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Housing Associations in the UK are being encouraged to change the way in which they procure their building projects. This work aims to provide a snapshot of current practice in relation to the use of partnering as a procurement approach.

Accordingly a quantitative research design was used to capture data from a sample of 100 of the largest Housing Associations involved in the commissioning of new house building projects in 2003. Two administrations of the survey generated a 43 per cent response rate.

The findings of the study revealed that two differing types of partnering alliance could be identified. The types of partnering alliance identified were considered to have either a ”supply side” or ”demand side” focus. The results show that partnering practice, open‐book cost management, risk analysis and the use of standardised and pre‐fabricated components are now widespread and believed to deliver benefits in project costs, delivery times and quality levels.

The work is limited due to the size of the sample frame and the measuring instrument used which could not uncover reasons for the current practices that were revealed.

The outcomes of the work provide practice with benchmarks that can be used to evaluate organisational approach and if necessary develop alternative approaches to the delivery of partnered projects.

The paper contributes to the body of knowledge available on partnering practice in a client group that has been identified as being key in driving forward the post‐Egan agenda in the construction industry.

This study aims to create the causal relationship between transportation behavior to Karimunjawa, the number of tourists and the amount of CO2 produced; calculate the reduction of CO2 emissions from the transportation to Karimunjawa based on several proposed policy scenarios; and formulate the managerial implication and recommendation to support the implementation of several proposed policy scenarios.

This study develops a system dynamics‐based model by using three sub-systems, i.e. “the number of tourist sub-system,” “the switching behavior of tourist travel sub-system” and “the CO2 emission sub-system.”

The simulation results have shown that, under the current situation, tourist travel behavior should be changed to maximum condition to get the minimum CO2 emission. Improvement of the behavior of tourist in selecting the mode of transportation and the departure point of mini-tour bus and ferry are an effective way to reduce the CO2 emission.

This study only considers limited variables as the driver of the level of change of the capacity of Karimunjawa and the road as well as the variables as the driver of tourism growth. This study only focuses on CO2 emission from the direct impacts of tourist travel; this study does not consider the indirect impact of tourism activity on CO2 emissions. International air travel is not included in the present study.

From a managerial perspective, this study demonstrates that change in the tourist travel behavior is generally not effective in triggering CO2 emission reduction, unless it is accompanied by the strict restriction policy related to the tourist route.

This study has the potential to raise societal awareness that the causality of tourist growth and CO2 emissions should be seen as the impact of tourist travel behavior. In this case, to modify the travel behavior, tourist needs to change their mode of transportation to more sustainable transportation.

This paper intends to fill the literature gap of the effect of tourism growth from two perspectives, namely, tourist travel behavior and environmental. The modeling of tourist transport and CO2 emission will provide an overview of the selection of the problem-solving mode for tourist transport that can give a significant contribution to the greenhouse gas emissions reduction to the environmental.