Clubs in an urban setting

In this paper the properties of a congestable concentrated local public good (CCoLPG) are described, taking into account both locational aspects and congestion. This discussion, therefore, completes the analysis of congestable local public goods (LPG) which was started in our earlier paper (Congestable local public goods in an urban setting, J. Urban Econ., 290–310 (1982). It is here shown that the optimal provision of CCoLPG leads to the creation of clubs, where the government has to determine the location and provide the optimal quantity of LPG in each club and also levy congestion tolls on users according to their level of utilization of the club. Congestion tolls cover the αest part of the costs, where α is the level of congestability of the CCoLPG. The rest of the costs are covered by taxing land rents. Clubs will form, possibly more than one per city, even if the LPG is pure (i.e., α = 0) and they will contain a single household if the LPG is private (i.e., α = 1). The difference between these results and those of classical club theorists stem from the fact that here we also take into account the limited supply of land of given accessibility (i.e., locational aspects), which like congestion lead to the creation of clubs. When these two factors are considered together, it explains why congestion tolls alone are not sufficient to finance clubs' operations, or why pure LPGs also have to be provided locally, etc.     

Local public goods in an equilibrium : How pecuniarv externalities matter

We study two Nash equilibria among a finite number of jurisdictions which maximize property values by providing public goods. In the first Nash equilibrium, the strategies are LPGs, financed by land taxes. We give conditions under which LPGs will be underprovided and show how this result is linked to price effects caused outside the jurisdiction. In the second Nash equilibrium, the strategies are LPGs and head taxes, with the budget balanced by land taxes. Jurisdiction-specific head taxes have incentive effects, whereas land taxes do not. In this case LPGs will be provided efficiently for the resident population.     

Tiebout's tale in spatial economies: Entrepreneurship, self-selection, and efficiency

This paper establishes the existence and efficiency of equilibrium in a local public goods economy with spatial structures by formalizing Hamilton's [Hamilton, B.W., 1975. Zoning and property taxation in a system of local governments Urban Studies 12, 205–211] elaboration of Tiebout's [Tiebout, C., 1956. A pure theory of local public expenditures. Journal of Political Economy 64, 416–424] tale. We use a well-known equilibrium concept from Rothschild and Stiglitz [Rothschild, M., Stiglitz, J.E., 1976. Equilibrium in competitive insurance markets: an essay on the economics of imperfect information. Quarterly Journal of Economics 40, 629–649] in a market with asymmetric information, and show that Hamilton's zoning policy plays an essential role in proving the existence and efficiency of equilibrium. We use an idealized large economy following Ellickson, Grodal, Scotchmer and Zame [Ellickson, B., Grodal, B., Scotchmer, S., Zame, W.R., 1999. Clubs and the market, Econometrica 67, 1185–1217] and Allouch, Conley and Wooders [Allouch, N., Conley, J.P., Wooders, M.H., The Tiebout Hypothesis: On the Existence of Pareto Efficient Competitive Equilibria, (2004), mimeograph]. Our theorem is directly applicable to the existence and efficiency of a discrete spatial approximation of mono- or multi-centric city equilibria in an urban economy with commuting time costs, even if we allow the existence of multiple qualities of (collective) residences, when externalities due to traffic congestion are not present.     

Spatial equilibrium with local public goods: Urban land rent,optimal city size and the Tiebout hypothesis

This paper extends the standard model of urban land rent to consider the spatial equilibrium conditions in a local public goods market as hypothesized by Charles M. Tiebout. An analysis is made of the spatial dimensions of public goods, their degree of ‘localness’ and their impact on land values. It is shown that the optimal population size of the community (Tiebout's sixth assumption) is simultaneously derived with the optimal supply of local public goods and local taxes. It is also shown that land rent is a poor output indicator of Tiebout's equilibrium conditions and that the capitalization assumption is not the appropriate test for his hypothesis.     

Efficient Congestion Tolls in the Presence of Unpriced Congestion: A Peak and Off-Peak Simulation Model

This paper develops a congestion pricing model to examine efficient congestion tolls for an urban highway facility that resembles California State Route 91, the highway that has been subject to congestion tolls since December 27, 1995. Two lanes out of six (each way) are subject to congestion tolls, and the other four lanes are not. The simulation model combines the economic theories of second-best pricing of transportation facilities and peak-load pricing, and considers both welfare-maximizing and profit-maximizing cases. The simulation results show that the second-best peak period toll is quite low and that the welfare gains from the toll are modest compared to a regime in which all lanes are subject to tolls.     

Public housing units vs. housing vouchers: Accessibility,local public goods,and welfare

We develop a general equilibrium model of residential choice and study the effects of two housing aid policies, public housing units and housing vouchers. Land is differentiated by both residential accessibility and local public goods, and the provision levels of local public goods are determined by property tax revenues and neighborhood compositions. Households differ in their incomes and preferences for local public goods. Housing aid policies are financed by general income taxes. We discuss how the location of public housing units is a fundamental policy variable, in addition to the numbers and sizes of units, and argue that vouchers not only cause less distortion for social welfare compared to public housing, but may also improve overall welfare.     

Voluntary income clustering and the demand for housing and local public goods

Economists have suggested that wealthy communities use “fiscal zoning” in order to protect their tax bases. Such zoning would be unnecessary if tastes for local public goods were sufficiently correlated with tastes for the taxed good, residential property. The common notion of “bid rent” can be extended to derive a formula to show under what conditions fiscal zoning is redundant. Our information about the values of the relevant parameters is not sufficiently precise, however, to determine whether these conditions are met.     

Optimal policies in cities with congestion and agglomeration externalities: Congestion tolls,labor subsidies,and place-based strategies

This paper develops a spatial general equilibrium model that accommodates both congestion and agglomeration externalities, while firms’ and households’ land-use decisions are endogenous across continuous space. Focusing on the interaction between externalities and land use patterns, we examine the efficiencies of first-best policies and second-best pricing and place-based strategies using numerical simulations. A first-best policy must combine both Pigouvian congestion tolling (PCT) and Pigouvian labor subsidies (PLS) instruments, or design an optimal toll (or subsidy) internalizing agglomeration externalities (or congestion externalities). We also examine second-best pricing policies if only one instrument is adopted. Congestion pricing policies alone (e.g., a partial PCT or a flat-rate toll) can improve social welfare only in heavy-congestion cities, and their welfare gains may be insignificant (e.g., below 10% of the welfare improvement achieved by first-best policies). In contrast, second-best labor subsidy policies alone are a more effective alternative to first-best policies. As to place-based policies, the firm cluster zoning (FCZ) regulation is more efficient than the urban growth boundary (UGB) policy. UGBs only have small effects on the agglomeration economy but could worsen land market distortions via residential rent-escalation effects. These findings suggest that it is important to internalize business land use decisions and relax monocentricity assumptions, in order to appreciate the interplay of both urban externalities, since spatial adaptations to policy interventions can distort system efficiencies.     

Alternative congestion pricing schedules

It is important that alternative congestion pricing schedules are compared with respect to a broad spectrum of their effects. This paper uses an equilibrium simulation model of peak-period commuting along an urban highway to compare quantitatively both positive and normative effects of six congestion pricing schedules. Three of these schedules have been investigated qualitatively in the literature; the others are new. The results indicate that flat tolls are favored over smoothly varying tolls for revenue generation or increase in vehicle occupancy, but are disfavored for efficiency maximization, increase in consumer surplus, or reduction in congestion delays.     

Congestion Caused by Speed Differences

This paper investigates road traffic congestion caused by speed differences using both analytical and numerical simulation models. Especially outside peak hours, speed differences are probably one of the most important reasons for congestion. Some main conclusions are that optimal tolls for slow vehicles are higher than those for fast drivers, that the marginal external costs and the optimal tolls for slow drivers are actually decreasing in the equilibrium number of slow drivers, and that “platooning” may become an attractive option especially when the desire for a low speed is caused by a lower value of time.     

The incidence of congestion and congestion tolls

In contrast with the enormous literature on efficiency aspects of congestion tolls, very little has appeared on their equity implications. Simulation is applied to a standard urban model to learn about the distributional aspects of an optimal toll, or the absence of one. Tolls are found to produce distributional changes which may overshadow their effects on allocative efficiency. In passing, the model is used to demonstrate that lagged supply adjustments to increases in the demand for suburban housing may be an effective, if second-best, alternative to congestion tolls.     

A behavioural model of traffic congestion: Endogenizing speed choice, traffic safety and time losses

Conventional economic models of traffic congestion assume that the relation between traffic flow and speed is a technical one. This paper develops a behavioural model of traffic congestion, in which drivers optimize their speeds by trading off time costs, expected accident costs and fuel costs. Since the presence of other drivers affects the latter two cost components and hence the Nash equilibrium speed, a ‘behavioural’ speed-flow relationship results for which external congestion costs include expected accident costs and fuel costs, in addition to the time costs considered in the conventional model. It is demonstrated that the latter in fact even cancel in the calculation of optimal congestion tolls. The overall welfare optimum in our model is found to be off the speed-flow function, and off the average and marginal cost functions derived from it in the conventional approach. This full optimum requires tolls to be either accompanied by speed policies, or to be set as a function of speed. Using an empirically calibrated numerical simulation model, we illustrate these qualitative findings, and attempt to assess their potential empirical relevance.     

The impact of positive property tax differentials on the timing of development

To date, few empirical studies have focused on the location decision by residential developers in response to changes in the property tax. Based on a dynamic time-to-development model by Turnbull, this paper finds, using 17 years of parcel level data from Saint Louis County, Missouri, that higher than average tax rates increase the time-to-development for vacant parcels by between 4 and 11%, all else equal. Additionally this paper finds that the tax differential effect is cumulative, resulting in about a 20% increase in the time-to-development for the parcel facing the average number of years with a higher than average rate. These results support the analytical results by both Turnbull [Turnbull, G.K., 1988. The effects of local taxes and public services on residential development patterns. Journal of Regional Science, 28 (4), 541–562.] and McMillen [McMillen, D.P., 1990. The timing and duration of development tax rate increases. Journal of Urban Economics, 28, 1–18.] that the property tax can distort residential capital markets leading to inefficient urban growth, or sprawl.     

Land Speculation in Southern California: Energy Monopoly, Fiscal Crisis and the Future

A bstract . Increasing automobile traffic congestion and longer trip times on interurban trolley lines in southern California after the second world war led to the contruction of freeways. The trolleys were denied access and the efficient electric railway system was sold to bus lines , partly as a result of a conspiracy between bus manufacturers, tiremakers , and oil companies. This producecl "the golden age of land speculation" in the region. Floodplains, earthquake zones, blowsand areas and the tops and sides of crumbling cliffs were dotted with sprawled residential developments. The energy crisis of 1973, produced by the oil companies and the Arab oil cartel , turned boom into bust. As inflation and rising taxes produced by soaring property values put intolerable pressure on urban homeowners , they forced legislators to limit increases in assessed values and to restrict government spending. Now the public is challenged to produce order out of fiscal chaos and speculative ruin.     

A political economy model of road pricing

In this paper, we use a simple majority voting model to study the introduction of urban congestion tolls. The model allows for different types of uncertainty and considers different uses of the toll revenues. The following results are obtained. First, we show that individual uncertainty with respect to modal substitution costs may imply that a majority votes against road pricing ex ante, although a majority would have been in favor after its introduction ex post. Moreover, if a majority is against road pricing ex ante, there will also be no majority for organizing an experiment that would take away the individual uncertainty. Second, political uncertainty with respect to the use of the revenues corroborates the finding that ex ante more voters will be against the introduction of tolls. Third, both types of uncertainty suggest that fewer voters are against road pricing when toll revenues are used to subsidize public transport than when they are redistributed to all voters. Importantly, the results of this paper are consistent with a number of recent empirical observations on efforts to introduce road pricing, including the systematic rejection of road pricing in referenda, the more favorable attitudes towards road pricing after than before its introduction, and tying the toll revenues to support public transport.     

The combined equilibrium of travel networks and residential location markets

The combined ‘user’ equilibrium of travel networks and residential location markets is shown to exist and to be unique in the expected allocation of households to residential locations and to the routes and links of the network, in the vacancies and rents of residential locations and in the congested travel time and cost of each network link. The formulation combines a multinomial logit model of households' location and route choices derived from utility maximization, a binary logit model of house owners' offer decisions derived from profit maximization and the standard model of network congestion. A travel disutility measure (consistent with utility maximization) replaces the standard ‘generalized cost function’. The proof utilizes a non-linear programming formulation which reproduces the simultaneous equilibrium conditions of the behavioral formulation. The stability of the unique equilibrium position is briefly discussed, a computational algorithm is proposed and hints for generalized formulations are provided.     

Inactive transfer policies and efficiency in general overlapping-generations economies

I analyze how public debt restores Pareto efficiency in overlapping-generations economies. My model allows non-stationarity across time and accommodates many heterogeneous and multiperiod lived agents per generation and goods per period. I show that efficiency can always be restored by a once-and-for-all augmentation of initial wealth (the introduction of debt) partially financed by a series of ‘small’ taxes (the summation of average tax rates being less than any prescribed tolerance). I reconcile this positive result with well-known counter-examples. To establish my general proposition, I extend to my model Cass' well-known price characterization of efficiency.     

Congestion, Land Use, and Job Dispersion: A General Equilibrium Model

In dispersed cities, congestion tolls would drive up central wages and rents and would induce centrally located producers to want to disperse closer to their workers and their customers, paying lower rents and realizing productivity gains from land to labor substitution. But the tolls would also induce residents to want to locate more centrally in order to economize on commuting and shopping travel. In a computable general equilibrium model, we find that the centralizing effect of tolls on residences dominates on the decentralizing effect of tolls on firms, causing the dispersed city to have more centralized job and population densities. Under stylized parameters, we find that efficiency gains from levying congestion tolls on work and shopping travel are 3.0% of average income. About 80% of such gains come from road planning and 20% from tolls.     

Optimal fiscal policy for a state or local government

State and local government services are enjoyed by, and taxes borne by, two groups, residents and non-residents. This paper addresses the question: if state and local governments maximize their residents' welfare, and cannot distinguish between individual residents and non-residents but know the aggregate characteristics of the two groups, what set of taxes (subsidies) and public goods should they choose? Some of the results obtained are: (i) even when all commodities are taxable and equity is ignored, the existence of non-resident consumption makes uniform taxation non-optimal; (ii) in some cases, whether a commodity should be taxed or subsidized is independent of its own-price elasticity; (iii) central cities may be subsidized by suburban residents; and (iv) the ability of state and local governments to redistribute is inversely proportional to the openness of the economy.     

Congestible public goods and local indeterminacy: A two-sector endogenous growth model

This paper shows that the congestible public goods can generate local indeterminacy in a two-sector, constant-return human capital enhanced growth model. While the productive public good exerts positive sector-specific externalities, the congestion effect generates negative aggregate externalities. The sector-specific externalities alone arising from productive public goods cannot establish local indeterminacy without the combination of negative externality in a model with social constant return technology. Congestible public good generates local indeterminacy if the degree of productive public good externality and the degree of congestion effect are large enough. The condition for indeterminacy is independent of the factor intensity rankings. The conditions are quantitatively assessed and the required parameter values for the degrees of public good externality and congestion are consistent with the estimated values in existing literature.