MONOPSONY AND PLANT LOCATION IN A THÜNEN LAND USE MODEL*

ABSTRACT. Previous work has developed a method for studying noninfinitesimal operational units, called “plantations,” with the Thüen model. In that model, increasing returns to scale generate large operational units, but the potential market power conferred by the scale economies is sidestepped as an issue. The present work introduces finite supply elasticities and examines their locational impacts. The profit-maximizing monopsonistic plantation is smaller, and the shipment distance for its processed output is shorter, than for a comparable competitive plantation. The present approach does not involve spatial competition strategies.     

FIRST NATURE, SECOND NATURE, AND METROPOLITAN LOCATION

ABSTRACT. Economies of scale, transportation costs, and factor mobility can interact to produce agglomerations even in the absence of any pure external economies. This paper offers a monopolistic competition model of a city that serves an agricultural hinterland; unlike most analyses in location theory, the model is fully general equilibrium, but it has strong links to older concepts in geography, notably the idea of "market potential." The analysis shows that the forward and backward linkages that hold a population concentration together also allow that concentration to occur in a variety of possible sites—that is, there are multiple equilibria (indeed a continuum) for metropolitan location.     

TRANSPORTATION RATES AND LOCATION OF THE FIRM: A COMPARATIVE STATIC ANALYSIS*

ABSTRACT This paper examines the role of the structure of transportation rates in the Weber-Moses triangle model. It shows that, in Zeigler's analysis, the appearance of the price elasticities of demand for inputs actually vanish by a simple application of the envelope theorem. Applying comparative statics analysis, we show when transportation rates are a function of quantity and distance, the assumptions that the production function is homogeneous of degree one and the transportation rates elasticities with respect to quantity and distance are constant are not sufficient to insure that the optimum location is independent of the level of output. This result is significantly different from that obtained by either Miller and Jensen or Zeigler.     

LOCATION,THEORY OF PRODUCTION,AND VARIABLE TRANSPORTATION RATES*

ABSTRACT. The question of what conditions insure independence between location and output decisions is investigated within the context of triangle space. Assuming that transportation rates vary with quantity and distance, it is shown that this independence is insured if the production function generates a linear expansion path and the following are all constant: transportation rate elasticities with respect to distance and quantity, and the price elasticity of demand for inputs.     

A NOTE ON TRANSPORTATION RATES AND LOCATION OF THE FIRM IN A TWO-DIMENSION,n-INPUT SPACE*

This paper examines the theoretical implications of quantity-discounted transportation rates on the optimum location decision of the firm. It shows that the linearly homogeneous or homothetic production function is not a sufficient condition for the independence between the optimum location and the output level, unless (i) the elasticities of transportation rates with respect to quantity shipped are constant and identical, and (ii) the ratios of marginal products 60 the marginal transportation costs are equal for each input.     

Demand and Supply of Public School Quality in Metropolitan Areas: The Role of Private Schools

In this paper I investigate the role of private schools in the housing market and in the supply and demand for public schooling. I estimate public school-quality supply simultaneously with demand, which provides greater confidence in calculated demand elasticities than in single-equation studies. The price of public schools, private schools, and taxes all appear in the demand estimation and have elasticities of @ndash;0.19, 0.11, and –0.49, respectively. Public school–quality supply is responsive to private-school competition but not to competition from other public schools. The percentage of school-aged children attending private schools depresses house values holding public-schooling outcomes constant.     

长江三角洲主要集装箱港口扩张与竞争

伴随着全球经济和贸易的一体化发展,作为世界物流的最主要形式的集装箱运输也快速增长。尤其在长江三角洲地区,近几年来集装箱港口迅速扩张,各港口之间展开争夺腹地集装箱货源的激烈竞争。本文从长江三角洲主要集装箱港口设施建设以及集装箱运输的现状入手,通过该地区两大集装箱港口-上海港与宁波港对其共同腹地-浙江省的国际集装箱生成及流向的调查,引入腹地市场区位商的概念,分析两港口对浙江省集装箱货源的吸引力及竞争态势。     

REGIONAL DEVELOPMENT,ECONOMIC ACCOUNTABILITY,AND SOCIAL JUSTICE

The author argues in favor of redoubled efforts at improving access to transportation and communications as the most effective means of government intervention promoting a “level playing field” for disparate territorial units under “regional khozraschet.” He maintains that such an approach does not remove incentives for innovation and productivity at individual enterprises, but helps eliminate the disadvantages of peripheral production enterprises relative to those of “central” areas. A scheme is proposed whereby increasing overall (intermodal) transportation accessibility would be the objective, rather than maximizing narrowly based microeconomic efficiency criteria for various transportation ministries. Translated by H. L. Haslett, Leamington Spa, UK from: Territorial'naya organizatsiya obshchestva i problemy mezhnatsional'nykh otnosheniy: Materialy k IX s'yezdu Geograficheskogo Obshchestva SSSR. Leningrad: Geograficheskoye Obshchestvo SSSR, 1990, pp. 9-13.     

Competition in a Repeated Spatial Auction Market with an Application to Timber Sales

In this paper we develop a model of a repeated spatial auction market. The auction model contributes to the literature on spatial competition by considering the sale of goods in a market with spatial and temporal dimensions, and in which goods are sold by an auction institution instead of a posted-price institution. In the Nash equilibrium of the spatial auction model, each bidder is found to have a dominance solvable strategy to bid below his net (of transportation costs) valuation for the first unit of the good because there is an option value to not winning, namely that the following units may be locationally preferred to the first unit. The equilibrium bidding strategies lead to the possibility of non–Pareto-efficient outcomes. The auction model is applied to data from U.S. Forest Service timber sales.     

A Measure of Competitive Access to Destinations for Comparing Across Multiple Study Regions

Accessibility is now a common way to measure the benefits provided by transportation–land use systems. Despite its widespread use, few measurement options allow for the comparison of accessibility across multiple urban systems, and most do not adequately control for market competition between demand-side actors and supply-side facilities in localized markets. In this article, we develop a measure of competitive access to destinations that can be used to accurately compare accessibility between regions. This measure stems from spatial interaction modeling and accounts for competition at both the supply and demand sides of analysis, regional differences in transportation networks and travel behavior, and any imbalance between the size of the population and the number of opportunities. We use this method to compute access to employment for Canada's eight largest cities to comparatively examine inequalities in accessibility, both within and between cities, and by travel mode.     

古城西安住宅消费市场满意度重要性与差异性分析

本文以古城西安为例,在第一手调查资料的基础上,构建了住宅市场消费满意评价模型,采用消费者指标选择累积统计的方法,构建了重要性与满意差异模型,进行了重要性与满意差异分析。研究结果显示:评价项目中,住房价格与中观小区空间因素满意评价较低;满意且重要区域主要集中于宏观区域因素;重要不满意区域,价格因素主导突出。     

基于亲景度与竞争态的上海入境旅游市场分析

运用亲景度、竞争态等市场指标体系和SPSS统计软件,对1997-2004年上海入境旅游市场进行了分析,发现1997-2004年上海主要的入境旅游市场亲景度相对比较稳定,但竞争态却呈现出上下波动的态势。本文认为亲景度和竞争态虽然有其内在的联系,但就上海入境旅游市场而言,亲景度和竞争态的关联性并不是特别显著,而为了比较合理地测量入境旅游市场,在选取亲景度为偏好系数衡量旅游市场时,需要结合竞争态做综合分析。最后,本文结合Co-Plot分析法,对上海的入境旅游市场选择提出了建议。     

COMPETITIVE AND IMPERFECTLY COMPETITIVE LABOR MARKETS IN URBAN AREAS*

ABSTRACT. In this paper, I present a model incorporating two kinds of spatial labor markets: a centralized competitive market at the central business district (CBD) and dispersed local markets across economic space under imperfect competition. Wage differentials and the size of the two types of markets are endogenously determined by rational choices of workers as well as profit maximization of firms. Workers can exercise rational choices with respect to market places where they commute and supply their labor. In this model, I attempt, in effect, to integrate the Hotelling-type paradigm and the Samuelson-type paradigm in a consistent spatial setting.     

JOB CHAINS AND WAGE CURVES: WORKER MOBILITY AND MARSHALLIAN SURPLUSES IN EVALUATING REGIONAL EMPLOYMENT GROWTH*

ABSTRACT In theory, new regional jobs yield two distinct sources of welfare gains to workers: (1) mobility gains achieved by workers as they move up job chains and (2) traditional Marshallian surpluses enjoyed by all workers as labor markets tighten. In the past, we have argued that the second channel is likely to be small relative to the first. This paper integrates a chain model (using PSID job change data) with a modified‐Marshallian model based on “wage curves” (estimated from CPS data) to formalize and test that argument. High wage jobs with modest wage–unemployment elasticities show Marshallian effects only 10 percent to 20 percent the size of mobility effects. Low wage jobs with somewhat higher elasticities show Marshallian effects from 40 percent to 70 percent the size of mobility effects.     

Mapping Market Areas Using Nonparametric Smoothing

A new method is proposed to map firms' principal market areas using shipment data. The new method is a general one which could prove just as useful in mapping the incidence of disease as in mapping market areas. This method is applied to agricultural data for feeder cattle sales at a video cattle auction. Transportation costs appear to be the main determinant of market area boundaries, but there are many cases where transportation costs alone cannot explain the market areas found. The size and shape of market areas for feeder cattle buyers are large, irregularly shaped, and extensively overlapping.     

区域旅游经济效率与网络优势度的关联组合及影响因素构型分析

构建旅游经济效率及旅游网络优势度评价模型,并结合csQCA分析方法,对我国31个省市旅游经济效率、旅游网络优势度水平及其关联组合进行分析,对影响旅游效率、旅游网络优势度以及二者组合的内外部因素进行构型阐述。研究发现：我国旅游经济效率呈现东西高低分化、南北高低相间的空间分布格局,旅游网络优势度表现出明显的多组团形态的板块连片化空间分布格局;市场环境水平、政府支持力度、人力资本水平、交通集散水平、网络信息化水平、区域开放程度等因素,组合形成高旅游经济效率、高旅游网络优势度以及二者协同发展的7种构型驱动模式。     

城市化进程中交通公平的研究进展

在系统分析城市化进程中交通公平内涵的基础上,从弱势群体与社会排斥、交通公平评估与改善策略等方面,梳理交通公平的相关研究成果。结果表明,当前城市交通公平性研究还需从以下几个方面进行完善:交通公平内涵应更加注重改善快速城市化地区居民群体的出行环境;系统分析快速城市化进程中交通公平的演化模式,改善交通公平的基本测度方法;构建交通公平评估的空间分析方法,从经济成本可达性角度剖析交通公平性;关注快速城市化地区交通公平的改善策略,提出可操作性的交通公平优化方法。     

Optimizing the Spatial Structure of the Agricultural Production Function

Important characteristics of spatial agricultural production functions are derived by introducing a non‐negative curvilinear spatial demand function for production input intensities. Given the usual neoclassical rationale assumptions of spatial demand for capital and labor inputs under competitive environment of farming in developing agricultural economies, the optimal production levels are determined by optimizing spatial demand for production inputs. Decreasing price‐to‐transport costs ratio (that is, decrease in the prices of capital goods or increase in freight rates) and increasing wage‐to‐travel costs ratio (that is, increase in labor wages or decrease in the travel rate) expand the limits of the (spatial) optimal boundary of the demand for agricultural capital goods and labor input respectively. These effects occur on account of the operation of (positive) spatial price gradient and (negative) wage‐gradient in the market region. It may be noted that elasticities of demand for production factors are spatially variant and have significant effects on the alterations in the structure of agricultural production. However, the spatial optimal solution of production has a complicated relationship with them. The price elasticity has negative and wage elasticity has positive spatial gradients in the market region. Farmers located in the periphery of the market region are not much affected by the proportionate changes occurring in the prices of agricultural capital goods but are more sensitive to the proportional changes in labor wages. Because of a decreasing trend in capital input demand and increase in labor input with distance from the market, capital‐product diminishes with a decreasing rate and labor‐product increases with an increasing rate in the spatial structure of agricultural production. As a result, capital‐labor ratio falls toward zero, which raises profit rate per unit of capital investment especially in the outer part of the market region. The equilibria of optimal production with price elasticity as well as of capital intensity with labor employment (that is, capital‐labor ratio as unity) determine spatial limits of the optimal production zone which is shifted outward subject to the provision of cheap transportation, stabilizing market prices and/or increasing wage rate at the market center. It will help in extending outwardly the optimal spatial limits of capital investment and will mobilize capital resources of farmers in the periphery for efficient and competitive capital‐dominated farming.     

A STRUCTURAL EMPIRICAL ANALYSIS OF METROPOLITAN LABOR DEMAND*

ABSTRACT. This paper uses a large data base to study metropolitan labor demand functions. The data are disaggregated by two-digit SICs in manufacturing for SMS As, and are corrected for changing SMSA boundaries. Labor demand elasticities are estimated for factor and commodity prices, transportation costs, state and local taxes and expenditures, and production-function shifters. Estimates from different years allow one to test Le Chatelier's principle in the context of interregional change.     

NEGATIVE FEEDBACKS IN THE ECONOMY AND INDUSTRIAL LOCATION*

ABSTRACT. Incorporating regional asymmetry and negative feedbacks (congestion) in a model of economic geography and international trade shows that complete specialization of production at one location is unlikely. We identify an agglomerating force: the home market effect, and two spreading forces, competition for demand from immobile sectors of production and congestion. We demonstrate that negative feedbacks can explain the economic viability of small industrial regions observed in the real world. Simulations clarify the basic structure of the model.