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In a market economy, most urban land can be freely sold or purchased. Thus, land economics is concerned with how the price of urban land is established and how this price will influence the nature, pattern, and distribution of land uses. The above figure provides some basic relationships between the

Source: Adapted from Taaffe E.J., Gauthier H.L. and O’Kelly M.E. (1996) Geography of Transportation (second edition). The evolution of the urban landscape can be considered from a hybrid perspective, where different paradigms were at play at different points in time. Since the concentric, sectorial, and zonal models had problems dealing

Source: adapted from H. Carter (1995) The Study of Urban Geography, Fourth Edition, London: Arnold, p. 126. A study of residential areas done by Hoyt (1939) in the North American context concluded that the land use pattern was not a random distribution, nor sharply defined rectangular areas or concentric circles,

Source: map created by Stephen Von Worley, the Data Pointed blog. Used with permission.Note: Shades of red are expressing a decline in population density while shades of blue express a population density growth. White reflects no population density (other land uses such as agriculture, industrial, transportation or water). Density is

In 1925, Burgess proposed a descriptive urban land use model that divided cities into concentric circles expanding from downtown to the suburbs. This representation was built from Burgess’s observations of several American cities, notably Chicago, for which he provided empirical evidence. The model assumes a relationship between the socio-economic status

Source: adapted from Stutz, R. and A. de Souza (1998) The World Economy: Resources, Location, Trade and Development, Third Edition, Toronto: Prentice Hall, p. 268. Significant improvements in transport technology occurred since Von Thunen designed his agricultural land-use model in the 19th century. For instance, rail systems and grain elevators,

If modern economics began with Adam Smith (1776), modern location economics began with Von Thunen (1826). He was the first to develop a basic analytical model of the relationships between markets, production, and distance. For this purpose, the agricultural landscape was investigated. Von Thunen observed that the land use structure

Transportation and economic systems are reciprocal, as transport supply and demand are mutually interdependent. For instance, the setting of a highway interchange incites the concentration of commercial and service activities, generating additional transport demand, favoring the location of new activities, and reorganizing the regional spatial structure. This interdependence can be

Source: adapted from Camagni, R., M.C. Gibelli and P. Rigamonti (2002) “Urban Mobility and Urban Form: the Social and Environmental Costs of Different Patterns of Urban Expansion”, Ecological Economics, Vol. 40, pp. 199–216. The urban expansion of land uses can take place in five general forms: Infilling. New developments are

Source: adapted from. Giuliano, G. (1995) “Land Use Impacts of Transportation Investments: Highway and Transit”, in S. Hanson (ed) The Geography of Urban Transportation, New York: The Guilford Press, p. 307. Transportation and land use are part of a retroactive feedback system. Accessibility is shaped by the structure, capacity, and