Tema. Journal of Land Use, Mobility and Environment (University of Naples)
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Il turismo è un fenomeno spaziale
Get PDFTourism and activities it generates are combined with the territorial factor giving rise to the process of using the service in which, essentially, the delivery and consumption of tourism, an entity largely immaterial, are simultaneous in a geographical context chosen by the consumer and defined tourist destination. If clarification of the concept of tourism and tourism product was essential to explain to some extent the reasons for the offer (why tourism activities born and develop?), the opportunity to single out, among the various definitions that have been proposed in the literature, the characteristic features of the destination seems equally significant to get to the explanation of why management system offered (comprehensive and complex product). The basic questions are: What drives tourists to go from s place of habitual residence to a place in which the natural, environmental and cultural region are completely different from starting? What does turning a geographical place into a tourism destination? Because some tourists prefer certain destinations than the other? What is the impact of tourism in terms of territorial and urban mobility? The transport system can be considered a resource-generating competitive advantages? The framework of the article is represented by the Marshallian theory of industrial district which puts the land and its resources behind the development of the local system. It tries to overlay the framework VRIO (Value, Rarity, inimitably, Organization), derived from the Resource Based View, in determining whether a particular resource area can generate a sustainable competitive advantage and lasting. Stakeholder Theory is the framework that leads the analysis of the impact of tourism development policy on local businesses and the framework of Corporate Social Responsibility leads in environmental issues. Against this background, in this paper will be exhibited in the various contributions of the literature on tourism systems starting from the basic that tourist is a person who drives a process of spending a part of his income in a place other than in his habitual residence. The choice of the destination to enjoy the tourist facilities and carry out the complementary activities of consumption is the result of a complex decision-making process based on selection among alternative competitive solutions that are able to respond to a set of needs and aspirations to equal costs and level of services required. Then you will be taken into consideration of the manner in which a geographic location becomes a tourist destination and the way in wich the structural characteristics (accommodation services, catering, equipment) and infrastructure (accessibility geographical, social and economic) are able to express a point of "emotional" for tourists; the encounter between supply and demand is seen according to the post-Fordist framework of "Mutual Value" that drives the service process in tourism businesses and the way in which an assets (tangible and intangible) may be able to generate a competitive advantage in the market. Hereinafter the tourism phenomenon is related to the concept of territorial mobility to highlight the impact that it creates on environmental and urban planning, and the need to monitor and plan the phenomenon for structural and infrastructural adjustment of the territory in the way of sustainability. Finally will be exposed some cases of urban and extra-urban mobility in tourism according to a perspective that sees the urban and suburban transport a real resource (VRIO) generating competitive advantage for the local system.Il turismo e le attività da esso generate si combinano con il fattore territoriale dando luogo al processo di fruizione del servizio turistico caratterizzato essenzialmente dalla contestualità dell’erogazione e del consumo di un’entità in buona parte immateriale in un contesto geografico scelto dal consumatore e definito destinazione turistica. Se la chiarificazione del concetto di turismo e di prodotto turistico è risultata essenziale per spiegare in un certo senso le ragioni dell’offerta (perché nascono e si sviluppano le attività turistiche?), altrettanto significativa sembra l’opportunità di enucleare, tra le varie definizioni che sono state proposte nella letteratura specialistica, gli elementi caratteristici della destinazione turistica per arrivare alla spiegazione delle ragioni del management del sistema di offerta (prodotto complesso e globale). Le domande di fondo sono: Cosa spinge i turisti a partire dal luogo di abituale dimora per recarsi in una località che presenta caratteristiche naturali, ambientali e culturali completamente diverse dalla regione di partenza? Cosa fa trasformare un territorio in una destinazione? Perché alcuni flussi turistici prediligono determinate destinazioni rispetto alle altre? Quale è l’impatto sul piano della mobilità territoriale ed urbana? Il sistema dei trasporti può essere considerato una risorsa generatrice di vantaggi competitivi per una destinazione turistica? Il framework dell’articolo è rappresentato dalla teoria marshalliana del distretto industriale che pone il territorio e le sue risorse alla base dello sviluppo del sistema locale. Ad esso si tenta di sovrapporre il framework VRIO (Valore, Rarità, Inimitabilità, Organizzazione), derivato dalla Resource Based View, per stabilire se una determinata risorsa del territorio, nel caso di specie il sistemi di trasporto urbano ed extraurbano, può generare un vantaggio competitivo sostenibile e duraturo. Per l’analisi delle problematiche dell’impatto sul territorio delle politiche di sviluppo turistico e del Destination Management è utile il riferimento alla Stakeholder Theory ed un approccio Corporate Social Responsability (CSR). Date queste premesse, nel paper vengono esposti i vari contributi della letteratura specialistica sui sistemi turistici partendo dall’assunto di base che il turista è un soggetto che attiva un processo di spesa di parte del suo reddito in un luogo diverso dalla sua abituale dimora. La scelta della destinazione in cui fruire dei servizi turistici e svolgere le attività collaterali di consumo è il frutto di un processo decisionale complesso basato sulla selezione competitiva tra soluzioni alternative che siano in grado di rispondere ad un insieme di bisogni ed aspirazioni a parità di costi e di livello di servizi richiesti. Successivamente viene preso in esame il modo con cui una località geografica diviene destinazione turistica e come le caratteristiche strutturali (servizi di alloggio, ristorazione, accessori) ed infrastrutturali (accessibilità geografica, sociale ed economica) possano essere in grado di esprimere un richiamo "emozionale" per il turista; l’incontro tra domanda ed offerta viene visto in un’ottica postfordista secondo il framework “Mutual Value” che assegna un ruolo fondamentale alla componente dei servizi presente nell’offerta di vendita dei beni (materiali ed immateriali) per generare un vantaggio competitivo sul mercato. In prosieguo il fenomeno turistico viene messo in relazione al concetto di mobilità territoriale per evidenziare l’impatto che esso genera sul piano ambientale ed urbanistico e la necessità di monitorare il fenomeno e pianificare le azioni di adeguamento strutturale ed infrastrutturale del territorio nella direzione della sostenibilità. Infine verranno esposti dei casi di mobilità urbana ed extraurbana di tipo turistico secondo una prospettiva che vede il trasporto urbano ed extraurbano una vera e propria risorsa (VRIO) generatrice di vantaggio competitivo per il sistema locale
La gestione dei flussi turistici tramite sistemi di trasporto innovativi: l’esempio di Perugia
Get PDFStarting from 70’s, the City of Perugia has combined a high level of tourism attractiveness, due to thousands of years old environmental and cultural heritage, with a very innovative and sustainable approach to tackling urban mobility issues. The idea to create car parks all around the historic centre connected to the acropolis by mechanized routes (escalators and elevators), as the quickest way to get to final destinations in the most attractive areas of the City, has been recently enlarged and still further developed thanks to the realization of the metroline “Minimetro”, an innovative with a very low environmental impact mean of transport, that links in only 12 minutes the suburban area of Pian di Massiano, equipped with around 2.800 parking spaces, to the city centre, serving several urban districts with a less than one minute trip frequency. Minimetro transport system, nowadays a strong urban public transport corridor, suggested to plan and carry out new strategies to manage touristic flows, becoming the main mode of transport to access the city centre, both for small informal groups of tourists and for big organized ones, carried by coach. The tourist flows management arisen from this transport system is a breakthrough in the implementation of a city management strategy able to combine tourism attractiveness, economic growth, cultural heritage preservation and improvements in the quality of life for citizens. The use of Minimetro transport system for managing tourist flows offers many social and environmental advantages as a cut of 50% of pollutant emissions and waste of energy; moreover, the Minimetro system is becoming itself a “local monument”, boosting the tourism in the city of Perugia and promoting the enhancement and the increase in value of the areas served by the system; more and more, the Minimetro stations are going to turn into “stopping places” of urban cycle and pedestrian paths, increasing the potential of soft mobility in the city. Future scenarios in urban mobility management, with special reference to tourist coaches that arrive to Perugia, will be characterized by a technology enablement allowing a better monitoring control of focused city areas. The high-tech tools will make it possible to exclude unauthorized road users and to manage exceptions, enabling for the access vehicles that meet all the requirements. On this point, the Municipality of Perugia, as coordinator of a partnership composed of Italian Local authorities, has been awarded a grant from Elisa III (a programme financed by Presidency of Council of Ministers – Regional Affairs Department), for a submitted project entitled "Concerto". The "Concerto" project approaches the tourist flows management from a very innovative point of view, introducing concepts as accreditation, info-mobility and control of the accesses linked to geo-referenced services provision.La città di Perugia ha, fin dagli anni ’70, unito alla sua capacità di attrazione turistica, dovuta al patrimonio storico ambientale plurimillenario, una volontà di affrontare il tema della mobilità urbana in maniera profondamente innovativa ed ambientalmente sostenibile. Il concetto della creazione di parcheggi di attestazione, serviti da percorsi meccanizzati di risalita verso l’acropoli, è stato recentemente ampliato dalla creazione del Minimetro, mezzo di trasporto innovativo, dal ridottissimo impatto ambientale, che unisce in soli 12 minuti, con un servizio semicontinuo, l’area di valle di Pian di Massiano, dotata di un capace parcheggio da circa 2800 posti auto, al centro cittadino, servendo diversi quartieri urbani. Tale sistema di trasporto, corridoio forte del trasporto pubblico urbano, ha fornito lo spunto per attuare una nuova modalità di gestione dei flussi turistici, che individua nel Minimetro la modalità principale di accesso al centro storico sia per i gruppi a numero ridotto, sia per i gruppi organizzati in arrivo con i bus turistici. L’organizzazione della mobilità turistica che ne è derivata costituisce un ulteriore passo in avanti lungo quell’itinerario di gestione della città che cerca di coniugare l’attrattiva turistica, con le sue ricadute in termini di crescita economica, e la salvaguardia del patrimonio storico artistico e della qualità della vita dei cittadini. Gli scenari futuri vedono un’iniezione di tecnologia in questo contesto, con l’introduzione nella gestione dei flussi turistici dei concetti di accreditamento, dell’infomobilità come supporto alle politiche urbane, del controllo unito alla fornitura di servizi georeferenziati
Campania: Territory and City in Front of the Challenge of the Logistics
Get PDFAll’interno del sistema territoriale meridionale la Regione Campania si presenta come un polo importante nel settore del trasporto e dello smistamento delle merci. Questo ruolo si è venuto rinforzando in seguito alla realizzazione di infrastrutture dedicate alla logistica, connesse ad infrastrutture di supporto. Il sistema campano presenta punte di eccellenza di livello nazionale che possono incentivare il ruolo della Regione in questo settore, ma presenta anche fattori negativi che possono rallentare il decollo del settore. Si fa riferimento alle strozzature infrastrutturali e gestionali che ne inceppano l’efficienza, ma anche alla debolezza del sistema produttivo regionale che non garantisce una massa critica locale alla logistica campana. Un terzo aspetto è la mancanza di un chiaro disegno di programmazione degli investimenti e una maggiore chiarezza dei ruoli da assegnare alle diverse iniziative, nate soprattutto sulla base di spinte localistiche non coordinate. Il paper analizza la situazione della logistica territoriale in Campania e delle sue interrelazioni territoriali individuando punti di forza e di debolezza e potenziali fattori evolutivi. Gli aspetti della logistica che vengono affrontati sono di tipo territoriale e si differenziano da quelli della logistica urbana per la quantità di merci movimentate e per la concentrazione in pochi poli strategici, in quanto queste piattaforme logistiche richiedono attrezzature specializzate e ampi spazi per la movimentazione e il deposito. L’analisi del rapporto tra territorio e logistica individua quelli che sono i principali elementi di interconnessione e, spesso, di crisi, nell’uso dello spazio fisico, in ragione degli obiettivi a volte divergenti tra il governo del territorio ed i soggetti economici. Si passa successivamente ad analizzare lo stato del movimento merci in relazione alla portualità mediterranea e lo stato del sistema logistico campano (non ancora definito in tutte le sue parti) in relazione anche alla situazione economica e territoriale regionale. A questo scopo il paper approfondisce anche l’evoluzione della pianificazione territoriale in Campania, mettendo in evidenza come molte scelte, tra cui quelle connesse alla localizzazione degli impianti della logistica, siano avvenute al di fuori di strumenti di piano vigenti.Logistics can be defined as the process of planning, organization and control of all the activities of transport and storage of goods and informations; it interests all the productive phases, from the acquisition of raw materials, to the production process in the factories, up to the delivery of the finished products to the final customers. The specific trend of the production’s process due to the logistics involves the flows and the storage of goods, from raw materials to semi-finished goods to finished products, so they are available to consumers. In this way the logistics intersects the territory at different stages of its activity: when the raw materials are brought to the factory, when the factory sends to other factories semi-production units, where products are stored in equipped areas, and when the final goods are brought to terminal sales. Within the Southern territorial system the Campania is an important hub in the transport and sorting of goods. This role has made stronger after the carrying out of new infrastructures dedicated to the logistics, related to other support infrastructures, as railways and motorways. The regional system presents nationwide excellence’s peaks that could encourage its role in this sector, but there are also negative factors that may to slow the take-off of the sector. The reference is to the infrastructures and operating bottlenecks interfering the efficiency, but also to the weakness of the regional production’s system that doesn’t ensures a local critical mass to the logistics of the region. A third aspect is the lack of a clear structure of programming investment and greater clarity of roles assigned to various initiatives, arising mainly on local, uncoordinated pushes. The paper analyzes the situation of territorial logistics and of its spatial interrelationship in Campania, identifying strengths, weaknesses, and potential evolutionary factors. The discussion faces up aspects of territorial logistics; they differ from the urban logistics for the amount of handled commodities and for the concentration in a few strategic poles, because these logistics platforms require specialized equipments and wide spaces for movement and deposit. The first part of the paper analyses the relationships between territory and logistics and identifies either the main elements of interconnection or, often, of crisis in the use of physical space, for reasons of the diverging objectives between the territorial government and the economic actors. The second part considers the condition of good’s movement in relation to the Mediterranean port facilities, to the state of the logistics system of Campania, and to the economic and territorial situation of the region. To this purpose, the paper also explores the evolution of territorial planning in Campania, highlighting how a series of choices, including those related to the location of logistics facilities, have been made outside of existing planning tools
Estimating external costs of transportation in regional areas using available statistical data: the case of the region of Campania
Get PDF 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. Using the proposed methods the external costs of transportation in the region of Campania are estimated. First results show the relevance of external costs and the applicability of proposed methodologies for an Italian region; the same methodologies can be applied to regions of other European countries where the data are available. Nell'articolo si propongono delle metodologie semplificate per la stima dei costi esterni prodotti dai sistemi di trasporto in ambito regionale, che possono essere utilizzate basandosi sui dati statistici disponibili per le diverse regioni italiane, senza la necessità di predisporre apposite indagini. Queste metodologie consentono di ottenere una stima preliminare dei costi esterni principali, utile per valutare piani, politiche e progetti di sistemi di trasporto. Nella nota, dopo un esame dello stato dell’arte delle metodologie per la stima dei costi esterni proposte in ambito internazionale e degli studi sviluppati sull’argomento, si stimano i costi esterni principali (emissioni di gas serra, inquinamento atmosferico, inquinamento acustico, incidentalità e congestione) prodotti dai sistemi di trasporto in Regione Campania. In particolare sono stati stimati i costi esterni prodotti non solo dal traffico stradale, che comunque risulta essere il principale “colpevole”, ma anche dal trasporto ferroviario ed aereo. I risultati ottenuti nell’ambito della Regione Campania hanno mostrato come l’entità dei costi esterni non sia trascurabile in rapporto al PIL regionale e come i costi esterni di maggiore entità risultino essere quelli ambientali: inquinamento acustico, inquinamento atmosferico ed emissioni di gas serra. I risultati ottenuti hanno mostrato la rilevante incidenza dei costi esterni e la necessità che essi siano correttamente ed opportunamente valutati ogniqualvolta si investono soldi pubblici in progetti di miglioramento dei sistemi di trasporto
The Joint Cities
No full textThe new connections, which high speed train allows to activate among the metropolitan systems, seem to be able to give life to new urban macro-structures for which the transfer time, among the main poles of the railway segment, becomes comparable to an inside moving into the city and therefore considered as an inter-functional mobility. The tunnel effect generated by the high speed connection seems to be able to allow a new temporal and functional joint among the metropolitan systems consequently supporting the possibility, for the users, to move themselves among the different urban functions belonging to the different cities. The birth of these urban aggregations seems to drive towards new megalopolis, which we can define for the first time with the term: joint-city. For this new metropolitan settlement it seems to be very interesting to investigate the constitutive peculiarities, the systemic articulation, its relational structures, the evolutionary scenarios, and so on. The urban functions (activities) can be considered as structures of relationships between people that allows to define "organizational links" inside the community; the urban functions are located in specific places inside urban container or in open spaces. The urban functions represent the urban engines and the functional system can be thought as the “soul of the city", abstract but essential to its survival. In the definition set out here the analysis is carried out for many interconnected urban functional system points (specifically those in Rome and Naples). The new high speed railway has to be considered not only as a new channel of mobility between cities, but as a real possibility of joint between the functional systems of the two centres. A final consideration can be carried out in relation to the possibility of implementing new measures of governance of urban transformations considering the new macro-city: the "Joint City".The new connections, which high speed train allows to activate among the metropolitan systems, seem to be able to give life to new urban macro-structures for which the transfer time, among the main poles of the railway segment, becomes comparable to an inside moving into the city and therefore considered as an inter-functional mobility. The tunnel effect generated by the high speed connection seems to be able to allow a new temporal and functional joint among the metropolitan systems consequently supporting the possibility, for the users, to move themselves among the different urban functions belonging to the different cities. The birth of these urban aggregations seems to drive towards new megalopolis, which we can define for the first time with the term: joint-city. For this new metropolitan settlement it seems to be very interesting to investigate the constitutive peculiarities, the systemic articulation, its relational structures, the evolutionary scenarios, and so on. The urban functions (activities) can be considered as structures of relationships between people that allows to define "organizational links" inside the community; the urban functions are located in specific places inside urban container or in open spaces. The urban functions represent the urban engines and the functional system can be thought as the “soul of the city", abstract but essential to its survival. In the definition set out here the analysis is carried out for many interconnected urban functional system points (specifically those in Rome and Naples). The new high speed railway has to be considered not only as a new channel of mobility between cities, but as a real possibility of joint between the functional systems of the two centres. A final consideration can be carried out in relation to the possibility of implementing new measures of governance of urban transformations considering the new macro-city: the "Joint City"
Port Cities and Urban Waterfront: Transformations and Opportunities
Get PDFIn the wide and complex panorama of urban transformation, waterfront revitalisation is one of the most interesting phenomena of urban renewal of the last decades, bringing ‘cities on water’ around the world to a new leadership.
After years of oblivion, the presence of the natural element –water– have shown to be of great appeal as an attractive pole for the quality of every day’s life.
In particular, the visual contact with water together with pedestrian paths along the waterfronts and the implementation of waterborne transports, where possible, are giving an added value to these areas, becoming even more interesting in terms of Real Estate.
Now spread out and developed at a global dimensions, involving both, big cities but also medium and smallscale cities at all latitudes and in all continents, waterfront regeneration is in many cases the starting point for the regeneration of the city itself and of its relocation in the international context. Under this point of view, marine, port and fluvial cities can be considered laboratories for the process of urban renewal in terms of residential, transports, public spaces and quality of the environment, in view of both, the broad range of cases and the quality of the results. In light of its 20-year long activity in terms of monitoring and studying best practices in the field of
waterfront revitalisation, the Centre Cities on Water carried-out an international overview, developing a comparative analysis of the key element for the success of these operation. To this regards, a selection of case-studies has been identified at international level, according to the main ‘ingredients’ for a sustainable cohabitation between ports and cities and for a lasting success in waterfront
regeneration processes. Water quality, public and free access and to water, public spaces, gradual and flexible development and shared participation in the entire process as well as a mix of functions and uses and the collaboration between public and private entities are some of the key aspects that needs to be taken into account in new interventions.
These elements, summarised in the 10 Principles for a Sustainable Development of Urban Waterfront Areas, elaborated years ago by the Centre Cities on Water, together with the German company Wasserstadt (Berlin), can be the hinge for a wide and shared transformation process as well as the key for a positive impact at urban and territorial scale.In the wide and complex panorama of urban transformation, waterfront revitalisation is one of the most interesting phenomena of urban renewal of the last decades, bringing ‘cities on water’ around the world to a new leadership. After years of oblivion, the presence of the natural element –water– have shown to be of great appeal as an attractive pole for the quality of every day’s life. In particular, the visual contact with water together with pedestrian paths along the waterfronts and the implementation of waterborne transports, where possible, are giving an added value to these areas, becoming even more interesting in terms of Real Estate. Now spread out and developed at a global dimensions, involving both, big cities but also medium and smallscale cities at all latitudes and in all continents, waterfront regeneration is in many cases the starting point for the regeneration of the city itself and of its relocation in the international context. Under this point of view, marine, port and fluvial cities can be considered laboratories for the process of urban renewal in terms of residential, transports, public spaces and quality of the environment, in view of both, the broad range of cases and the quality of the results. In light of its 20-year long activity in terms of monitoring and studying best practices in the field of waterfront revitalisation, the Centre Cities on Water carried-out an international overview, developing a comparative analysis of the key element for the success of these operation. To this regards, a selection of case-studies has been identified at international level, according to the main ‘ingredients’ for a sustainable cohabitation between ports and cities and for a lasting success in waterfront regeneration processes. Water quality, public and free access and to water, public spaces, gradual and flexible development and shared participation in the entire process as well as a mix of functions and uses and the collaboration between public and private entities are some of the key aspects that needs to be taken into account in new interventions. These elements, summarised in the 10 Principles for a Sustainable Development of Urban Waterfront Areas, elaborated years ago by the Centre Cities on Water, together with the German company Wasserstadt (Berlin), can be the hinge for a wide and shared transformation process as well as the key for a positive impact at urban and territorial scale