LOCATIONAL SIGNALING AND AGGLOMERATION

Agglomeration can be caused by asymmetric information and a locational signaling effect: The location choice of workers signals their productivity to potential employers. The cost of a signal is the cost of housing at that location. When workers' marginal willingness to pay for housing is negatively correlated with their productivity, only the core‐periphery (partially stratified) equilibria are stable. When workers' marginal willingness to pay for housing and their productivity are positively correlated, there is no core‐periphery equilibrium. The urban wage premium is explained when there is a core‐periphery equilibrium. Furthermore, location can at best be an approximate rather than a precise sieve for high‐skill workers.     

AUTOMOBILE USE AND LOCATIONAL INTERDEPENDENCIES

ABSTRACT. Congestion and pollution externalities from automobile use are simultaneously included in an urban monocentric model. The externalities enter household utility functions directly, and result in a complex interdependency in household location decisions in the city. Implications of the model are drawn out by a simulation and complete sensitivity analysis. The two unpriced externalities are examined for their impact on urban structure, and contrasted with each other. Also, the effect of changes in speed of travel are examined for the impact on urban structure. Speed affects the level of both external effects, and is affected by location decisions.     

STRUCTURAL DIMENSIONS IN THE GEOGRAPHY OF LOCATIONAL CONFLICTS

L ocational c onflict is a frequent by-product of efforts to change the physical structure of man-made environments. Within the geography discipline, theoretical and empirical interests in the conflict basis of public and private decisions on the use of land were stimulated in the early 1970s by the work of Julian Wolpert and his associates.¹ The resolution of conflicts over the locations of specific activities is seen as an important means of allocating benefits among locations² and has led to considerable variations in the distribution of necessary services and amenities among residents of the city.³ Indeed, irrespective of overt evidences of conflict occurrence, David Harvey has characterized the land-use pattern itself as an important indicator of the socio-political rules which direct urban development.⁴     

Empire and ethnicity†

ABSTRACT. Historians and social scientists have typically assumed a conflictual or exploitative relationship between empire and ethnicity. On the one hand, empire might be seen (as perhaps Ernest Gellner saw it in Nations and Nationalism) as a superstructure of coercion to which a group of ethnic units were subject. On the other (according to an influential view), empire fabricated ethnicities (tribes or castes) to divide and rule. This article suggests that both of these views are too crude. In the British case at least (and in the modern history of empire, no generalisation that excludes the British case has much value), ‘imperial ethnicity’ was a much more subtle phenomenon. It existed ‘at home’ as one element in a more complex identity. It was a powerful force in British settler societies, where an indigenous identity could not be imagined. And, perhaps surprisingly, it was deeply attractive to some colonial elites in Asia and Africa – at least for a time.     

LOCATIONAL FACTORS OF MACHINE MANUFACTURING IN THE SOVIET NORTH

Arguments are marshaled against the location of machine manufacturing in the North. The location of suppliers and the location of the market are viewed as negligible factors because machinery plants generally are supplied from a large number of sources and serve a highly dispersed market. The crucial element is said to be the issue of labor resources, particularly skilled labor, and the associated infrastructure that would be needed in the North. It is also pointed out that machine manufacturing is traditionally most cost-effective in large urban centers and in older industrial areas where it benefits from the so-called agglomerative effect of locational factors. It is recommended that metal-fabricating activities in the North be restricted to essential equipment repairs and overhauls and occasional manufacture of nonstandard equipment, with greater use of centralized supplies of spare parts. (For an opposed view, see V. P. Yevstigneyev in Soviet Geography, May 1976.)     

宁波航空港的区位优势及其可持续发展战略研究

文章在分析宁波航空港现状规模的基础上,首先对宁波空港的区位特征进行研究,然后论证了宁波空港经济腹地经济特征及经济地域结构,最后采用包括灰色系统理论在内的几种方式对其发展规模进行预测,并提出空港可持续发展的几点建议。