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1.
Oded Hochman 《Journal of urban economics》1982,12(1):85-101
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. 相似文献
2.
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. 相似文献
3.
Tiebout's tale in spatial economies: Entrepreneurship, self-selection, and efficiency 总被引:1,自引:0,他引:1
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. 相似文献
4.
Oscar Fisch 《Regional Science and Urban Economics》1977,7(3):197-216
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. 相似文献
5.
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. 相似文献
6.
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. 相似文献
7.
Nancy R. Burstein 《Journal of urban economics》1980,7(2):175-185
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. 相似文献
8.
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. 相似文献
9.
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. 相似文献
10.
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. 相似文献
11.
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. 相似文献
12.
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. 相似文献
13.
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. 相似文献
14.
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. 相似文献
15.
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. 相似文献
16.
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. 相似文献
17.
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. 相似文献
18.
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. 相似文献
19.
《Journal of Economic Dynamics and Control》2007,31(7):2486-2518
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. 相似文献
20.
城市公共服务的价值估计、受益者分析和融资模式探讨 总被引:6,自引:0,他引:6
城市生活质量决定城市价值.城市政府所提供的各类公共服务,直接影响着居民在城市中生活的舒适和便利程度,关系到城市长期发展的动力.围绕此主旨,论文探讨了3个相关的问题.第一,如何估计城市公共服务这些非市场的价值;第二,这些城市公共服务的成本承担和利益享受是否匹配;第三,怎样的公共口融资模式能够使上述关系更为匹配.基于显示性偏好法中的特征价格模型,利用北京市住宅市场和土地市场的徽观和个体交易数据,实证结果表明,居民愿意为居住在地铁站、公交车站和公署周边一定范围(0.8公里)内分别支付住宅价格的17.1%、12.4%和6.4%,但是,这种价值并没有被资本化到土地价格中.这表明,居民对城市公共服务偏好的住处并没有被房地产开发企业以地价的形式传递给政府,开发企业成为实际的受益者.以房地产价值作为税基的物业税的征收使信息可以从居民直接传递至城市政府,将使城市公共服务的融资模式更为合理. 相似文献