The capitalist voyeur: commodification, consumption and the spectacle of the cruise

Mahoney, Ian; Collins, Victoria E.

doi:10.1080/02614367.2019.1670721

Cited by 7 publications

(3 citation statements)

References 49 publications

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“…The logic of this mode takes the individual into the flow to always consume without end. Through consumption, broader ideologies and structures can be broadcast and reified, supporting unequal power structures and prioritizing certain groups over other disadvantaged groups (Mahoney & Collins, 2020).…”

Section: Jean Baudrillard's Conception: Signs and Desires Of The Consumer Societymentioning

confidence: 99%

Consumerism on Clubhouse Exclusivity from Jean Baudrillard’s Perspective

Musdalifah

2021

Warta Ikat. Sarj. Komun. Indones.

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Clubhouse became increasingly popular since the beginning of 2021, especially in Indonesia. After being popularized by public figures who opened live discussions and chats through this audio-based platform, Clubhouse rose in popularity. However, not everyone can become a Clubhouse user, because this platform can only be downloaded by Apple devices and must be invited by users who already have a Clubhouse account. This requirement increases the demand for Clubhouse invitations. Some even sell these invitations online at varying prices. This paper attempts to examine the phenomenon of Clubhouse popularity using Jean Baudrillard's perspective. This descriptive qualitative approach analyzes Clubhouse's popularity using Jean Baudrillard's perspective about consumer society. The results of this study indicate that the consumer society conceived by Baudrillard is still relevant in dissecting the Clubhouse phenomenon. Its exclusivity makes the users use Clubhouse not because of the features offered, but based on the desire to be different from others by affirming their social class. Becoming a Clubhouse user means using Apple products and being part of the upper class by following the latest social media trends. This phenomenon illustrates that capitalism continues to work to create endless needs under the guise of exclusivity to make its consumers feel special and different.

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Section: Jean Baudrillard's Conception: Signs and Desires Of The Consumer Societymentioning

confidence: 99%

Consumerism on Clubhouse Exclusivity from Jean Baudrillard’s Perspective

Musdalifah

2021

Warta Ikat. Sarj. Komun. Indones.

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“…They thus adjust their infrastructure, operations, and strategies, targeting a sustainable cruise growth. This is even though this perception is occasionally questioneddue to the periodic overcrowding of cultural sites and historic cities (Lamers, Eijgelaar, & Amelung, 2015;Navarro-Ruiz, Casado-Díaz, & Ivars-Baidal, 2019), the limited "carrying capacity" of certain well established destinations (Stefanidaki & Lekakou, 2014), the endemic problems of local tourism economies (Sheller, 2009), the dominance of foreign firms enjoying the majority of spending benefits (Sanchez & Wilmsmeier, 2012;Sorensen, 2006;Weaver, 2005); or even "the consumerism which underpin the cruise experience" (Mahoney & Collins, 2019), and the altering of local population perceptions (Brida, Del Chiappa, Meleddu, & Pulina, 2014;Del Chiappa & Melis, 2015;Hesse, 2017).…”

Section: Contextualising the Empirical Study: European Cruise Ports Imentioning

confidence: 99%

European Cruise ports: challenges since the pre-pandemic era

Pallis

Papachristou

2020

Transport Reviews

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“…The bigger cruise ships are 'floating resorts' (Wood, 2004) and 'fun ships' (Dickinson and Vladimir, 1997), with a range of facilities that are seen as travel destinations in themselves (see : Bull, 1996;Papathanassis, 2012). The extent of this transformation is such that leads to the argument (Bennett, 2016), and criticism (Mahoney and Collins, 2019), that it is the ships themselves the main attraction and the choice of passengers, rather than the ports and/or the destinations these ships call.…”

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confidence: 99%

The transport and environmental impacts of cruise ships : application to the case of the Port of Barcelona

Chaos¹

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The rapid evolution of the cruise industry in the last 50 years is evident. In the nineteenth century, cruise ships were simple modes of transport used by immigrants to travel on transoceanic voyages from Europe to North America in search of a better future. Now, they have become authentic floating cities full of amenities and activities to do on board, whose main objective is leisure and pleasure. Passengers no longer go on a cruise ship simply to get from one point to another. Instead, they seek a unique experience on the ship and do not care so much about the final destination. For this reason, many experts consider that cruise ships have become a travel destination in themselves. This evolution of the concept of cruise ship that occurred in the 1970s has not been easy. It has led to a set of problems that have significantly affected ports and the cities, and to which they have had to adapt. The main change is associated with the increase in size of the ships to accommodate more passengers and all the on-board activities. To receive this type of ships, ports have had to adapt their berthing line, maritime station, adjacent esplanade and road accesses, among other factors. Cruise ships have been increasing in size every year. In 2009, a ship reached 360 m in length and 222,900 GT of gross tonnage. Given this gigantism of ships, this thesis aims to verify and analyse whether an increase in cruise ship capacity and size is justified and supported by economies of scale. The large passenger capacity of these ships also entails difficulties in managing passenger mobility, especially when more than two cruises concur in the same time slot. In this case, the disembarkation operation becomes very complex, since passengers all leave at once and in a short period of time. This thesis analyses the mobility of passengers and studies the main variables that explain disembarking operations. Another important aspect is the impact that cruise ships have on the environment. Moving cruise ships at service speed requires a large amount of fuel. Consequently, polluting gases, mainly nitrogen oxides, sulfur oxides, suspended particles and greenhouse gases, are emitted in greater amounts into the environment. Many voices have been raised in the civilian population and public administrations that reject cruise tourism. For this reason, by 2020, more restrictive environmental regulations had been created, mainly limiting the sulfur content in marine fuels to 0.5%. Shipowners have various options to meet these requirements: use scrubbers together with catalytic reduction devices, use distilled fuels and less pollutants, the cold ironing solution to connect electrically at the docks to obtain energy or use liquefied natural gas (GNL) as an alternative fuel. The last section of this thesis tries to determine whether LNG could be the most valid option for cruise lines to mitigate emissions to the environment. LNG almost completely eliminates emissions of sulfur oxides and particles. Nitrogen oxides and CO2 are reduced by 90% and 20% respectively. Furthermore, the price of LNG is almost half that of heavy fuel oil, which makes LNG economically attractive. The idea of adopting LNG as a cruise fuel is quite new. Very few cruise ships in the world are adapted to this system. Therefore, an analysis and study of its viability is advisable and may help cruise companies to decide whether to adopt LNG as the majority fuel for cruise ships. La ràpida evolució de la indústria dels creuers en els darrers 50 anys és evident. Els creuers que al segle XIX eren simples modes de transport utilitzats pels immigrants en viatges transoceànics des d'Europa a Amèrica del Nord a la recerca d'un futur millor, s'han convertit en autèntiques ciutats flotants plenes de serveis i activitats a bord, en les quals l'objectiu principal ha passat a ser el lleure i el plaer. Els passatgers ja no fan un creuer pel simple fet de desplaçar-se d'un punt a un altre, sinó que busquen viure una experiència única dins del vaixell i no els importa tant el destí final del seu viatge. Per aquest motiu, molts experts consideren que el creuer ha esdevingut un destí de viatge en si mateix. Aquesta evolució del concepte del creuer iniciada en la dècada dels anys 70 no ha estat senzilla i ha comportat un conjunt de problemàtiques que han afectat de manera molt significativa als ports i les ciutats, els quals s'han hagut d'adaptar. El principal canvi té a veure amb l'augment de la mida dels vaixells per allotjar més passatgers i totes les activitats que es desenvolupen al seu interior. Per rebre aquest tipus de vaixells, els ports van haver d'adaptar la seva línia d'atracada, l'estació marítima, l'esplanada contigua i els accessos. Els creuers han anat augmentat de mida cada any fins a assolir a l'any 2009, els 360 m d'eslora i 222.900 GT d'arqueig brut. Davant d'aquest gigantisme dels vaixells, la present tesi pretén verificar i analitzar si aquest augment de la capacitat està justificat i es recolza en les economies d'escala. La gran capacitat en passatge d'aquests vaixells també comporta dificultats per gestionar la mobilitat dels creueristes, sobretot quan coincideixen més de dos creuers a la mateixa franja horària. Aleshores l'operació de desembarcament esdevé molt complexa, ja que tots els passatgers surten alhora i en un curt període de temps. En aquest sentit, la tesi analitza la mobilitat dels passatgers i estudia les principals variables que expliquen les operacions de desembarcament. Un altre aspecte important és l'impacte que tenen els creuers sobre el medi ambient. Per desplaçar els creuers a la velocitat de servei es requereix una gran quantitat de combustible. Això comporta l'emissió a l'atmosfera de gasos contaminants, principalment òxids de nitrogen, òxids de sofre, partícules en suspensió i gasos d'efecte hivernacle. Actualment, han sorgit moltes veus entre la població civil i les administracions públiques que rebutgen el turisme de creuers. Per aquest motiu, a l'any 2020, s'han creat noves normatives mediambientals més restrictives, limitant el contingut de sofre en els combustibles marins al 0,5%. Els armadors tenen diverses opcions per complir amb aquests requisits: utilitzar scrubbers juntament amb dispositius de reducció catalítica, utilitzar combustibles destil·lats i menys contaminants, la solució del cold ironing per connectar-se elèctricament als molls i obtenir energia o utilitzar el gas natural liquat (GNL) com a combustible alternatiu. La present tesi en aquest darrer bloc tracta d'esbrinar si el GNL pot ser l'opció més vàlida per a les companyies de creuers per mitigar les emissions al medi. El GNL elimina gairebé les emissions d'òxids i partícules de sofre. Pel que fa als òxids de nitrogen i el CO2, aquests es redueixen un 90% i un 20% respectivament. A més, el preu del GNL resulta gairebé la meitat que el fuel pesat, pel que el GNL també és atractiu econòmicament. La idea d'adoptar el GNL com a combustible per a creuers és força nova. Al món, existeixen molt pocs creuers adaptats a aquest sistema. Per tant, l'anàlisi i estudi de la seva viabilitat resulta molt aconsellable i pot servir a les companyies de creuers per decidir-se finalment en adoptar el GNL com a combustible majoritari per als seus creuers.

show abstract

The capitalist voyeur: commodification, consumption and the spectacle of the cruise

Cited by 7 publications

References 49 publications

Consumerism on Clubhouse Exclusivity from Jean Baudrillard’s Perspective

Consumerism on Clubhouse Exclusivity from Jean Baudrillard’s Perspective

European Cruise ports: challenges since the pre-pandemic era

The transport and environmental impacts of cruise ships : application to the case of the Port of Barcelona

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