Industrial Location as a Bargain: Iceland and the Aluminium Multinationals 1962–1994

This paper conceptualizes industrial location, specifically in the form of foreign investment, as a bargaining process to provide a framework within which to examine Iceland's deals with aluminium multinationals between 1961 and 1994. These deals involve one actual and one planned investment in aluminium smelters. Conceptually, it is argued that the interpretation of industrial location as a bargaining process can be readily incorporated within the geography of enterprise tradition by explicitly recognizing that location factors are not given datum but are created by negotiations among parties whose interests may overlap but do not coincide. In this paper, the main parties are the Icelandic government and aluminium multinationals. While both parties were interested in investments in smelters which would ultilize Iceland's power resources, the initial agreement in the 1960s depended on Iceland's acceptance of foreign investment as an appropriate vehicle of development and the ability of the parties to agree on power supply, power rates and taxation, location, and some jurisdictional issues that had not been anticipated. This deal has since been revised although the impact of the obsolescing bargain is not noticeably evident. The Iceland government has brokered another deal with other multinationals although this project has been put on hold due primarily to unforeseen events in the global economy. Still controversial, the actual and potential structure of Iceland's aluminium industry results directly from these bargains.     

Spatial Reach of Office Firms: Case Study in the Metropolitan CBD of Tel Aviv, Israel

This paper, using the CBD of metropolitan Tel Aviv, Israel, as a case study, discloses the spatial range of linkages of office firms, situated in newly built office towers. The linkages explored, from the results of a sample of 120 office firms, are those held by office firms with clients, suppliers of goods and services, and with other service firms as partners or as subcontractors. The magnitude of the linkages is revealed in the context of Israel's recent entry into the post-industrial age and its rapid affiliation with the global economy, accompanied by functional restructuring of the service economy. It is also visible in the built environment of Tel Aviv, with large-scale construction of over thirty Class A office tower buildings. Complex spatial interrelationships are found, extending from their immediate metropolitan environment toward the world's leading economic centres. Future avenues of research are explored.     

RURAL–URBAN SPATIAL INTERACTION IN THE GLOBAL SOUTH: LONG‐DISTANCE MOBILITY CHANGES,DESIRES AND RESTRICTIONS OVER TWO DECADES IN RURAL PHILIPPINES

The spatial interaction between rural and urban areas is intense in the Global South. While research into how this interaction influences livelihood opportunities is extensive, longitudinal identification and analysis of rural people's long‐distance mobility is rudimentary. This is problematic given the possible repercussions of a greater flow of people for transport system management (congestion, emissions, investments, social exclusion, etc.). Based on longitudinal survey data from 1990 to 2008/2009, this article addresses this gap by exploring how the long‐distance mobility behaviour of households and individuals has changed over a period of intensified rural–urban interaction in a rural Philippine area. The article furthermore addresses the individuals' mobility desires and restrictions related to long‐distance travel. The results indicate that both accessibility effects and effects related to information and communication technology (ICT), concentration of activities and opportunities towards major cities, age, labour market, and economic situation. Over time, particularly since improved accessibility conditions have enabled much faster travelling, more people have come to travel more frequently (although a suppressed demand is still present and inequalities are considerable) to more distant destinations, major cities in particular, for mainly social motives. A recent countertrend is evident, partly arising from mobile phones replacing physical movement. The increase in private vehicle ownership has so far been slow, so modal choice is still highly sustainable. Overall, the findings support core ideas derived from the new economic geography, but also notes, with earlier studies in transport geography, that travel time is a prime consideration.