Handbook on Transport and Development
Show Less

Handbook on Transport and Development

Edited by Robin Hickman, Moshe Givoni, David Bonilla and David Banister

This Handbook provides an extensive overview of the relationships between transport and development. With 45 chapters from leading international authors, the book is organised in three main parts: urban structure and travel; transport and spatial impacts; and wider dimensions in transport and development. The chapters each present commentary on key issues within these themes, presenting the debate on the impacts of urban structure on travel, the impacts of transport investment on development, and social and cultural change on travel. A multitude of angles are considered – leaving the reader with a comprehensive and critical understanding of the field.
Buy Book in Print
Show Summary Details
You do not have access to this content

Chapter 22: The developmental impacts of the Madrid Metro Line 12 on retail activities around stations

Lucia Mejia Dorantes


Firms, when making decisions about their location, tend to maximize or minimize certain objectives, which depend to some extent on the nature of the business. For example, while some industries may seek for cost minimization at their location (i.e., manufacturing firms), others may be willing to pay more due to location, in order to maximize profits (i.e., retail stores) (Erickson and Wasylenko, 1980). This is known as industrial location theory, first proposed by Albert Weber around 1940. ‘Transfer oriented firms’ are the ones that minimize transport costs, and ‘resource and market oriented firms’ the others (Beckmann, 1999; Blair and Premus, 1993). As explained by White (1975), only in a flat land, with a uniform environment of population and income, firms selling goods would be equally distributed. Nowadays, it is widely accepted that the location of businesses depends on a combination of factors that include, among others, firm agglomeration, labour market characteristics, transportation, land market, type of firm and enhancement of environmental quality (Banister and Berechman, 2001). Agglomeration indicates that certain types of firms take advantage of being close to other firms at a particular location in urban space. If different industrial sectors are not located randomly but rather follow a profit maximizing criteria, taking advantage of physical proximity to related firms, these areas become economic poles (Feser and Sweeney, 2000; Maoh, 2005). On the other hand, authors such as Mori and Nishikimi (2002) point out that there is a process of reciprocal reinforcement between firms’ agglomeration and transportation.

You are not authenticated to view the full text of this chapter or article.

Elgaronline requires a subscription or purchase to access the full text of books or journals. Please login through your library system or with your personal username and password on the homepage.

Non-subscribers can freely search the site, view abstracts/ extracts and download selected front matter and introductory chapters for personal use.

Your library may not have purchased all subject areas. If you are authenticated and think you should have access to this title, please contact your librarian.

Further information

or login to access all content.