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London and New York have often been hailed for their sustainable planning practices. However, when one focuses on the entire city region, there is ever-increasing car-dependent development. This paper focuses on the exurban region of the two cities investigating transport-created CO2emissions. The research is based on the analysis of data of the National Travel Surveys of Great Britain and the USA through a quantification of personal travel and a top-down estimation of CO2emissions. It is the exurban region that accounts for the vast majority of CO2emissions: 77% for London and 87% for New York. In the wider region for both cities there is a policy vacuum and dearth of regional planning mechanisms to deliver policies to reduce CO2emissions. The paper argues that transport needs to be planned at the city-regional scale.ABSTRACT FROM PUBLISHERCopyright of Journal of Environmental Planning & Management is the property of Routledge and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. [ABSTRACT FROM AUTHOR]

Financial centres are central to contemporary capitalism, but research on their development has been impeded by methodological challenges related to data availability. This paper offers a new typology of financial centre activity. Based on the nationality of parent companies of financial service providers operating in a centre, and the nationalities of their customers, we distinguish between domestic, export, import and platform activities. Second, we compile a unique dataset of investment banking deals worldwide, which allows us to apply the new typology and introduce the first ever ranking of top financial centres based on the actual investment banking activity conducted in these centres. Our findings confirm the dominance of New York and London as global financial centres, with New York focused on domestic activities, and London on export and platform activities. Our data also show that, overall, investment banking activity has fallen dramatically since 2007, with 60% of the decline concentrated in New York, and a further 30% in Zurich, London, Frankfurt, Amsterdam and Edinburgh combined. As a result, the dominance of investment banking by New York and London has diminished, contributing to a trend that predates the crisis, explainable by the increasing shares of Asian centres, with Tokyo and Chinese cities in the lead. [ABSTRACT FROM AUTHOR]

Car travel and associated greenhouse gas emissions per capita in London's outer region are more than double than the ones of its metropolitan area. In New York's outer region car travel is four times per capita than what it is in its urban area. The comparative analyses are based on the UK National Travel Survey and the US National Household Travel Survey. The population outside Greater London' Green Belt and New York's periphery has been growing relentlessly since the 1950s. The transport structure of the South East of England and the New York Tri-State area has been largely shaped around the private car. Measures that aim to meet CO 2 emission targets will need address the nature of the cardependent developments of London's and New York's growing outer fringe. The paper compares the current travel structure of the outer regions of the two cities that are nearly exclusively moulded around the motorcar. Using specially commissioned spatial breakdowns of the respective household travel survey data, detailed travel behaviour is analysed for both the urban and exurban areas. The data illustrates the stark contrast in mobility of the urban and exurban areas of the cities. Through an analysis of current vehicle use, estimates of CO 2 emissions are made using established average emission factors per vehicle in each region. In our study of London and New York regions the exurban areas produce the bulk of car-based CO 2 emissions: 77% for the London region and 87% for the New York region. Furthermore, using existing population forecasts and estimates of future average CO 2 emissions per vehicle, future levels of CO 2 emissions from private vehicles are estimated. Our estimates show that the CO 2 emission reduction targets that have been set will not be met by a large margin. [ABSTRACT FROM AUTHOR]

Abstract: This paper presents a detailed empirical description of airport connectivities in four major multiple airport cities (London, New York, Los Angeles, and San Francisco). Our analysis draws on data derived from a previously largely untapped information source, i.e. the so-called ‘Marketing Information Data Transfer’ (MIDT). This dataset contains information on actually flown transnational routes, which allows for a thorough assessment of the chief connectivity characteristics of specific airports. Combined with information derived from a number of other sources, our results point to functional divisions among airports, both in terms of their geographical scale (e.g. national, regional, and international airports) and their specific role in the airline network (e.g. origin/destination versus hub airports). The implications of the results are discussed, and some avenues for future research are considered. [Copyright &y& Elsevier]

Sassen's identification of global cities as 'strategic places' is explored through world city network analysis. This involves searching out advanced producer service ( APS) firms that constitute 'strategic networks,' from whose activities strategic places can be defined. Twenty-five out of 175 APS firms are found to be strategic, and from their office networks, 45 cities out of 526 are designated as strategic places. A measure of 'strategicness' of cities is devised, and individual findings from this are discussed by drawing on existing literature about how APS firms use specific cities. A key finding shows that New York and London have different levels of strategicness, and this is related to the former's innovation prowess and the latter's role in global consumption of services. Other cases of strategicness discussed in terms of the balance between production and consumption of APSs are Beijing, Hong Kong, and Shanghai; Palo Alto; Mexico City; Johannesburg; and Dubai and Frankfurt. [ABSTRACT FROM AUTHOR]

This article examines the debates and contradictions that surrounded the promotion of congestion pricing proposals in London, Stockholm, and New York City. On the one hand, congestion pricing is a neoliberal urban proposal that seeks to reduce motor traffic in a cordoned area by pricing out certain drivers. On the other hand, the political authorities believe that the success of congestion pricing proposals depends on the degree of redistributive elements regarding spatial mobility that are built into them. Redistribution in the form of improved mass transit provision was proposed in all three cities and was implemented in Stockholm and London. The problem with this political gesture is that neoliberals are lukewarm to redistributive politics and consider spatial mobility to be a matter of capacity and not a right. This means that neoliberal political parties because of their skepticism of redistributive politics, have more difficulties in imposing congestion pricing schemes than Left Parties. The congestion pricing proposal of the New York City failed because it was proposed by a neoliberal city administration without a credible redistributive spatial mobility plan. [ABSTRACT FROM AUTHOR]

Copyright of International Journal of Urban & Regional Research is the property of Wiley-Blackwell and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)