electronic toll-collection systems, demand-managing toll rates, and various infrastructure additions and conversions. As of 2005, 15 states had enrolled in the program, and each was attempting some form of tolling or pricing on their highway and road systems. Systematic study of the feasibility of such systems, as required by the program, revealed definitive public attitudes concerning new applications of tolling and pricing. Furthermore, the knowledge gained by earlier practitioners allowed those working on future projects to refine their approach and messages, thereby better managing public perception. This paper identifies the prevailing trends in public opinion concerning tolling and pricing. Using case studies from California, Texas, and Minnesota–where substantial pre- and post-implementation public opinion data are available–the paper identifies common barriers to public acceptance, the selling points of tolling and pricing, the potential supporters and opponents of pricing and tolling proposals, and strategies for educating the public on a proposed program.

Financial management in a company is a decision process subject to achievement of the main goal of the company, that is its value maximization. Estimation of the cost of capital is of great significance in this area. The cost of capital affects the key decisions of the board concerning the scale of investment undertakings, determination of the target, demanded amount and pace of capital growth, shaping of optimal capital structure and other areas of financial management in a company such as capital budgeting, processes of takeovers and fusions etc. It is also a parameter in calculating the return on investment and in other analyses. The utilization of information about the cost of capital in the decision-making process in the company is strictly connected with the assessment of financial management in the company using market value added. The objective of the article is to review the theory confirming the thesis that the effectiveness assessment of financial management in the company, in the context of market value added growth, is largely dependent on the cost of capital in the company. The article is of theoretical-cognitive and methodological character. It constitutes a reason for further empirical research confirming the relation proved in the theory between the cost of capital and company value, which is a basis for the effectiveness assessment of financial management in the company.

Recent studies have shown that value-pricing projects may produce welfare loss when some of the existing lanes on a road are priced using a third-best or a profit-maximizing pricing policy compared to not pricing at all. By simulating scheduling and route choice at the individual level, this paper shows that tolled lanes, which are either newly constructed or are converted from existing free lanes like those on State Route 91 and I-15 in California, allow individuals to travel closer to their preferred schedules without individuals clustering at the peak of travel. The results also show that while the tolled lanes in value-pricing projects yield the most benefits to commuters who have high value of travel time and high cost of travel delay, free lanes users also benefit indirectly from the increased capacity freed up by commuters switching to tolled lanes. In various rounds of simulations using different parameter values and a third-best pricing policy similar to one in use on I-15, where tolls vary to keep volume below a specified level of capacity, value-pricing projects are found to produce consistently larger aggregate benefits compared to conventional road expansion policies.

This article presents findings of the Interstate 15 (I-15) Congestion Pricing Project's Business Impact Study conducted by San Diego State University over the project's 3-year duration. The ExpressPass and FasTrak programs offered drivers of single-occupant vehicles the use of I-15 Express Lanes to achieve faster and more reliable travel along the corridor. The Business Impact Study was designed to assess whether businesses recognized and valued the ExpressPass/FasTrak option. Delivery-based businesses or businesses located along I-15 were more likely to perceive themselves as highly dependent on employees or goods and services traveling the corridor. Such businesses were also more likely to regard the ExpressPass/FasTrak program as important and as having a positive impact. The I-15 FasTrak program ranked substantially lower in importance as a factor affecting business performance than such primary factors as supply of goods and labor, price of certain commodities, and tax levels and policies.

Value pricing is a market-based approach to reduce the waste associated with traffic congestion. It typically involves charging tolls for road use but can encompass a variety of other market-based approaches. The Federal Highway Administration (FHWA) encourages the use of value pricing strategies to reduce congestion, improve transportation system performance, and promote mobility through its Value Pricing Pilot Program. The FHWA is currently working with partners in 12 states to demonstrate the feasibility and benefits of value pricing. Successfully implemented projects exist on highway facilities in California, Texas, Florida, New York, and New Jersey. Additionally, several feasibility studies, preimplementation studies, and pilot simulation tests are under way in these and other states. This article describes various types of value pricing projects and presents what we have learned from those projects that have already been implemented. The article concludes with a discussion of proposals for the future.

Value pricing requires a marketer to price his/her product according to the value the product brings to its user. A product with network effects makes it difficult to assess the value of the product to its customer, thus presenting a challenge to the value pricing principle. This paper reviews the relevant literatures in value pricing and network effects and provides an integrated model to price products with network effects. The value of a product with network effects is decomposed into two parts: autarky value and synchronization value. Linearly combining the two types of values, the model can price both stand‐alone products (with synchronization value equal to zero) and network products (with or without autarky value).

Much research has focused on how consumers and competitors respond to short-term changes in advertising and promotion. In contrast, the authors use Procter & Gamble's (P&G's) value pricing strategy as an opportunity to study consumer and competitor response to a major, sustained change in marketing-mix strategy. They compile data across 24 categories in which P&G has a significant market share, covering the period from 1990 to 1996, during which P&G instituted major cuts in deals and coupons and substantial increases in advertising. The authors estimate an econometric model to trace how consumers and competitors react to such changes. For the average brand, the authors find that deals and coupons increase market penetration and surprisingly have little impact on customer retention as measured by share-of-category requirements and category usage. For the average brand, advertising works primarily by increasing penetration, but its effect is weaker than that of promotion. The authors find that competitor response is related to how strongly the competitor's market share is affected by the change in marketing mix and the competitor's own response and to structural factors such as market share position and multi-market contact. The net impact of these consumer and competitor responses is a decrease in market share for the company that institutes sustained decreases in promotion coupled with increases in advertising.

A case study of value pricing of a proposed capacity expansion for a major congested corridor in the San Francisco Bay Area known as the Sunol Grade is presented. A new high-occupancy vehicle (HOV) lane with a two-passenger-plus occupancy requirement is proposed to be added to the existing three southbound lanes to serve the morning peak period. The performance of the proposed HOV lane is compared with that of a value-priced express lane, which would provide unlimited, free access to vehicles with three-plus occupants and priced access to lower-occupancy vehicles. Compared with the proposed HOV lane, the express lane would reduce total vehicle-hours of delay—on both the general purpose and new lanes—by approximately two-thirds during the morning peak period, according to the queuing and high-occupancy mode-share models used here. These results are due to efficient throughout and increases in HOV mode share, made possible by the free-flowing conditions in the express lane compared with the expected congestion in a two-passenger-plus HOV lane.

Usage of the QuickRide program on the Katy high-occupancy vehicle (HOV) lane in Houston, Texas, is described. The QuickRide program allows two-person carpools to use the HOV lane for $2.00 during peak periods when the lane is restricted to three or more persons. Use of QuickRide during its first year is described, and an analysis of the demand for the program is presented. QuickRide usage, reported travel behavior, and demographic data are used to analyze user travel patterns, travel time savings, and frequency of use. In the 1-year demonstration, demand averaged slightly over 100 vehicles per day, with more than 60 percent of these vehicles traveling in the morning peak. Participants' average use of QuickRide was only about 0.9 times per week, and very few participants used it more than five times per week. Yet a sampling of travel days indicates that, for the $2.00 fee, the average vehicle saves about 20 min of travel time. Responses to a mail-back survey show a significant mode shift from drive-alone to QuickRide, amounting to more than 50 percent of QuickRide trips. A substantial shift was also seen in the time of travel into the peak hour, totaling about one-third of QuickRide trips. Finally, larger household sizes and higher incomes appear to be good predictors of QuickRide use. Interestingly, previous use of the HOV lane was not a good indicator, either positively or negatively, for the frequency of use of QuickRide. These results suggest that ( a) the total demand for HOV-2 value pricing may be limited in major travel corridors, despite large potential time savings; ( b) substantial shifts in mode and time of travel are possible with HOV-2 value pricing; and ( c) household size and income are good indicators, but HOV lane use is a poor indicator, of the frequency of use of an HOV-2 value pricing program.

Sustainable competitive advantage is recognized as a critical factor for survival in the turbulent environments of the 1990s. The limited use of pricing as a strategic tool to gain and hold competitive advantage has created an opportunity for companies willing to redesign their competitive portfolios and go with unorthodox strategy mixes. Proposes an approach to value pricing that can be used to seize and drive competitive advantage, and which yields a price that minimizes the risk that buyers will not perceive value at least equivalent to that provided by a reference product. At the same time, the risk to sellers of not achieving minimum margins is controlled. Suggests that this approach enhances the ability of management to develop dynamic and proactive strategies for pricing.

Kabupaten Cianjur is one of regencies in West java has tourism potential can be relied, and the one of destination is Taman Rekreasi Kota Bunga. Taman Rekreasi Kota Bunga is a recreation area that offers a variety of tourist attraction with the unique feel for the tourist. The number of tourist visits on Taman Rekreasi Kota Bunga has increase from 2008 to 2010. Value based pricing is one of marketing strategy that can be used to increase the number of visit. In connection with these to research studies conducted on the influence value based pricing toward visiting decision Taman Rekreasi Kota Bunga. The purpose of this research is to find value based pricing influence visiting decisions to Taman Rekreasi Kota Bunga. Value based pricing consists of discounting, penetration pricing, value pricing, market segmen pricing. Technique of sampling is systematic random sampling. The method in that used in this research is explanatory survey by using ordinal scale. Analyze from this research use Path Analysis with a computer software tools SPSS 19.0. The result of this research is value based pricing influence significantly 86,6% and the rest influence other factors. Based on the result of statistical test results were obtained, there were four variables of value based pricing which had an influence on visiting decisions of discounting, penetration pricing, market segmen pricing and there was one variables that had no effect on visiting decisions was value pricing. That it can be concluded that direct discounting, penetration pricing, market segmen pricing strong influence the visiting decision on Taman Rekreasi Kota Bunga.

The effectiveness of value pricing for some food-service operations is unquestionable, but not for others. Here's a simple technique that operators can use to determine whether value pricing might increase their profits.