Accessibility to Italian remote regions: Comparison among different transport alternatives

Laurino, Antonio; Beria, Paolo; Debernardi, Andrea; Ferrara, Emanuele

doi:10.1016/j.tranpol.2017.12.009

Cited by 18 publications

(7 citation statements)

References 36 publications

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“…Italy's geographical and socio-economic asymmetries are reflected in the airport network. The presence of geographically distant areas in the Italian network and the presence or absence of alternative modes of transport has been studied in the literature (Benedetti et al, 2012;Laurino et al, 2019). The airport system is a driver for the economic development of an area (Tveter, 2017;Cooper & Smith, 2005;Hakfoort et al, 2001;York Aviation, 2004), and allows for improved accessibility in areas lagging behind in development, even if only with the presence of secondary airports (Dziedzic & Warnock-Smith, 2016;Redondi et al, 2013).…”

Section: Resultsmentioning

confidence: 99%

The centrality of Italian airports before and after the COVID-19 period: what happened?

Tesoriere¹

2023

European Transport/Trasporti Europei

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Air transport in Italy accounts for around 1,8% of national production and employment. This sector has undergone a series of transformations during the recent pandemic period. The main focus of this research is the analysis of the network of national airports with more than 50.000 passengers per year both outbound and inbound and the estimation of their centrality in the presence of significant exogenous events such as the recent pandemic. The change in centrality was examined over the period 2019-2021. The methods of network analysis were applied and the results show an increased and growing centrality of some southern airports in the network, a downsizing of Rome Fiumicino airport during the pandemic period and a marginalisation in the national network of some smaller airports in the centre-north. This first step in the research lays the foundations for better actions to promote sustainable transport planning, considering local authorities, airport managers and airlines.

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Section: Resultsmentioning

confidence: 99%

The centrality of Italian airports before and after the COVID-19 period: what happened?

Tesoriere¹

2023

European Transport/Trasporti Europei

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“…Air transport has long been regarded by policymakers as the main mode for ensuring access to remote areas (or areas with low levels of infrastructure) and as a means of promoting economic and social development ( 29 , 30 ). The influence of airline networks on accessibility is also an important research direction.…”

Section: Literature Reviewmentioning

confidence: 99%

Evaluating Accessibility Based on the Combined High-Speed Rail and Air Transportation Network in China

Zhang

Wang

et al. 2023

Transportation Research Record: Journal of the Transportation R

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Both high-speed rail (HSR) and air transportation networks have important impacts on accessibility to cities. However, few attempts have been made to analyze the combined modal accessibility of HSR and air, especially in the case of China. To fill this gap, this study aims to measure accessibility under a combined HSR and air transportation network in China. Average travel time (ATT), weighted average travel time (WATT), and potential accessibility (PA) are employed as indicators of accessibility. The results show that inter-urban accessibility under the combined network shows a decreasing trend from the central to the surrounding region, with the level of combined network urban accessibility significantly higher than that of either individual network. Under the ATT, WATT, and PA indicators, the combined network outperforms the HSR network by 46.53%, 47.69%, and 49.23%, respectively, and the airline network by 15.49%, 13.17%, and 75.45%, respectively. In addition, the combined network shows a more equitable distribution of accessibility than that of the HSR network.

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“…There have been numerous studies focusing on peripheral regions, their problems and limitations. Problems with insufficient transport infrastructure and inadequate transport services as a barrier for development of peripheral regions were stressed by Jacobsen and Kristiansen (1992), Laurino, Beria, Debernardi and Ferrara (2017), Merkert (2012), Fageda, Suárez-Alemán, Serebrisky and Fioravanti (2018), as well as Pojani and Stead (2018). Preston (1995) assessed the challenges and implications of competition in the area of telecommunications infrastructures in the European peripheral regions.…”

Section: Literature Reviewmentioning

confidence: 99%

Economic Activity in Peripheral Regions – a Case of Poland

Pawlas¹

2021

Regional Formation and Development Studies

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The Author discussed, explored, evaluated and diagnosed the disparities of economic activity on regional level. The study embraced five peripheral regions of Poland, namely five Eastern provinces (voivodships), i.e. Lublin Province, Podlasie Province, Subcarpathia Province, Świętokrzyskie Province and Warmia-Masuria Province. The aforementioned five voivodships were compared to Poland and Poland's central region, i.e. Masovia Province. The following elements were taken into consideration: employment rate and employment by sectors, unemployment rate, GDP per capita, number of economic entities and number of natural persons conducting economic activity, investment outlays and gross expenditure on R&D activity, as well as net internal and external migration for permanent residence. In order to observe the possible changes over the time the situation in 2005 and 2017 was studied. Additionally, the total value of projects co-financed by the European Union through Structural Funds and Cohesion Fund within 2007-2013 period and 2014-2020 perspective was presented and analyzed. The research tools used in the article included literature studies, critical thinking, descriptive analysis and comparative analysis, in that the selected statistical method of multivariate comparative analysis, i.e. Hellwig's taxonomic measure of development. Statistical material provided by Central Statistical Office (Warsaw, Poland) and taken from Statistical Yearbooks of the Regions 2006Regions , 2007Regions , 2017 and 2018 was used for the analysis. The obtained results indicate the persistence of huge regional disparities of economic activity, economic potential and socioeconomic development despite the implementation of EU Policy of Social, Economic and Territorial Cohesion. Hence, it was possible to positively verify the research hypotheses: both the first hypothesis assuming that the gap between the studied peripheral regions and the rest of Poland was not reduced and the second hypothesis assuming that the participation in the processes of regional economic integration, and in particular in EU Policy of Economic, Social and Territorial Cohesion, had only limited impact on the reduction of disparities between Poland's regions.

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Accessibility to Italian remote regions: Comparison among different transport alternatives

Cited by 18 publications

References 36 publications

The centrality of Italian airports before and after the COVID-19 period: what happened?

The centrality of Italian airports before and after the COVID-19 period: what happened?

Evaluating Accessibility Based on the Combined High-Speed Rail and Air Transportation Network in China

Economic Activity in Peripheral Regions – a Case of Poland

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