Tema. Journal of Land Use, Mobility and Environment (University of Naples)
Not a member yet
806 research outputs found
Sort by
Going Round in Circles: Mobility, Destination and Experience
No full textThis paper addresses the changing approaches to transport in urban tourism as seen through the move from functional sectoral accounts towards a perspective informed by the experience economy. By reviewing the traditional service offers, it is possible to unpack what lies within the service dominant logics that lead to co-creation of value and the realisation of quality tourism experiences. The paper then considers the adoption and adaptation of traditional forms of transport within the value proposition in urban tourism. Mobility in tourism is a strangely new focus of attention, strangely because without it there would be no tourism to speak of. However mobility requires a framework of civil and legal entitlements that allow people to move and a transport infrastructure that allows those rights to be realised in both working and leisure time situations. This article will address the construction of the tourism transport infrastructure by examining the ways in which the transportation elements in mobility have been re-thought within tourism. The first part of the paper will re-construct an account of transport and mobility which deals with it in terms of the functions and logistics of delivery, both between points of origin and destinations, and within destinations. These perspectives can be seen in the texts which shape the basic tourism curriculum (Cooper et al, 2008; Page, 2009) and explain how tourism and transport have developed over the years by integrating the opportunities provided by the new technologies – motorised vehicles (both cars and coaches), trains, ships and aeroplanes – to allow for the development of a range of destinations. Lumsdon and Page (2004) introduced a new approach to transport and tourism by distinguishing between transport for tourism and transport as tourism, which provides a linkage between the first and second parts of this article. The second part will develop an account of mobility in tourism that demonstrates how their uniqueness derives from what the ‘Service-dominant (S-D) logic’ (Vargo and Lush, 2004; Vargo and Morgan, 2005; Vargo and Lush 2006) would call value co-creation. Hyde and Laesser (2008) emphasised the important role of transport in the tourist decision-making process associated with destination choice behaviour but it is necessary to move beyond this construction of the interconnections (Andersson, 2007). These elements of transport were generally considered to be “goods” or “products” including both tangible and intangible factors. Physical goods become one element among others in a total service offering, from an exhibition to a living performance or a concert and transportation has become an integral part of that experience if not of the offer.This paper addresses the changing approaches to transport in urban tourism as seen through the move from functional sectoral accounts towards a perspective informed by the experience economy. By reviewing the traditional service offers, it is possible to unpack what lies within the service dominant logics that lead to co-creation of value and the realisation of quality tourism experiences. The paper then considers the adoption and adaptation of traditional forms of transport within the value proposition in urban tourism. Mobility in tourism is a strangely new focus of attention, strangely because without it there would be no tourism to speak of. However mobility requires a framework of civil and legal entitlements that allow people to move and a transport infrastructure that allows those rights to be realised in both working and leisure time situations. This article will address the construction of the tourism transport infrastructure by examining the ways in which the transportation elements in mobility have been re-thought within tourism. The first part of the paper will re-construct an account of transport and mobility which deals with it in terms of the functions and logistics of delivery, both between points of origin and destinations, and within destinations. These perspectives can be seen in the texts which shape the basic tourism curriculum (Cooper et al, 2008; Page, 2009) and explain how tourism and transport have developed over the years by integrating the opportunities provided by the new technologies – motorised vehicles (both cars and coaches), trains, ships and aeroplanes – to allow for the development of a range of destinations. Lumsdon and Page (2004) introduced a new approach to transport and tourism by distinguishing between transport for tourism and transport as tourism, which provides a linkage between the first and second parts of this article. The second part will develop an account of mobility in tourism that demonstrates how their uniqueness derives from what the ‘Service-dominant (S-D) logic’ (Vargo and Lush, 2004; Vargo and Morgan, 2005; Vargo and Lush 2006) would call value co-creation. Hyde and Laesser (2008) emphasised the important role of transport in the tourist decision-making process associated with destination choice behaviour but it is necessary to move beyond this construction of the interconnections (Andersson, 2007). These elements of transport were generally considered to be “goods” or “products” including both tangible and intangible factors. Physical goods become one element among others in a total service offering, from an exhibition to a living performance or a concert and transportation has become an integral part of that experience if not of the offer
Estimating External Costs of Transportation in Regional Areas: Using Available Statistical Data the Case of the Region of Campania
Get PDFIn this paper simplified methods for estimating the external costs due to transportation in regional areas are proposed. The methods are based on data available by national and regional statistical sources and do not need specific surveys; they allow obtaining approximate estimates useful for a preliminary evaluation of transportation plans, policies and projects. In more detail, a negative externality is defined as a cost that is produced by subject A and is borne by subject B; moreover, subject A does not consider the effects of his/her behavior on subject B and does not compensate subject B for the costs that this last one is forced to bear. In this paper after a literature review on methodologies proposed for estimating external costs, in national and international ambits, the main external costs produced by transportation systems in the Region of Campania are estimated. The main external costs considered are: greenhouse gas emissions, air pollution, noise, accidents and congestion. In the paper the secondary external costs are neglected; the main ones are: water and soil pollution; landscape and nature damages; upstream and downstream effects; visual intrusion; separation effects; soil occupancy. In this paper the external costs estimated are the ones produced not only by road traffic, that anyway is the main “culprit”, but also by rail and air transportation systems. The evaluation of external costs has required the collection of several data on the regional mobility and the estimation of veh-kms per year produced in Campania by cars and freight vehicles. The estimation of veh-kms per year is based on circulating vehicles, subdivided by the COPERT classification, and on average yearly distances covered by each vehicle class. Other regional statistical data are collected about regional rail transport and air services at the main airports of the region. Moreover, since the evaluation of some external costs is based on damages on human health, it required to give a value to human life and to health damages. The results show as the largest costs are due to air pollution (38.0 %) and accidents (28.2 %); noise amounts to 18.4 %, while less importance is assumed by congestion (10.6 %) and greenhouse gas emissions (4.8 %). Moreover, the results show also as the amount of external costs overcomes 4 € billions per year and is equal about to 4.7 % of regional GDP; in particular, it is highlighted as the environmental costs (greenhouse gas emissions, air pollution and noise) overcome 60 % of total costs. The obtained results have shown as the external costs are significant respect to other costs of transportation systems and as they should be always evaluated when public funds are invested for improving transportation systems.In this paper simplified methods for estimating the external costs due to transportation in regional areas are proposed. The methods are based on data available by national and regional statistical sources and do not need specific surveys; they allow obtaining approximate estimates useful for a preliminary evaluation of transportation plans, policies and projects. In more detail, a negative externality is defined as a cost that is produced by subject A and is borne by subject B; moreover, subject A does not consider the effects of his/her behavior on subject B and does not compensate subject B for the costs that this last one is forced to bear. In this paper after a literature review on methodologies proposed for estimating external costs, in national and international ambits, the main external costs produced by transportation systems in the Region of Campania are estimated. The main external costs considered are: greenhouse gas emissions, air pollution, noise, accidents and congestion. In the paper the secondary external costs are neglected; the main ones are: water and soil pollution; landscape and nature damages; upstream and downstream effects; visual intrusion; separation effects; soil occupancy. In this paper the external costs estimated are the ones produced not only by road traffic, that anyway is the main “culprit”, but also by rail and air transportation systems. The evaluation of external costs has required the collection of several data on the regional mobility and the estimation of veh-kms per year produced in Campania by cars and freight vehicles. The estimation of veh-kms per year is based on circulating vehicles, subdivided by the COPERT classification, and on average yearly distances covered by each vehicle class. Other regional statistical data are collected about regional rail transport and air services at the main airports of the region. Moreover, since the evaluation of some external costs is based on damages on human health, it required to give a value to human life and to health damages. The results show as the largest costs are due to air pollution (38.0 %) and accidents (28.2 %); noise amounts to 18.4 %, while less importance is assumed by congestion (10.6 %) and greenhouse gas emissions (4.8 %). Moreover, the results show also as the amount of external costs overcomes 4 € billions per year and is equal about to 4.7 % of regional GDP; in particular, it is highlighted as the environmental costs (greenhouse gas emissions, air pollution and noise) overcome 60 % of total costs. The obtained results have shown as the external costs are significant respect to other costs of transportation systems and as they should be always evaluated when public funds are invested for improving transportation systems
The City from the Wire: the Aerial Cable Transport for the Urban Mobility
Get PDFLo spostamento urbano orientato a superare dislivelli, salti di quota e singolarità orografiche presenti all’interno delle città, in particolare quelle collinari, riveste notevole interesse nell’analisi del rapporto fra mobilità e governo delle trasformazioni urbane in quanto investe una considerevole serie di fattori fisico/funzionali in grado di produrre impatti ed esternalità che, se ben governate, possono innescare processi di decongestionamento, sviluppo sostenibile e promozione turistica della città. L’articolo muove dalla considerazione del trasporto urbano sospeso a mezzo funi (funivie) come una possibile, effettiva alternativa per lo spostamento collettivo fra ambiti diversi della città, in particolare in quelle città caratterizzate da singolarità geomorfologiche e/o idrografiche del territorio che si prestano ad essere ‘superate’ da sistemi di mobilità in quota. Tali peculiarità, in molti contesti urbani internazionali, contribuiscono inoltre ad incrementarne l’amenità e, come in molti casi italiani, il fascino urbano. Lo spostamento funiviario diviene quindi: efficace sistema di trasporto urbano fra luoghi della città, spesso posti a quote diverse e per i quali sussiste una minore accessibilità per via terrestre, ed al contempo, affascinante mezzo per la mobilità turistica che trova, nella possibilità di osservare la città dall’alto (muovendosi su di essa), una delle attrattive di maggiore interesse. Tale interessante convergenza funzionale è stata più volte messa in evidenza negli studi svolti su questa modalità trasportistica che nel passato era considerata una delle reali possibilità per lo spostamento urbano. Molte sono le città connotate da tale tipologia di mobilità ed all’interno delle quali sono già presenti sistemi di risalita, collegamento obliquo (o in quota) fra parti della città assicurati da sistemi di funivie urbane, funicolari, scale mobili, tapis roulant, etc. Un approfondimento viene inoltre fornito relativamente agli impianti a fune, attualmente in esercizio in molte città del mondo, che evidenziano l’efficacia delle soluzioni di mobilità in quota, anche non necessariamente destinate alla risalita, adottate in contesti metropolitani extra-europei già dagli anni ‘70. Inoltre uno specifico focus riguarda gli impianti attualmente dismessi di Torino e Napoli e possibili prospettive di recupero in un nuovo sistema di mobilità urbana. Per la città di Napoli viene analizzato il nuovo progetto per un impianto funiviario fra il museo Archeologico, che si trova all'interno del centro storico, e quello di Capodimonte, che è ubicato sulla collina omonima, all'interno della ben nota area del palazzo reale. Infine vengono descritte due nuove proposte di funivie urbane riguardanti le città di Roma e Milano. Per le due più grandi città italiane, esistono due interessanti proposte; nel caso di Milano, si pensa ad una linea a diversi segmenti per collegare aree lungo un percorso che include svincoli e stazioni nei principali nodi urbani, a partire dall'aeroporto. Nel caso di Roma il "link" funiviario supera il fiume Tevere e collega i due grandi quartieri dell’EUR e della Magliana, storicamente divisi dalla barriera fluviale.The urban transfer oriented climbing slopes, jumps and singularities of altitude topography found within cities, particularly those hills, is of considerable interest in the analysis of the relationship between mobility and urban land management in covering a considerable range of physical/functional factors can produce impacts and externalities which, if well-managed, can trigger processes reliever, sustainable development and promoting tourism inside the city. The article starts from the consideration of urban transport by ropeways as a viable, effective alternative to the collective transfer among different areas of the city, particularly in those cities which are characterized by unique morphological or hydrographic territory of which lend themselves to be ‘dated’ by mobility systems at high altitude. These features, in many international urban context, also contribute to enhance the amenity and the urban appeal. The paper seeks to emphasize how the ropeways can becomes efficient urban transport system between locations in the city, often placed at different heights and for which there is a less accessibility by ground, and at the same time, a fascinating way of tourist mobility that allow people to observe the city from above (moving on it), in a sort of dynamic view. This interesting functional convergence has been often highlighted in the studies conducted on this mode of transportation which in the past was considered one of the real possibilities for urban moving. Many cities are characterized by this type of mobility and within which existing systems of lifts, oblique connection between parts of the city secured by urban systems, lifts, cable cars, escalators, moving walkways, etc. . A focus it is also provided in relation to the ropeways, currently operating in many cities around the world, highlighting the effectiveness of mobility solutions at high altitude, although not necessarily intended for the slope, taken in metropolitan contexts outside of Europe since the ‘ 70 year. Furthermore a specific attention it is payed to the plants currently disused in Turin and in Naples with a special regard to the possible recovery prospects in a new urban mobility system. For the city of Naples it is presented also a new project for a rope way between the two famous museums: the Archeological, which is located inside the inner city, and the Capodimonte one which is at top if the hill of Capodimonte inside the well known area of the royal palace. Finally some new projects are presented regarding the cities of Rome and Milan. For the two biggest Italian cities, there are two ropeways designed that will, in the case of Milan, to link urban areas along a path that includes interchanges and stations in major urban hubs, starting from the airport; in the case of Rome the “link” will cross the river Tevere in order to connect two large districts of the city: the EUR and Magliana, historically splitted by the barrier river
Mobility choices, urban sprawl and environmental costs
Get PDF La relazione tra scelte di mobilità e modelli di crescita urbana è stata largamente esplorata in ambito scientifico fin dagli anni Novanta. Studi e ricerche hanno chiaramente evidenziato che la priorità assegnata nel corso del Novecento alla mobilità privata su gomma e l’elevata libertà di spostamento garantita dall’automobile hanno rappresentato fattori determinanti per la rapida diffusione di modelli insediativi a bassa densità che, a loro volta, hanno costituito un fattore amplificativo della domanda di spostamento, favorendo la realizzazione di nuove reti viarie. Tali modelli insediativi, generalmente individuati con l’espressione anglosassone “urban sprawl”, si sviluppano prevalentemente nelle aree agricole limitrofe alle grandi aree urbane e lungo le infrastrutture di trasporto. Si tratta di insediamenti a carattere discontinuo, irregolare, che lasciano ampie enclaves agricole al proprio interno e caratterizzati, oltre che da una bassa densità residenziale, da una rigida separazione tra residenze, attività commerciali, luoghi di lavoro e dall’assenza di centri di aggregazione. I fenomeni di sprawl, sviluppatisi fin dalla prima metà del secolo scorso in America, sono stati largamente alimentati dalla rapida diffusione del trasporto individuale su gomma. Alla preferenza accordata dagli Americani all’insediamento residenziale a bassa densità e caratterizzato da ampi spazi verdi faceva riscontro, almeno fino a cinquant’anni fa, la compattezza delle città storiche europee formatesi prima dell’avvento dell’automobile. Negli ultimi cinquant’anni tali fenomeni si sono largamente diffusi sia in Europa che in Italia, dove le connessioni territoriali sono state in larga misura affidate alla rete viaria e dove solo di recente rispetto ad altri paesi europei si è puntato sul trasporto su ferro come strumento chiave per ridurre i fenomeni di inquinamento e di congestione indissolubilmente connessi alla motorizzazione di massa. Con gli anni Novanta, e soprattutto con la diffusione del paradigma della sostenibilità, emerge con chiarezza non solo la scarsa sostenibilità di una mobilità esclusivamente affidata all’auto privata ma, anche, le numerose esternalità negative, soprattutto in termini di costi ambientali, della relazione tra scelte in materia di mobilità e diffusione degli insediamenti sul territorio. A partire dunque da studi e ricerche che hanno affrontato tali tematiche soprattutto in riferimento al contesto europeo, questo contributo propone un focus sulla diffusione dei fenomeni di sprawl urbano, in larga misura conseguenti alle scelte effettuate in materia di mobilità, in Europa; ne esamina i principali costi, soprattutto di tipo ambientale ed evidenzia, infine, i principali indirizzi che la ricerca europea, con l’obiettivo di contrastare i fenomeni di diffusione insediativa e i conseguenti costi ambientali, ha messo a punto per ri-orientare le scelte in materia di mobilità e di uso del suolo.The relationship between mobility and patterns of urban development has been in depth analyzed by many scholars since the Nineties. They clearly highlighted that the priority assigned during the last century to the private cars and the potential for a high freedom in all kind of trips guaranteed by cars represented the key factors for the fast spreading of low density residential settlements which, in turn, drove towards an increase in the mobility demand and, consequently to the building up of new road infrastructures. Such patterns of settlements, generally defined through the expression “urban sprawl”, often affect rural areas surrounding big cities, developing themselves along main transport axes and/or along coastlines. Generally, these types of settlements are scattered and irregular, including large agricultural “enclaves”. They are also characterized, apart from the low densities, by the strict separation among residential, commercial and productive areas and by the lack of meeting places. Urban sprawl has been developing in the United States since the beginning of the last century, triggered and largely fed by the mass spreading of private cars. Up to the Fifties, the compactness of historical cities in Europe counterbalanced the spreading of the low densities residential settlements in the United States. Nevertheless, starting from the Fifties, urban sprawl has been rapidly spreading in Europe and in Italy too. In detail, in Italy, territorial development was largely relied upon road networks and only recently, in comparison with other European countries, more efforts have been directed towards the implementation of effective rail networks in urban areas too, meant as a key tool to avoid pollution and congestion phenomena, generally consequent to the mass motorization. In the Nineties, mainly due to the spreading of the sustainability paradigm, the awareness of the un-sustainability of a mobility largely relied upon private cars and of the numerous and generally undesirable effects due to the relation between mobility choices and sprawling of the cities largely increases. Thus, according to the current relevance of the phenomena of sprawling, this paper will focus on urban sprawl in Europe. In detail, based on current scientific literature and on the main findings of European Research Projects, the relation between patterns of residential settlements and mobility choices and the main consequences, in terms of environmental and social costs due to urban sprawl will be analysed. Finally, main issues and guidelines arising from European research projects and mainly addressed to change current mobility and land use patterns, opposing to urban sprawl and to its consequences, will be highlighted
Going round in circles: mobility, destination and experience
Get PDFThis paper addresses the changing approaches to transport in urban tourism as seen through the move from functional sectoral accounts towards a perspective informed by the experience economy. By reviewing the traditional service offers, it is possible to unpack what lies within the service dominant logics that lead to co-creation of value and the realisation of quality tourism experiences. The paper then considers the adoption and adaptation of traditional forms of transport within the value proposition in urban tourism. Mobility in tourism is a strangely new focus of attention, strangely because without it there would be no tourism to speak of. However mobility requires a framework of civil and legal entitlements that allow people to move and a transport infrastructure that allows those rights to be realised in both working and leisure time situations. This article will address the construction of the tourism transport infrastructure by examining the ways in which the transportation elements in mobility have been re-thought within tourism. The first part of the paper will re-construct an account of transport and mobility which deals with it in terms of the functions and logistics of delivery, both between points of origin and destinations, and within destinations. These perspectives can be seen in the texts which shape the basic tourism curriculum and explain how tourism and transport have developed over the years by integrating the opportunities provided by the new technologies – motorised vehicles (both cars and coaches), trains, ships and aeroplanes – to allow for the development of a range of destinations. Lumsdon and Page (2004) introduced a new approach to transport and tourism by distinguishing between transport for tourism and transport as tourism, which provides a linkage between the first and second parts of this article. The second part will develop an account of mobility in tourism that demonstrates how their uniqueness derives from what the ‘Service-dominant (S-D) logic’ would call value cocreation. Hyde and Laesser (2008) emphasised the important role of transport in the tourist decision-making process associated with destination choice behaviour but it is necessary to move beyond this construction of the interconnections. These elements of transport were generally considered to be “goods” or “products” including both tangible and intangible factors. Physical goods become one element among others in a total service offering, from an exhibition to a living performance or a concert and transportation has become an integral part of that experience if not of the offer.This paper addresses the changing approaches to transport in urban tourism as seen through the move from functional sectoral accounts towards a perspective informed by the experience economy. By reviewing the traditional service offers, it is possible to unpack what lies within the service dominant logics that lead to co-creation of value and the realisation of quality tourism experiences. The paper then considers the adoption and adaptation of traditional forms of transport within the value proposition in urban tourism. Mobility in tourism is a strangely new focus of attention, strangely because without it there would be no tourism to speak of. However mobility requires a framework of civil and legal entitlements that allow people to move and a transport infrastructure that allows those rights to be realised in both working and leisure time situations. This article will address the construction of the tourism transport infrastructure by examining the ways in which the transportation elements in mobility have been re-thought within tourism. The first part of the paper will re-construct an account of transport and mobility which deals with it in terms of the functions and logistics of delivery, both between points of origin and destinations, and within destinations. These perspectives can be seen in the texts which shape the basic tourism curriculum and explain how tourism and transport have developed over the years by integrating the opportunities provided by the new technologies – motorised vehicles (both cars and coaches), trains, ships and aeroplanes – to allow for the development of a range of destinations. Lumsdon and Page (2004) introduced a new approach to transport and tourism by distinguishing between transport for tourism and transport as tourism, which provides a linkage between the first and second parts of this article. The second part will develop an account of mobility in tourism that demonstrates how their uniqueness derives from what the ‘Service-dominant (S-D) logic’ would call value cocreation. Hyde and Laesser (2008) emphasised the important role of transport in the tourist decision-making process associated with destination choice behaviour but it is necessary to move beyond this construction of the interconnections. These elements of transport were generally considered to be “goods” or “products” including both tangible and intangible factors. Physical goods become one element among others in a total service offering, from an exhibition to a living performance or a concert and transportation has become an integral part of that experience if not of the offer