Basic to several key issues in current urban economic theory and public policy is a presumption that local imbalances between employment and residential sites strongly influence people's commuting patterns. We examine this presumption by finding the commuting pattern for the Los Angeles region in 1980 which would minimise average commuting time or distance, given the actual spatial distributions of job and housing locations. We find that the amount of commuting required by these distributions is far less than actual commuting, and that variations in required commuting across job locations only weakly explain variations in actual commuting. We conclude that other factors must be more important to location decisions than commuting cost, and that policies aimed at changing the jobs-housing balance will have only a minor effect on commuting.
Environmental sustainability in the port industry is of growing concern for port authorities, policy makers, port users and local communities. Innovation can provide a solution to the main environmental issues, but often meets resistance. While certain types of technological or organisational innovation can be satisfactorily analysed using closed system theories, in the case of seaports and in particular in the area of environmental sustainability, more advanced conceptual frameworks have to be considered.
These frameworks need to be able to account for the multiple stakeholder nature of the port industry and of the network and vertical interactions that environmental sustainability calls for. This article investigates successful innovations improving environmental sustainability of seaports. The proposed framework builds in part on research concepts developed in the InnoSuTra EU FP7 project. From a methodological perspective, this article develops a method for quantifying the degree of success of innovation with respect to a set of specific objectives. Several case studies are used to test the framework against real innovation examples, such as onshore power supply, or alternative fuels. In this article, we argue that only those innovations that fit dynamically port actors’ demands and the port institutional environment stand a chance to succeed
IntroductionContemporary metropolitan areas are characterized by decentralized population and employment, extensive suburbanization, decline of the central business district (CBD), and the emergence of employment concentrations outside the CBD (eg Baerwald, 1982;
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