A Theory of the Urban Land Market

Spatio-Econometric Analysis of Urban Land Use Efficiency in China from the Perspective of Natural Resources Input and Undesirable Outputs: A Case Study of 287 Cities in China

“…Third, the optimization of the industrial structure will help to regulate the spatial allocation of land resources. Emerging industries (modern financial industry, advanced manufacturing and other industries) have strong ability to bid for rent [ 51 ]. Under the effect of the price mechanism, urban land can be allocated to industries with the highest willingness to pay, so that land resources can be optimally allocated spatially, which eventually transmitted to the improvement of ULUE.…”

Accessibility and agglomeration: A theoretical framework for understanding the connection between transportation modes, agglomeration benefits, and types of businesses

“…Alonso (, ), Muth (), and Mills (, ) extend this concept to urban land uses, positing that uses or residents requiring a shorter commute—such as commercial businesses that depend on face‐to‐face contact or low‐income households with limited transportation budgets—will be willing to bid higher amounts for land located closest to the center, while uses and residents that require more land (and/or can afford a longer commute) will locate further from the center. The spatial distribution of land uses in the city, then, is determined by a gradient of property values based on accessibility to the center (through transportation networks), where higher intensity uses outbid lower intensity uses at the most accessible (and thus most expensive) locations.…”

“…In von Thünen's (1826) original theory of agricultural land use allocation, transportation cost (per acre product) for various goods determines the concentric distribution of land uses; heavier or bulkier products will be grown closest to the market (such as milk), while lighter products or those that require a large areal extent (like wheat) will be located furthest from the market (Beckmann, 1968). Alonso (1960Alonso ( , 1964, Muth (1968), and Mills (1967Mills ( , 1972 extend this concept to urban land uses, positing that uses or residents requiring a shorter commute-such as commercial businesses that depend on face-to-face contact or low-income households with limited transportation budgets-will be willing to bid higher amounts for land located closest to the center, while uses and residents that require more land (and/or can afford a longer commute) will locate further from the center. The spatial distribution of land uses in the city, then, is determined by a gradient of property values based on accessibility to the center (through transportation networks), where higher intensity uses outbid lower intensity uses at the most accessible (and thus most expensive) locations.…”

“…The economic impact of transportation systems-and the dynamic interplay between urban development, economic development, and transportation accessibility-has long been studied in economic geography, regional science, and urban planning (Alonso, 1960(Alonso, , 1964von Thünen, 1826). Recent research on the economic effects of transportation systems has raised interesting theoretical questions regarding the extent to which roads and public transit systems foster agglomeration benefits to businesses, both locally and regionally (Chatman & Noland, 2011;Credit, 2018;Gerritse & Arribas-Bel, 2018;Holl, 2006;Yu, Junfeng, Houston, & Peng, 2018).…”

Neighbourhood inequality spillover effects of gentrification

“…The determinants of gentrification have recently been given theoretical consideration by Brueckner and Rosenthal (). They extend a model of gentrification in which higher income households initially reside in newer houses in the suburbs and accept a longer commute as a tradeoff to consuming newer construction, originally proposed by Alonso () and Muth (). Brueckner and Rosenthal () incorporate the consideration of remodeling an aging housing stock.…”