INTRA-REGIONAL EMPLOYMENT GROWTH IN LUXEMBOURG (1994–2005)

The specialization of city-centres towards more advanced service activities has mostly been studied in the largest city-regions, the case of smaller urban centres being less well documented. In that context, the objective of this article is to analyse the role of sectoral and regional factors in employment growth in Luxembourg between 1994 and 2005. Using statistical data from the Luxembourg General Inspection of Social Security, this contribution distinguishes 12 categories of manufacturing industries and services according to an OECD-Eurostat knowledge-based classification. Five intra-regional areas are distinguished based on morphological and functional criteria in the Luxembourg Metropolitan Area. Using several indexes, this article first analyses the sectoral specialization and geographical concentration of employment. A model of intra-regional employment growth, initially developed by Marimon and Zilibotti and applied at the European level, is then shown to account for 40 per cent of employment growth. An estimation of the contributions of sectoral and geographical factors highlights the primacy of the latter over the former. Finally, the construction of virtual economies confirms the City's overall lower performance as compared to its close periphery. Results underscore a process of functional integration in the Luxembourg metropolitan area: as the core of the city undergoes a specialization process, the urban area benefits from a relocation of activities less sensitive to distance and transaction costs, while the periphery becomes increasingly diversified, notably in the South where traditional industrial activities are being replaced by service activities. These results suggest that the evolution pattern of employment growth in Luxembourg is very similar to that of some larger metropolitan centres, owing to its exceptional financial service activities.     

温州大都市区形成机制及其空间结构研究

大都市区是发达的城市化区域,它包括城市核心区和与之在经济、社会、文化上有紧密联系的地区。21世纪到来之际,大都市区发生了巨大的变化。大都市区,无论是走向繁荣还是衰退,都面临着经济发展、基础设施建设、环境保护、社会平等发展战略问题。本文以温州为例,在对区域经济发展水平差异和客流、物流分析的基础上,界定了温州大都市区范围;通过对温州大都市区的研究认为,宏观政策机制、市场机制、工业化模式、温州人精神和温州社会网络是温州大都市区形成的重要动力源泉;最后,作者以上述研究为依据,提出了近期和远期温州大都市区空间结构设想。     

Changes in Land-Use Preferences of Small-, Medium- and Large-Scale Industries Located in Metropolitan Areas (Case Study in Istanbul)

In metropolitan areas, the changing spatial land-use preferences of the industrial sector are the most important determinants in the forming of the macro-form. Metropolitan areas, especially in developing European and Asian countries, become troubled cities with agglomerations of population and investment as a result of failures to apply satisfactory macro-policies and plans throughout the country. Industrial investments on various scales and the land-use preferences of investors have changed over time. The land preferences of production and headquarters of the manufacturing sectors have become basic determinants in the formation of settlement systems due to the transformations that occur alongside technological, economic and social development. This article examines whether or not the basic land-use criterion of the manufacturing sector changes in small-, medium- and large-scale businesses according to their labour structure, defined through an examination of the sectoral structure and relations of scale. Taking the increasing rate of the Gross National Product of the industrial sector in metropolitan areas in every country into account, and examining the land-use preferences of various industrial sub-sectors and scales will serve as an important input when making new planning decisions. The industrial land-use criterion will be effective in the transformation, reorganization or directing of new focuses for the agglomerated industrial structure, especially in Istanbul, which features both Asian and European metropolitan area characteristics. This article will define the existing industrial structure of the Istanbul metropolitan area; and differences between the various scales of land-use preferences within industrial investments will be presented, based on the findings of two investigations carried out over a 5-year period. Several important criteria for industrial investors seeking to establish themselves in metropolitan areas will be determined in the article.     

High‐speed railroads and economic geography: Evidence from Japan

Our study shows that high‐speed railroads (HSR) can either polarize or diffuse economic geography based on the sector and distance between cities. Economic activities could agglomerate from distant to core areas, while disperse from core toward its periphery at the same time. Empirical evidence from the 1982 introduction of two major HSRs in Japan, which halved intercity transit time, support this. Noncore areas lost 3–6 percent population; service employment declined 7 percent, whereas manufacturing employment increased by 21 percent. Municipalities within approximately 150 km of Tokyo expanded, while the distant ones contracted. The net result is that the Tokyo metropolitan area agglomerates because of HSR.     

La dynamique spatiale des marchés locaux de l'emploi au sein du champ métropolitain de Québec, 1981–2001

Spatial Dynamics of Local Labour Markets in the Québec City Metropolitan Field, 1981–2001
This research analyzes the spatial dynamics (from 1981 to 2001) of local labour markets at an infra-regional scale, namely the Québec metropolitan field, with particular emphasis on interactions between the metropolitan region and its hinterland. It seeks to better understand the factors underlying this evolution. Centrographic analyses were performed to characterize the evolution of the spatial configuration of local labour markets (displacement of gravity centre, shape change, evolution of dispersion indices and of workforce preferential distribution axes). Between 1981 and 2001, almost all employment poles experienced an increase in the mean-distance tied to their recruitment area, that being particularly true for peri-metropolitan poles which employ an increasing part of their workforce inside the metropolitan labour basin, where a more qualified and diversified labour force is available; thus, giving rise to significant reverse commuting. In addition to the influence of distance to metropolitan area, a multiple regression model shows that factors such as manufacturing specialization and employment growth within job centres also play a crucial role in the spatial dynamics of local labour markets in the Québec City metropolitan field.     

广州市高峰小时居住用地交通产生与分布——基于出租车GPS起讫关联的分析

本文以广州为案例,通过通勤高峰期间出租车GPS数据的时空挖掘,分析基于GPS起讫关联的居住地交通产生与分布特征,并讨论其所隐含的城市职住空间关系及在交通需求分析中的潜在价值。研究发现居住用地交通产生的出行距离存在ZIPF法则所表现的衰减规律,到达工业、商业金融和公共服务等用地的距离依次降低,而空间上距离呈中心城区向郊区增加的同心环模式。此外,本文还尝试从交通模型参数设定、职-住关系等方面探讨本文研究的应用方向。     

COMPENSATION FOR COMMUTES IN THE LAND AND LABOR MARKETS: SOME EVIDENCE FROM THE TOKYO METROPOLITAN AREA*

ABSTRACT. Recent research suggests that in nonmonocentric cities compensation for commutes takes the form of both lower housing prices and higher wages. This paper develops a random utility model that predicts the probability of an actor choosing to commute between each residence and job in a metropolitan area conditional on the observed location of housing units and job sites. The model allows commuting time, origin-specific amenities, land prices, destination-specific amenities and wages to influence actors' choices. We estimate the model using maximum likelihood and generalized least squares techniques and data on commuting between each of 38 origin and 15 destination jurisdictions in the Tokyo metropolitan area. The empirical results show that, all else equal, a one percent increase in commuting time reduces the probability that a route (origin-destination combination) will be chosen by almost five percent. Origin-specific amenities are not completely capitalized into land prices and destination-specific amenities are not completely capitalized into wages. Desirable residential amenities include school quality and a low ratio of day to night population. Desirable workplace amenities include a large share of white collar jobs and a high density of employment.     

ECONOMIC FUNDAMENTALS AND URBAN–SUBURBAN DISPARITIES

ABSTRACT This paper develops a spatially explicit model to examine how urban and suburban communities evolve differently with changes in local economic fundamentals such as rising income or falling commuting costs in the metropolitan area. The model highlights the importance of environmental amenities and the economy of scale in the provision of public services as determinants of urban spatial structure. Results suggest that urban sprawl, income segregation, and jurisdictional disparities are driven by the same economic conditions and thus tend to co‐exist. Rising incomes or falling commuting costs for high‐income households in a metropolitan area tend to increase land prices and public services in every community, while rising incomes or falling commuting costs for low‐income households can have the opposite effects.     

A CITY IN MOTION: TIME-SPACE ACTIVITY AND MOBILITY PATTERNS OF SUBURBAN INHABITANTS AND THE STRUCTURATION OF THE SPATIAL ORGANIZATION OF THE PRAGUE METROPOLITAN AREA

This contribution attempts to reveal the relations between new suburban areas and other parts of the Prague metropolitan area by investigating the time‐space activity and mobility patterns of the inhabitants of newly built suburban districts. The focus on some aspects of the everyday life of people in new suburbs helps us to identify the impact of suburbanization on the changing geography of the metropolitan region and to better understand how the spatial organization of the Prague metropolitan area is produced, reproduced and transformed. We use several interrelated concepts, which serve the theoretical foundation of our work, namely time geography, structuration theory and the post‐communist city. The empirical data utilized are primarily based on 262 diaries completed by eighty‐eight individuals from thirty‐eight households, accompanied by household questionnaires and interviews with the heads of households. The research confirmed the implicit, generally unspoken view that new suburbs in the Prague metropolitan region are heavily dependent on the core of the metropolitan area for the provision of jobs and services. However, newly built suburban shopping facilities to some extent disrupt this pattern, keeping some daily activities of inhabitants within the suburban zone. In addition to empirical observations, the key purpose of this contribution has been to discuss and apply time geography concepts and methods to the research of urban restructuring, and to understand the structuration of metropolitan spatial organization.     

美国大都市区尺度上的工业区位研究

工业化和城市化之间的互动关系体现在都市区尺度上的工业区位上。本文在新经济地理学和城市地理学所揭示的产品差异化和城市集聚效应相互关系的基础上,通过区位熵分析、赫芬达尔-赫希曼指数,对美国工业区位与大都市区间的耦合关系进行实证研究。结果显示:集聚于大都市区核心区的往往是产品个性化和定制化程度较高的行业;位于大都市区外围区的大都是产品依赖于城市市场,但标准化程度较高的行业;传统制造业则往往位于非大都市区。多数都市工业的市场集中度较低,而大部分传统工业的市场集中度较高。这不仅印证了新经济地理学的理论推演和城市地理学的行业分析,而且对包括中国在内的转型国家城市及其产业发展具有重要的参考意义。     

Restructuring of Sydney's Central Industrial Area: Process and Local Impacts

Since World War II Sydneys central industrial area has lost more than 80 per cent of its manufacturing workforce and no longer the dominant centre of manufacturing in Sydney, is now just one of a number of important centres. Unlike inner cities of the United Kingdom and United States, de-industrialisation in Sydney's central city has not caused a trapped population of displaced workers The first aim of this paper is to outline the restructuring of the central industrial area Two major periods of restructuring can be distinguished Up to the early I9 70s change in the industrial area was driven by intra- metropolitan forces. Since then international forces, and related major infrastructure developments, have substantially accelerated job bss. The second aim is to document the impacts which restructuring has had on the inner city workforce Jobs lost up to the early 1970s did not disadvantage inner city workers because employers as well as workers were moving to the suburbs Since then inner city workers in traditional blue collar occupations have been more strongly affected by de-industrialisation than the city as whole but the numbers involved have been too small to have been of much political interest Social problems in the inner city resulting from restructuring in the industrial area have been masked by strong gentrification.     

长江三角洲地区城镇空间组织模式的结构与特征

本文基于产业结构升级与城镇空间组织模式协同的视角,运用主成分和聚类分析方法,对长江三角洲地区城镇空间组织模式的结构与特征进行了探讨,以此为长三角城市群规划编制提供科学依据。本文认为:①长三角城市群实际上涵盖了7大都市圈,各都市圈之间的边界存在有许多重叠的部分;②根据上述结果与断裂点分析,城镇空间组织模式的结构实际上是由5大不同等级、不同范围、相互交叉、大圈套小圈、圈圈相扣的都市圈所构成的"多元圈层"结构,并由核心区内圈向外呈分指状发散性分布,核-缘拓展的特征比较明显。     

基于地铁刷卡数据的城市通勤与就业中心吸引范围研究

地理时空大数据为通勤行为和城市空间结构研究带来了新的机遇。基于一周地铁刷卡数据,采用出行链（trip-chain）数据模型对用户一天的出行进行描述,建立通勤识别规则,识别出上海市域的职住空间和通勤格局。上海市域平均通勤时间为35 分钟,通勤主流向是向心流,说明上海市域依旧表现出强单中心结构。市域就业单中心与居住郊区化并存,中心城区多核心就业已经形成。在此基础上进一步分析中心城区13 个就业（次）中心的吸引范围、模式以及在整个市域的影响力,讨论多中心发展对职住平衡与通勤消减的意义。结果表明：多中心发展有利于城市通勤的合理分配,虽然次中心的平均通勤时间不一定减少,但是就业（次）中心已经表现出对邻近地区的通勤吸引和对主中心的通勤分流。     

COMMUTING AS AN ELEMENT OF LOCAL POPULATION MOBILITY

Commuting is defined as journeys to work or study that cross the administrative boundaries of minor civil divisions. This poses problems in the statistical analysis of some metropolitan areas, such as Baku, where large suburban territories are administratively under the jurisdiction of the central city government. Time series on commuting exist for trips from rural to urban areas, and help distinguish oblasts and major economic regions of varying levels of rural population mobility. This mobility is highest around large cities that exert a strong pull (Moscow, Leningrad, Kiev, Minsk, Khar'kov, L'vov). Rural population mobility is low in Siberia and Kazakhstan, which have a sparse network of industrial centers and low rural population density, and in Central Asia, where the indigenous population is distinguished by low social mobility. Census data for commuting in 1970 yield a typology of cities in terms of the character of commuting. Commuting distances and means of transportation are analyzed for different city size classes.     

京津冀区域制造业分工与转移

本文基于2001年至2009年京津冀区域182个区县制造业29个行业的数据,测算了京津冀区域制造业分工与转移的基本特征,并利用面板计量模型,对两者的关系进行了实证检验。研究得出:(1)京津冀区域制造业的发展呈现明显的差异化特征,三地制造业梯度分工格局正在逐步形成;(2)京津冀区域制造业在区域内部的转移主要从京津走廊向河北东部沿海的唐山、秦皇岛以及河北腹地的冀中南地区转移;(3)京津冀区域制造业的转移主要受到扩散效应的影响,在区县之间由分工的高梯度地区向低梯度地区转移。从分行业来看,技术密集型制造业转移受分工影响程度最大,其次是资本密集型制造业,劳动密集型制造业转移受分工影响最小。     

Global Metropolitan-Regional Scale in Evolution: Metropolitan Intermediary Cities and Metropolitan Cities

The case of Madrid is used as empirical focus to propose a new classification of the metropolitan region urban medium-sized or secondary city system. Based on a methodology that integrates the morphological (size, location and socioeconomic history) and the functional dimensions (centrality index, advanced producer services (APS) concentration and commuting), the article compares new employment centres—cities with metropolitan origin—and historical cities—previously free standing cities, progressively integrated in metropolitan processes. The results show a distinction between (1) metropolitan cities, with a traditional intermediation role, and (2) metropolitan intermediary cities, that include an additional quality to their traditional intermediation role, that of concentrating APS. The article confirms that some medium-sized cities—metropolitan intermediary cities—linked to different origins and up to 100?km away from the metropolis are more visible in the global scene and are establishing an emerging global multicore-network at a metropolitan-regional scale.     

FROM THE FIRM GROUND OF RESULT AND FACT TO THE TOSSING SEA OF CAUSE AND THEORY: THE ROLE OF GOVERNMENT IN URBAN DEVELOPMENT*

Are government policies of any real significance in shaping the pattern of development in metropolitan regions? This essay summarizes the widely-held view that ‘economic forces’ determine the distribution of jobs and residences in urban areas, and argues that this conclusion involves serious conceptual difficulties. The essay then shows how the theory of political influence and related concepts can be used to clarify the issue of causation in urban development, and summarizes the authors' own substantive conclusions—that under certain specifiable conditions government activities do have a highly significant role in shaping metropolitan growth.     

Could Cities in De-Industrialized Regions Become Hot Spots for Attracting Cultural Businesses? The Case of Media Industry in Halle an der Saale (Germany)

Policy-makers from many regions where old industrial structures in the field of manufacturing have collapsed are trying to stimulate entrepreneurial activities of businesses in the cultural industry. The question is whether this strategy could be successful. This article examines the strategy of supporting the sector of media industry (“MI”) by policy-makers in the region of Halle in East Germany, where a strong de-industrialization has taken place after the German reunification. Stimulated by the policy-makers' support measures, there actually was a remarkable development of MI. However, the number of MI firms and their employees did not further increase in recent years, after having reached a certain level. This illustrates the limits of political measures for turning a city's path of industrial development voluntarily.     

Employers as Mediating Institutions for Public Policy: The Case of Commute Options Programs

Scholars have recently noted the role that employers can play as “mediating institutions” for public policy. Mediating institutions connect the private lives of individuals with public policy concerns by communicating societal norms to members and providing social contexts that encourage a commitment to these norms. Despite the potential importance of employers as mediating institutions for public policy, little scholarly attention has been devoted to employer mediation behavior. Accordingly, this study examines two research questions. What factors influence an employer's willingness to mediate policy problems? And how effective are employers as mediating institutions? The mediation behaviors of interest relate to employer efforts to mitigate traffic congestion and air quality problems by enabling employee “commute options,” which are alternatives to single‐occupancy vehicle commuting to work. Drawing on theories of organization behavior, the study hypothesizes that self‐interest, organizational control, and association membership will affect willingness to provide commute options. The study also hypothesizes that employers providing commute options will have lower percentages of employees that drive to work alone. Both sets of hypotheses are supported by statistical analyses of data from a cross‐sectional mail survey of metropolitan Atlanta organizations.