urban tourism books

Tourism in the City

Towards an Integrative Agenda on Urban Tourism

• © 2017
• Nicola Bellini 0 ,
• Cecilia Pasquinelli   ORCID: https://orcid.org/0000-0002-4924-9398 1

Groupe Sup de Co La Rochelle, La Rochelle, France

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GSSI Social Sciences, Gran Sasso Science Institute, L’Aquila, Italy

• Offers an up-to-date account of the urban tourism phenomenon in contemporary cities
• Describes research-based analyses addressing managerial issues and evaluating policy implications
• Presents a comprehensive set of case studies that demonstrate practices and policies in various urban contexts

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Table of contents (24 chapters)

Front matter, global context, policies and practices in urban tourism: an introduction.

• Cecilia Pasquinelli, Nicola Bellini

Urban Tourism: Defining the Research Scene and Dimensions

Tourism connectivity and spatial complexity: a widening bi-dimensional arena of urban tourism research.

Cecilia Pasquinelli

Mind the Gap: Reconceptualising Inclusive Development in Support of Integrated Urban Planning and Tourism Development

• Lauren Uğur

Emerging Technologies and Cultural Tourism: Opportunities for a Cultural Urban Tourism Research Agenda

• Chiara Garau

On The Move: Emerging Fields of Transport Research in Urban Tourism

• Werner Gronau

The Participatory Place Branding Process for Tourism: Linking Visitors and Residents Through the City Brand

• Mihalis Kavaratzis

Globetrotters and Brands: Cities in an Emerging Communicative Space

The construction of an emerging tourist destination and its related human capital challenges.

• Assya Khiat, Nathalie Montargot

Urban Coastal Tourism and Climate Change: Indicators for a Mediterranean Prospective

• Robert Lanquar

Visitor Streams in City Destinations: Towards New Tools for Measuring Urban Tourism

• Göran Andersson

The Construction of Multiple City ‘Products’ Through Culture, Creativity and Heritage: Principles, Policies and Practices

Museumification of historical centres: the case of frankfurt altstadt reconstruction.

• Nebojša Čamprag

Heritage and Urban Regeneration: Towards Creative Tourism

• Maria Della Lucia, Mariapina Trunfio, Frank M. Go

Building Košice European Capital of Culture: Towards a Creative City?

• Kamila Borseková, Anna Vaňová, Katarína Vitálišová

The Role of Fashion for Tourism: An Analysis of Florence as a Manufacturing Fashion City and Beyond

• Luciana Lazzeretti, Francesco Capone, Patrizia Casadei

Does Recurrence Matter? The Impact of Music Festivals on Local Tourist Competitiveness

• Matteo Caroli, Alfredo Valentino

Enhancing the Tourism Image of Italian Regions Through Urban Events: The Case of Steve McCurry’s Sensational Umbria Exhibition

• Luca Ferrucci, Silvia Sarti, Simone Splendiani, María Cordente Rodríguez

Rediscovering the “Urban” in Two Italian Tourist Coastal Cities

• Chiara Rabbiosi, Massimo Giovanardi
• Urban tourism
• Tourism and the city
• Tourism management
• Urban development
• Tourism planning
• Tourism policies
• Transport for urban tourism
• UNESCO World Heritage city
• Anti-tourism development
• Green tourism
• urban geography and urbanism

About this book

Editors and affiliations.

Nicola Bellini

About the editors

Bibliographic information.

Book Title : Tourism in the City

Book Subtitle : Towards an Integrative Agenda on Urban Tourism

Editors : Nicola Bellini, Cecilia Pasquinelli

DOI : https://doi.org/10.1007/978-3-319-26877-4

Publisher : Springer Cham

eBook Packages : Business and Management , Business and Management (R0)

Copyright Information : Springer International Publishing Switzerland 2017

Hardcover ISBN : 978-3-319-26876-7 Published: 06 September 2016

Softcover ISBN : 978-3-319-80033-2 Published: 22 April 2018

eBook ISBN : 978-3-319-26877-4 Published: 29 August 2016

Edition Number : 1

Number of Pages : XIX, 339

Number of Illustrations : 33 b/w illustrations

Topics : Tourism Management , Regional/Spatial Science , Public Policy , Urban Geography / Urbanism (inc. megacities, cities, towns) , Urbanism

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Soaring ambitions: Ropeway firms swing to action to transform travel, tourism

• A ₹ 1.25 trillion plan is set to elevate India’s tourism and urban transit, as ropeway companies gear up to revolutionize connectivity across scenic and urban landscapes

NEW DELHI : Mobility and tourism go hand in hand, and a transformative plan is now in the works that could significantly boost both these sectors across India. 

In January, Nitin Gadkari, minister for roads and highways, announced the government's plans to develop more than 200 ropeway projects valued at ₹ 1.25 trillion over the next five years. This initiative is aimed at revolutionizing travel and tourism, particularly in mountainous regions.

Gadkari highlighted the strategic importance of ropeways in enhancing the economic appeal of both tourist and urban destinations while simultaneously boosting local mobility solutions

The minister had also emphasized the benefits of reducing project costs and fostering public private partnerships (PPP) as catalysts for a proliferation of such projects.

Companies, projects and plans

Among the early adopters of this initiative is Usha Breco. Established in 1969 and a pioneer in the ropeway sector, having launched its first passenger ropeway at Maa Mansa Devi in Haridwar, the company is currently evaluating four projects that could significantly expand its operational scope. 

With projects spread across Gujarat, Uttarakhand, Kerala, Odisha, and Assam, Usha Breco is actively seeking to extend its footprint beyond the nine ropeways it manages under the ‘Udan Khatola’ brand, using the Build-Operate-Transfer (BOT) model in partnership with the government.

Manoj Panwar, president of operations at Usha Breco, said that increasing domestic travel demand has elevated the role of ropeways at key tourist destinations. 

Also Read: From Baku to Batumi, Indian traveller hits the unexplored trail

Advancements in technology have simplified access to mountainous and remote areas via ropeways, making them crucial for urban and tourist transportation, Panwar said. 

In recent years, the company has invested more than ₹ 200 crore to develop ropeways at places like Jatayupara in Kerala and Girnar in Gujarat. A recent memorandum of understanding with the Uttarakhand government involves a ₹ 1,000 crore investment to initiate new projects, he added.

The company plans to spend about ₹ 25 crore annually over the next three years on maintenance and repair of existing facilities, funded through internal accruals. 

A November 2023 report by CARE Edge Ratings highlighted Usha Breco's strategy to boost its operational income above ₹ 250 crore while maintaining robust profit margins, facilitated by the addition of new ropeway projects.

Meanwhile, in Maharashtra, proposals for five new ropeway projects by private entrepreneurs are expected to receive approval soon. These projects, including an 8-km long urban mobility ropeway starting from Sewri in Mumbai, are set to enhance local transportation solutions.

Skyview by Empyrean , another key player in the hospitality and ropeway sector, is considering a project to overhaul the ski facilities in Uttarakhand's Auli region. Originally built in the 1970s, the existing ropeway and ski facilities in Auli are due for an upgrade.

The state government has proposed building a new ropeway and significantly improving the existing ski infrastructure, the company's managing director Syed Junaid Altaf told Mint, adding that the company has a comprehensive redevelopment plan for Auli.

“We are actively evaluating three to four projects under the government's PPP…We are also evaluating more ropeways in Jammu & Kashmir and the North East states," he said.

FIL Industries, the parent company of Skyview, launched in 2014, collaborates closely with the government on revenue-sharing models and enhances regional tourism by integrating hotels, entertainment, and retail spaces with their ropeway projects. Currently, FIL is investing over ₹ 500 crore in building ropeway systems in Mussoorie and Yamunotri through a consortium arrangement.

Also Read: Scent of growth for Indian hotels as the good times check in

Additionally, FIL is set to expand its Dehradun-Mussoorie ropeway project by adding hotel rooms, with the ropeway construction budgeted between ₹ 300-350 crore and an additional ₹ 100 crore planned for hotel development in the subsequent phase. Operations are scheduled to start in 2026, and the company also plans to develop a dining complex on a four-acre site at the valley's summit.

Ropeways and infrastructure

India's ropeway industry, although small with only a few full-time companies like Usha Breco and Damodar Ropeways & Infra Ltd (DRIL), plays a crucial role in the infrastructure landscape, often partnering with road construction firms under the hybrid annuity model for implementing highway projects.

In January, Gadkari had underlined the government's commitment to supporting ropeway development with 60% construction funding under the HAM, which is higher than the support extended for national highways, to attract more private investment. 

Ropeways offer a viable and economical alternative to traditional public transport systems, especially in less populous cities where large-scale metro systems are not feasible, Altaf said. 

With capacities ranging from 3,000-4,500 people per direction per hour, ropeways can significantly enhance urban mobility in tier II and III cities, he added.

The company's existing ropeway at Patnitop in Jammu and Kashmir is not just a transport solution but is being developed into a comprehensive tourist destination. The company has earmarked ₹ 25 crore to increase its hotel rooms from the existing 15 to 100 in the next three years.

"We get 100,000 tourists annually on this ropeway…the highway between Jammu and Srinagar…(will be complete) in the next 18 months. That will help increase tourism to the union territory and most of the tourism infrastructure in this area should benefit from that," he added.

Read More: Airfares have soared, but summer travellers don't care

• #travel and tourism industry
• #Hospitality sector

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Moscow metro to be more tourist-friendly

A new floor sign system at the Moscow metro's Pushkinskaya station. Source: Vladimir Pesnya / RIA Novosti

For many years now, Moscow has lagged behind St. Petersburg when it comes to making life easy for tourists, especially where getting around the city is concerned. Whereas the northern capital installed English-language maps, signs and information points throughout its subway system in the late 2000s, the Russian capital’s metro remained a serious challenge for foreign visitors to navigate.

Recent visitors to Moscow may have noticed some signs that change is afoot, however. In many stations of the Moscow subway, signs have appeared on the floor – with large lettering in Russian and English – indicating the direction to follow in order to change lines. Previously, foreign visitors using the Moscow metro had to rely solely upon deciphering the Russian-language signs hanging from the ceilings.

Student volunteers help tourists find their way in Moscow

However, this new solution has a significant drawback. “The floor navigation is visible only to a small stream of people – fewer than three people per meter. During peak hours, this navigation will simply not be noticed,” said Konstantin Trofimenko, Director of the Center for Urban Transportation Studies.

One of the biggest problems for tourists in the Russian capital remains the absence of English translations of the names of subway stations in the station vestibules and on platforms. The Department of Transportation in Moscow has not commented yet as to when this problem will be solved. However, Latin transliterations of station names can already be found in the subway cars themselves.

Finding the right exit

At four of the central stations – Okhotny Ryad, Teatralnaya, Ploshchad Revolyutsii, Lubyanka and Kuznetsky Most – the city authorities have now installed colorful stands at the exits with schematic diagrams of the station’s concourse and surrounding area, which provide information about the main attractions and infrastructural facilities.

The schematic diagrams are the work of British specialists from the City ID and Billings Jackson Design firms, who have already implemented successful projects in New York and London.

According to Alexei Novichkov, expert at the Design Laboratory at the Higher School of Economics, the design of these information booths raises no objections: The color solutions, font, layout and icons are consistent with international standards.

However, the stands do have some shortcomings. “Many questions are raised about the fact that the developers of these maps did not apply orientation to the north, and have provided layouts of the surrounding areas with respect to the exits,” says Novichkov. “A system like that is used for road navigators, but most of the ‘paper’ guides and maps are oriented strictly to north. The subway map is also oriented to north, so people may become confused.”

Muscovites and foreign visitors are generally positive about these navigation elements, with most of them citing the numbered exits from the subway as the most useful feature.

The fact is that many Moscow subway stations have several exits. One of the busiest central stations of the Moscow subway in particular, Kitay-Gorod, has more than a dozen exits. Previously, these exits were differentiated from each other only with signs in Russian referring to the names of streets and places of interest to which they led – making it easy for tourists and those with poor navigation skills to get confused.

Now, when making an appointment to meet a friend, instead of struggling to find the right spot when they tell you: “I'll meet you at the exit to Solyanka Street,” you can just propose to meet under a specific exit number.

“I’ve lived in Moscow for seven years,” says Angelika, a designer from Voronezh, “but I still don’t always know where to go to find the place I need, so the new schematic diagrams will be very useful. Previously, some subway stations had maps, but not with so much detail.”

Teething problems

Foreigners, meanwhile, focus their attention on other elements. “It is good that the new information boards have QR-codes, which can be ‘read’ by smartphones,” says Florentina, a writer from Vienna. But there are also shortcomings. “The English font of the information on posters and in the captions to theaters and museums is too small – you have to come very close to see it well,” she says.

Pleasant encounters on the streets of Moscow

Florentina was also dissatisfied with the fact that such posters are not provided at all subway stations: “When I was trying to find Tsaritsyno Park (a museum and reserve in the south of Moscow) at a subway station with the same name, it turned out to be quite difficult,” she says.

“There are no maps with landmarks for other areas, such as those already in the city center. There were no clear pointers in the English language, and the passers-by I met did not speak in English, so they could not help me,” she adds.

Officials say that the navigation system is gradually being redeveloped and improved. According to Darya Chuvasheva, a press representative for the Department of Transport of Moscow, the introduction of a unified navigation system will take place in stages.

“By the end of 2014, the system will first appear on the first subway stations on the Circle Line. By the end of 2015, we plan to install the system at all major stopping points, subway stations and transport interchange hubs,” says Chuvasheva.

All rights reserved by Rossiyskaya Gazeta.

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GFP graduate contributes research to book about animal tourism

GFP (Global Field Program) graduate Jacqui Sadashige's research on elephant tourism has been published in Emerging Voices for Animals in Tourism and appears in the "Hands Off Herd" chapter.

GFP (Global Field Program) graduate Jacqui Sadashige's research on elephant tourism has been published in Emerging Voices for Animals in Tourism and appears in the "Hands Off Herd" chapter. Her research was conducted in spring 2019 at Burm and Emily's Elephant Sanctuary, also known as BEES, in Maechaem, Thailand, and was supported by sanctuary founders Emily McWilliam and Burm Pornchai Rinkaew. Sadashige of Philadelphia, Pennsylvania, is a 2020 graduate. Read more

As a student in Miami's biology department, Sadashige earned a Master of Arts (M.A.) in Biology through Project Dragonfly's GFP while working as a lecturer and adjunct professor in Philadelphia.

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Urban Tourism: Attracting Visitors to Large Cities Paperback – January 1, 1994

There is a newer edition of this item:.

• Print length 192 pages
• Language English
• Publisher Continuum International Publishing Group
• Publication date January 1, 1994
• ISBN-10 0720122538
• ISBN-13 978-0720122534
• See all details

Product details

• Publisher ‏ : ‎ Continuum International Publishing Group (January 1, 1994)
• Language ‏ : ‎ English
• Paperback ‏ : ‎ 192 pages
• ISBN-10 ‏ : ‎ 0720122538
• ISBN-13 ‏ : ‎ 978-0720122534
• Item Weight ‏ : ‎ 12.3 ounces

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Christopher m. law.

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arts entertainment Architecture

New book argues for removal of I-345 in Dallas

In ‘city limits,’ author megan kimble examines the costs of urban highways — and what to do about them..

By Mark Lamster

10:00 AM on Apr 25, 2024 CDT

That highways don’t belong in cities may be news in Texas, but it is hardly a new idea. Back in 1963, in his book The Highway and the City , the critic and historian Lewis Mumford wrote that “arteries must not be thrust into the delicate tissue of our cities; the blood they circulate must rather enter through an elaborate network of minor blood vessels and capillaries.” Even Dwight D. Eisenhower, the president who signed the 1956 legislation that funded the postwar American highway boom, didn’t think those roads belonged in cities.

And yet, our cities are crossed and encircled by highways that divide neighborhoods, privilege driving over other means of transit and have been linked to other ill effects, from asthma to climate change . Downtown Dallas, for instance, is choked by a noose of urban highways. The impacts of those roads — and what we can do about them — is the subject of a new book, City Limits: Infrastructure, Inequality, and the Future of America’s Highways , by Austin-based journalist Megan Kimble .

Over email, Kimble talked about the policies that led to this situation, the targeting of minority communities and the plans to tear down Interstate 345. The conversation has been edited for clarity.

Why a book about highways and the city now? Was there anything in particular that prompted you to write it?

In early 2020, the Texas Transportation Commission voted to fund a more than $4 billion project to expand I-35, a mile from where I live in Austin. I had been writing about housing policy for the Texas Observer , where I worked, and the highway seemed like a way into that larger story of car dependency and sprawl. That summer, I learned about a massive highway expansion in Houston that would demolish more than a thousand homes and businesses. I went to Houston and walked the footprint of the expansion with a grassroots group opposing it and was absolutely shocked by the scale of displacement. I didn’t feel like any reporter had really dug into the agency behind all these expansions — the Texas Department of Transportation. And no one had satisfactorily answered a pretty basic question I had: If widening highways doesn’t fix traffic, why were we still widening highways?

And then I learned about Patrick Kennedy’s campaign to remove I-345 in Dallas, and that felt like a third act — the ultimate argument of the book, that we should tear down these urban highways and build something else in their place.

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We’ll get to I-345. But let’s go back in history first. The idea that highways don’t belong in cities is hardly new, but somehow we keep building and expanding them. How did we get to this point?

Americans were sold the idea that highways — and automobiles — would create prosperity and freedom. This idea was first articulated by General Motors in 1939, but it soon became enshrined in federal policy as we subsidized car travel over every other form of transportation. It’s hard to imagine today, but there used to be pretty robust public transit in almost every American city. We tore out that transit to build highways. And so people had no other option but to drive. President Eisenhower sold Congress on the interstate highway system by emphasizing the importance of connecting cities across the country for commerce and national defense. But cars were flooding American cities, people clamored for congestion relief, and so planners took federal money and built massive highways directly through cities, often intentionally through Black and Hispanic neighborhoods.

Federal housing policy encouraged families — namely, white families — to move to the suburbs and promised speedy access back to the city on these highways. The same dynamic is happening today. As people get priced out of cities like Austin, they rely on highways like I-35 to get them back to work and school.

You spend a great deal of time writing about those displaced by highway building and the impact that construction had on minority communities. In what ways has race shaped the building of urban highways?

In the 1950s and 1960s, city planners and highway engineers intentionally routed urban highways through Black and Hispanic neighborhoods. That’s very clear in the historical record, the idea that highways could help clear so-called blighted areas. I found a study that showed that redlined neighborhoods — communities that had been denied access to credit and government-backed mortgages simply because Black and Hispanic people lived there — were more than three times as likely as the best-rated neighborhoods to have an interstate highway routed through them.

Highways not only displaced and demolished communities of color, they also helped segregate cities. In Austin, for example, I-35 was built along East Avenue. Two decades earlier, the city’s first comprehensive plan had prohibited Black people from living west of East Avenue. The highway only cemented this segregation, creating a wall between a Black neighborhood and the heart of the city.

This brings us back to I-345, the dilapidated elevated highway that divides downtown Dallas from historically Black Deep Ellum. Back in 2013, when I began writing about the plan to tear it down, I was told it was a fool’s errand. Today, a teardown is a reality, though the city is planning something of a half measure — trenching it instead of removing it. What would be the best outcome , and what do you say to those who believe removing it will lead to traffic Armageddon?

I think TxDOT’s “hybrid option” for I-345 — the trench you mentioned — is a clever bit of branding, implying that the state has somehow found a compromise between a highway and a highway removal. But a trenched highway is still fundamentally a highway, and it offers none of the benefits of full removal, namely freeing up or otherwise enhancing dozens of acres of land to build on and restore to Dallas’ property tax rolls. When TxDOT presented the full removal option to Dallas, it presented a vision of carmageddon — 19,000 hours of travel delay! But those traffic models don’t account for how people’s travel behavior changes according to ease of access. Anytime I get in the car, I look at Google maps to find the quickest route to where I’m going. If that’s not on a highway, I won’t take a highway. People are rational consumers of goods, and roads are a good like any other.

In every city that has removed an urban highway or otherwise reduced car capacity, traffic volumes go down , even on parallel routes. People simply drive less. The corollary to induced demand — which says that as you add car capacity, cars fill up that capacity — is reduced demand. If Dallas wants to build a less car-centric city (and I think it’s an open question as to whether it does), then removing I-345 is the best place to begin.

Mark Lamster , Architecture Critic . Mark Lamster is the architecture critic of The Dallas Morning News and a visiting faculty member of the Harvard Graduate School of Design, where he is also a Loeb Fellow. His 2018 biography of the late architect Philip Johnson, The Man in the Glass House, was a finalist for the National Book Critics Circle Award for Biography.

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