SPATIAL PLANNING FOR TRANSIT TOURISM ON THE HIGHWAY: A CASE STUDY OF HIGHWAY E-75 THROUGH VOJVODINA (HORGOS--BELGRADE SECTION).

• Author: Garaca, Vuk

1. Introduction

   Numerous authors emphasize the significance and influence of transport and transport infrastructure on tourist development and tourism in general (Khadaroo and Seetanah, 2007; Gunn, 1988; Inskeep, 1991; Stetic, 2003; AIT, 1993; WTO 2007; Clements, 1989). Transport is thus recognized as a factor and element of tourist movement and road transport development as a positive factor influencing faster tourism development (Byung-Wook and Choy, 1993). To this effect, Hall (1999) and Page (1999) assumed that the interrelation of tourism and transport is obvious, whereas Kaul (1985) was among the first to recognize the significance of transport infrastructure as an essential component of successful tourism development which influences creation of new attractions and development of the existing ones. Thus, a road such as a corridor through which demand flows brings tourists to all the places in all the directions of their movement, which was recognized in The Tourism Task Force (2003), wherein it has been stated that transport infrastructure is a huge system which connects a place of residence to a tourist destination. Moreover, Prideaux (2000) suggested that destinations and their surroundings primarily need to be easily accessible, which further implies that all places and resources along the roads could be activated as the elements of the offer.

   Consequently, the objects, places or regions that support tourist products cannot be activated for tourism purposes unless they are connected to the sources of demand by means of transportation. To this effect, Murphy, Pritchard and Smith (2000) associated tourist product with tourist demand, and described them as different components of a destination, among which transport infrastructure influences tourists' experience. Gunn (1988) held a similar opinion, defining tourist products as compilations of customer experiences, resulting from the process in which tourists use various services, including transport infrastructure. Smith (1994) confirmed the role of service and accommodation infrastructure in creating customer experience. He further argued for the inevitability of efficient service and accommodation infrastructure which needs to be a constituent part of macro spatial environment of a destination where infrastructure and technology together form a key element of successful tourist experience. Crouch and Ritchie (1999), analyzing tourist product in the context of comparative and competitive advantages, claimed that tourism planning and its development could not be possible without roads, airports, ports, electricity, sewage systems, and pipelines. Numerous authors concluded, based on case studies of different tourist destinations, that transport infrastructure is essential in creating a tourist product, in line with the experience of tourists as users of that tourist product (Gearing, Swart and Var, 1974; Tang and Rochananond, 1990; Kim, Crompton and Botha, 2000; McElroy, 2003; Witt and Witt, 1995; Naude and Saayman, 2004; Dredge, 1999; Gomezelj and Mihalic, 2008; Kripendorf, 1982; Taplin and Qiu, 1997; Miera and Rossello, 2012).

   When discussing tourism and type of transportation with highest application rate in this sector of the economy, it should be highlighted that the share of road transport in tourist turnover is constantly increasing. This transport branch recorded absolute and relative increase in the number of passengers and registered motor vehicles during the last decade of the 20th century (AIT, 1993). The World Tourism Organization estimates that 80% of the total number of tourists in the most developed European countries is comprised of motorized tourists (WTO, 2007). The two most important characteristics of this type of movement are: highest turnover and massive expenditure. It has been confirmed in practice that a high percentage of tourist expenditure is realized during transit between the place of residence and tourist destination. Therefore, to this form of movement and expenditure special attention should be devoted within the total tourism development in an area. With regard to transit movement, it should be highlighted that it is most frequently associated with road transportation, the main features of which are: high turnover, short stays, highlighted seasonal concentration, and massive expenditure compared to other types of transit. Moreover, transit passengers unwillingly leave main roads which mean that optimal economic effects are achieved in objects having adequate offer and being located directly next to the roads (Langer, 1996; Stetic, 2003; Kosar, 2002).

   It is widely considered that the issues regarding planning, spatial organization, and accommodation equipment of the highway area are usually solved incrementally and depending on the available investments and the interests of the free market. However, this is frequently insufficient for the successful functioning of adjoining services on the routes connecting a place of residence with a desirable destination. To this effect, McElroy (2003) highlighted the importance of government-built infrastructure in successful development of a destination. Numerous authors including Gunn (1988) and Inskeep (1991) assumed that the infrastructure network of a country represents a potential determinant of a destination's attractiveness. This is best compared and applied to the area which is adjacent to transportation corridors (highways) which are used by masses of passengers on their way towards destinations. People spend significant time in transit and, accordingly, have various primary and secondary needs such as bodily nourishment, various physiological needs, requirements related to vehicles, etc.

   Therefore, planning and spatial organization along highway routes represents a special form of aerial equipping which presupposes construction of specific facilities necessary to serve the passengers' needs. Specific features of the Corridor 10 area arise from the function of this highway and its characteristics as the road of highest rank, exclusively intended for motor vehicles traffic, with physically separated lines and full access control (Law on Public Roads, Official Gazette of the Republic of Serbia, No. 101/05). Concordant with this law is the document called Regulations of Land Use Next to Public Roads and Adjoining Services, which further defines conditions and forms of land uses as well as the rights and obligations of adjoining services offered. Pursuant to Article 2 of this document, adjoining services are considered to be all services offered to drivers and passengers, which include food services, retail, various car services (such as refueling, repairing, etc.), advertising, and others. To the category of adjoining service objects belong all objects which offer various services sought by drivers and passengers (petrol stations, restaurants, shops, motels, car repair shops, ATMs, etc.).

   The specific need for accommodation and other passenger services emerged with the adjustment of hospitality services to motorized passengers. This history is traced back to the early years of road travel and especially to the early and mid-20th century United States when the emergence of extensive motorized highway networks led to the massive development of those services. A unique feature concept known as motorist hotel, or motel, as a specific object for accommodating long-distance passengers on the transit routes, emerged in the United States at that time, first in the 1920s and more extensively across the country in the post-war decades. As a consequence of adapting to the needs of users, certain specific features of the motel emerged: its particular location, design, shape, size, capacity and services offered. The concept evolved over time and today some motels have features that are indistinguishable from those of most chain hotels. Also, in the post-war years the motel concept spread to other parts of the world where extensive road and highway networks were being built. One crucial specific feature of motels is the quality and accessibility of parking spaces and garages for passenger motor vehicles even though their capacity and equipment may vary depending on the established category of the object.

   Furthermore, in addition to accommodation it is essential that in close proximity to motels, gas stations, car wash and car repair shops, restaurants, and other additional services (shopping, sport and recreation) can easily be found. In addition, horticultural appearance of the immediate area is also one of the recognizable features of a motel (Kosar, 2002).

   The purpose of this study is to address the absence of studies in the spatial planning literature that address specific issues of adequacy of existing hospitality and other services (needed by passengers and their vehicles) that exist along the Horgos --Belgrade section (across the Autonomous Province of Vojvodina) of this important European corridor. Heretofore, the focus of the literature on this subject, in general, has been on transport and traffic infrastructure and their interrelations with tourism as social phenomenon (Hall, 1999; Page, 1999). The modelling of tourist movement at the local destination level was discussed in the study of Lew and McKercher (2006) where it was determined that such movement was caused by physical conditions of tourists, attractions in the transit zone, and the location of accommodation capacities with regard to attractions. The issues of mobility of tourists during their holidays and their stays in destinations were described by Morin (1984). Khadaroo and Seetanah (2007) pointed out the importance of transportation infrastructure in a small island country where tourism is completely determined by the development of infrastructure. Garaca, Jovanovic and Zakic (2008) analyzed passenger and vehicle turnover on the Highway E-75 section through Vojvodina. However, on that occasion, the...