Order Distance in Regular Point Patterns

This article examines the k th nearest neighbor distance for three regular point patterns: square, triangular, and hexagonal lattices. The probability density functions of the k th nearest distance and the average k th nearest distances are theoretically derived for k =1, 2, …, 7. As an application of the k th nearest distance, we consider a facility location problem with closing of facilities. The problem is to find the optimal regular pattern that minimizes the average distance to the nearest open facility. Assuming that facilities are closed independently and at random, we show that the triangular lattice is optimal if at least 68% of facilities are open by comparing the upper and lower bounds of the average distances.     

Selection of an Optimal Form of Surface Transportation in the Northeast of the USSR

The author presents a methodology for determining the economical use areas of trucking narrow- and broad-gauge railroad transport in remote areas of the USSR where construction and operating costs are far above the national average. He presents a graph of economical areas of application of the various forms of transport, based on expected traffic volumes and average lengths of haul. Specific cases of poor transport planning are analyzed.     

The Economic Effectiveness of the Construction of Pioneering Railroads in Newly Developed Areas (as illustrated by the Lena Railroad)

The author analyzes the economic benefit derived from the construction of the Lena Railroad in terms of savings of transport costs compared with previous transport routes and in terms of the contribution made to the national economy by the development and settlement of the area served by the railroad.     

Transport Costs and Rural Development

Innovations that reduce costs of transport from rural locations may also reduce transport costs to rural areas. As transport costs fall, producers can afford to concentrate and achieve economies of scale. This paper explains an initially negative, but ultimately positive, relationship between reductions in transport costs and rural development. A two-region general equilibrium model with firm and worker spatial mobility highlights the firm and household location implications of costly transport-service use by both industry and agriculture in the context of scale economies and product differentiation. The computable general equilibrium model is initialized and verified with a bi-regional social accounting matrix and then used for simulations. Changes in relative transport costs are shown to affect relative regional wage rates, thus also determining the location of "production-cost-oriented" firms.     

Manufacturing (co)agglomeration in a transition country: Evidence from Russia

We document the geographic concentration patterns of Russian manufacturing using detailed microgeographic data. About 80% of three-digit industries are significantly agglomerated, and a similar share of three-digit industry pairs is significantly coagglomerated. Industry pairs with stronger buyer–supplier links—as measured using Russian input–output tables—tend to be slightly more coagglomerated. This result is robust to instrumental variable estimation using either Canadian or US instruments. Using Canadian ad valorem transport costs as a proxy for transport costs in Russia, we further find that industries with higher transport costs are more dispersed, and industry pairs with higher transport costs are less coagglomerated.     

STABLE ECONOMIC AGGLOMERATION PATTERNS IN TWO DIMENSIONS: BEYOND THE SCOPE OF CENTRAL PLACE THEORY

This paper elucidates which agglomeration patterns exist in two‐dimensional economic space and how such patterns appear stably. Hexagonal lattices, that with and that without a boundary, are advanced, respectively, as practical and theoretical spatial platforms of economic activities. Agglomeration patterns on these lattices include hexagons in central place theory, but also encompass megalopolis and racetrack‐shaped decentralization. As the transport cost decreases, stable economic agglomeration undergoes the formation of the smallest hexagon and transition to patterns with larger market areas, often undergoing downtown decay but finally leading to a megalopolis. Formulas for break points are provided in an economic geography model.     

DISPERSION FORMS: AN INTERACTION OF MARKET ACCESS,COMPETITION, AND URBAN COSTS*

ABSTRACT This paper analyzes a two‐region model including multiple industries with different transport costs. Two results are derived. First, dispersion occurs for small transport costs, but the specific dispersion patterns depend on the level of urban costs. This results from an interaction of the market‐access effect on consumers, the market‐access effect on firms, the competition effect, and the urban‐cost effect. Second, decreasing transport cost tends to let industries with lower transport costs disperse, although the shares of industries locating in the larger region are not in order of their transport costs. We further provide some empirical data concerning the second result.     

Multiple Allocation Hub Location Model with Fixed Arc Costs

This article formulates a model to analyze the role of fixed costs in the design of optimal transportation hub networks. The primary purpose of this article is to better model costs in hub networks, an issue that has attracted considerable attention. This article allows particular versions of hub networks to emerge from the cost structure, rather than by imposing a rigid predefined connectivity protocol. The article integrates modeling approaches from an environmental hub location model with the three‐index formulation of Ernst and Krishnamoorthy to produce a hub location model with fixed and variable costs for all arcs. Our goal is to demonstrate how the inclusion of a richer cost model in transportation hub location can generate a wide range of different network types, depending on the relative magnitudes of the cost elements. While the existence of special case network solutions is well known and has been exploited in optimization, the current research provides added insight to the cost of flow in a more, or less, connected hub network. Eight fundamental prototype networks are derived as special cases, and some additional unanticipated network types also emerge. The results are illustrated with a standard CAB25 data set.     

Maximizing Accessibility on Congested Networks

The problem of locating facilities to maximize their accessibility on networks where costs are functions of flow volume is considered. In particular, an accessibility model developed by Leonardi is extended to bipartite and tree networks whose arc costs are determined by a flow-dependent congestion function. The resultant nonseparable equilibrium problem is solved heuristically, and numerical simulations are used to explore the model's behavior under varying conditions.     

Missing networks: The case of European freight transport

The concept of missing networks refers to the absence of strategic layers or components of Europe's transport and communications infrastructure which may be both material or immaterial in nature. The paper reviews some of the issues that need to be taken into account when dealing with these missing networks and shows how these can be resolved in practice with respect to European freight transport. It is argued that what is needed in this case is an inter‐modal perspective and a multi‐layer view of networks. Combined transport can be regarded as an efficient way of overcoming current limits by improving inter‐modal transit potential thereby enabling a much better use to be made of existing capacity.     

From infrastructure to digital networks: accessibility and connectivity in transport geography research at Aberdeen

ABSTRACT

This paper considers the contribution made to transport geography research at the University of Aberdeen over the last century. In section one, the earliest work in transport geography emphasised the physical connectivity provided by transport through infrastructure networks. Section 2 discusses the contribution made at Aberdeen to debates around accessibility and connectivity. This work had a strong rural dimension and evidenced a growing recognition of the importance of technology in transport. It provided the springboard for research on digital connectivity with important contributions to the wider domain of transport studies in the fields of flexible transport, rural connectivity, transport and energy and social media and big data as reported in Section 3. Section 4 brings the story of transport research at Aberdeen up to the present. It frames research under the banner of intelligent mobility (IM), which links technology and mobility to the wider societal objective of enabling the smarter, greener and more efficient movement of people and goods. Contributions are reported to the fields of shared mobility, smart rural mobility, transport security and privacy and accessibility. Finally, a return to the theme of infrastructure networks and connectivity is highlighted in work on global production networks in aviation.     

The Network Approach: Dutch Spatial Planning between Substratum and Infrastructure Networks

This paper investigates the substratum and infrastructure networks as relevant components of spatial planning. Since 2001, in Dutch government documents on spatial planning the Layers Approach has been presented, with three layers: substratum; networks; occupation patterns. The Layers Approach assumes that the characteristics of the substratum provide conditions for infrastructure networks and that these infrastructure networks then condition the occupation patterns, including the locations for housing, business activities and related services. These more or less hierarchical relationships are supposed to produce clear ground rules for the spatial planner. The Layers Approach seems to offer a robust methodology for spatial planning. This contribution presents the background of the Layers Approach, adds some critical notes and proposes an amendment: the Network Approach, connecting different spatial scales. After the presentation of a typology of networks a preliminary overview of the dynamics of transport networks is given. The spatial relevance of information and communication technology (ICT) networks, that support transport networks, is discussed. Nodes are presented as links between infrastructure networks and occupation patterns. The paper concludes that actors, dealing with regional spatial plans in a decentralized planning system, have to acquire an in-depth knowledge of the technology, economy and governance of current networks and the qualities of the substratum, which form a conditioning and stimulating framework for the spatial planning of urban and regional areas.     

Transport costs: measures, determinants, and regional policy implications for France

We develop a methodology to accurately compute transport costs.Based on the real transport network, our measure encompassesthe characteristics of infrastructure, vehicle and energy used,as well as labor, insurance, tax and general charges borne bytransport carriers. Computed for the 341 French employment areas,road transport shipments and the period 1978–1998, thisnew measure is compared to alternative ones such as great circledistance, real distance, or real time. We conclude that theseproxies do a very good job in capturing transport costs in cross-sectionanalysis. However, important discrepancies limit the possibilityof using them in time series analysis. Moreover, our measureallows us to identify the policies that most impact transportcosts. We show that transport technology and market structureare responsible for most of the transport cost decrease. Infrastructureimprovements only condition the spatial distribution of thegains. Finally, some implications for researchers and regionalpolicy makers are derived.     

Marginal Cost Estimates of the Water Resources of the USSR

A water-management regionalization and determination of marginal cost estimates of water resources over the next three decades (to about 2000) outlines a set of priorities for the construction of dams and interbasin diversion projects. The predicted water requirements are based on the assumption that irrigation needs will increase at a moderate rate (30 million hectares by the end of the forecast period). The resulting marginal cost estimates are expected to affect long-term plans for the location of water-intensive activities (irrigation, water transport, thermal power generation, chemicals, pulp and paper) for which water costs may represent 40 to 50 percent of the total cost difference between alternate locations.     

Determination of an Optimal Location for an Iron and Steel Plant Based on Iron Ore of the Kursk Magnetic Anomaly

A locational study of the Iron-Steel Design Institute is criticized on the ground that it selected potential plant sites intuitively and then examined them in terms of proximity to iron ore, water availability and minimal transport requirements. An alternative methodology is proposed. The general region for the new plant is first established on the bases of the interregional balance of iron and steel products. The Central European region is found to have a deficit in the entire product range. A more specific location is then derived by calculating potential transport costs with respect to both markets and sources of raw materials (iron ore, coke). The Rzhev area of Kalinin Oblast is found to be optimal in terms of transport costs alone. But when water and, particularly, labor resources are considered, preference shifts in favor of a plant location in the Gor'kiy-Kostroma area.     

SPATIAL COMPETITION À LA COURNOT: PRICE DISCRIMINATION BY QUANTITY-SETTING OLIGOPOLISTS*

In this paper, we consider oligopolistic competition in a spatial model when firms take care of goods' delivery and discriminate among consumers. Firms compete by setting quantity schedules independently over space. We show that under general conditions a Nash equilibrium in this game exists and is unique. In equilibrium, firms’ markets overlap, a feature which accords with intuition and empirical observations. Over the interval between two firms, the equilibrium spatial price schedule is quasi-concave (quasi-convex) when transport costs are concave (convex). With linear transport costs, the model predicts uniform delivered pricing. Uniform pricing could moreover be obtained by a combination of increasing returns to volume in transportation together with concavity of unit transport costs in distance.     

Spatial inequality and urban costs: Revisiting the home market effect

This paper investigates how the interactions between product differentiation, transport costs, and urban costs determine the spatial inequality in a general‐equilibrium model. We shed light on the interrelation between different definitions of home market effect (HME) in literature. While the wages in the large region are always higher, the HME in industrial distribution occurs in a limited range of parameters, implying that the HME in factor price is more pervasive. Moreover, we show that the reverse HME is the more common outcome. It indicates that neglecting urban costs in theoretical methodologies tends to overestimate the existence of HME. We also disclose how a change in urban costs or transport costs affects regional inequalities and welfare.     

A road,a disappearing river and fragile connectivity in Sino-Inner Asian borderlands

In 2013, President Xi Jinping formulated China's vision of Eurasian connectivity: The Silk Road Economic Belt. The strategy envisages the construction of infrastructure networks that will enmesh the Eurasian continent and form an interconnected space of exchange. Since the plan was announced, the Economic Belt has attracted much academic and media attention in terms of the infrastructure being built and its future potentialities. At the same time, questions about the sustainability of this infrastructure in a dynamic Sino–Inner Asian borderland, with its highly fluid terrain and socio-political geography, have been virtually absent from the debate.The inevitable decay, maintenance and social ambiguity surrounding transport infrastructure lack the appeal associated with new construction projects; yet, discussing them is crucial in the context of mega initiatives such as the Economic Belt. It is important to bring it back ‘down to the ground’ and into more mundane terms. By zooming in on a single desert road in northwest China that has been designated as a crucial conduit in the westward arc of the Economic Belt, this article draws attention to the social complexity and ecological vulnerability of transport infrastructure in the Sino–Inner Asian borderlands. At one scale, this infrastructure is part of China's vision of globalization; at another scale, however, it is firmly embedded in local contexts. By pushing the political, ecological and material complexity of road maintenance to the centre of our inquiry, the article offers a new perspective on the current construction boom and its sustainability.     

The National Sample from the 1851 Census of Great Britain an Interim Report on Methods and Progress

Abstract

In the last years, the use of geographical information systems has been common in many historical and geographical studies. Perhaps one of the least known applications is network analysis, a series of functions related to hydrology and mobility. Since 1994, researchers have used network analyses to understand costs and time expenditure in transportation in Roman times, with the aim of modeling commercial routes. Archaeological objects were employed to confirm those commercial distributions whose quantities were related basically to transport costs. The present articles go far beyond and attempt to understand decisions in building a transport network based on time series. It seems that not all Roman decisions in transport infrastructure were due to economic reasons; some parts of Roman roads were built basically for political reasons and affected later developments.     

Cross-platform program for likelihood-based statistical comparisons of mortality profiles on a triangular graph

The construction of mortality profiles to investigate age-at-death patterns is a typical component of most faunal analyses. While many methods exist for constructing and comparing mortality profiles, plotting the percentages of juvenile, prime, and old individuals on a triangular graph, or ternary diagram, remains a popular method for making comparisons. Typically, these comparisons are made visually, but because sample sizes are often small, any differences may be the product of sampling rather than meaningful contrasts in depositional history. To overcome this problem, here we present a likelihood-based method for making statistical comparisons of mortality profiles on a triangular graph, and we make available a cross-platform computer program that implements the method. Although we developed the method with mortality profiles in mind, in principle, it can be used to analyze any kind of artifact for which there are three distinct categories.