On revenue recycling and the welfare effects of second-best congestion pricing in a monocentric city

This paper examines congestion taxes in a monocentric city with pre-existing labor taxation. When road toll revenue is used to finance labor tax cuts, 35% of the optimal road tax in our numerical model does not reflect marginal external congestion costs, but rather functions as a Ramsey–Mirrlees tax, i.e. an efficiency enhancing mechanism allowing for an indirect spatial differentiation of the labor tax. This adds a quite different motivation to road pricing, since welfare gains can be produced even in absence of congestion. We find that the optimal road tax is non-monotonic across space, reflecting the different impacts of labor supply elasticity and marginal utility of income, which both vary over space. The relative efficiencies of some archetype second-best pricing schemes (cordon toll, flat kilometer tax) are high (84% and 70% respectively). When road toll revenue is recycled lump-sum, the optimal toll lies below its Pigouvian level. Extensions in a bimodal framework show that the optimality of using road toll revenue to subsidize public transport depends on the initial inefficiency in public transport pricing.     

Income taxes and urban spatial structure

This paper examines the impact of an income tax in a monocentric city where households equilibriate their allocation of time between work, commuting, and leisure. An increase in the income tax rate lowers the implicit value of time, and hence transportation costs. “Compensated equilibrium” comparative statics analysis shows that under certain conditions, this results in a larger, more dispersed urban area, with lower land rents at the city center and less population within any given distance from the center. The welfare effect of an income tax rate change is also studied, and an expression for the marginal excess burden is derived. The income tax produces welfare losses both because it induces substitution in favor of leisure and in favor of travel—the latter accompanied by excessive spatial dispersion and consumption of space. The marginal excess burden depends not only on the compensated demand elasticity for leisure, but also on that for space. Finally, the problem of benefit measurement for transportation projects in this tax-distorted spatial economy is examined. Benefit measures should be deflated to adjust for the fact that further transportation improvements lead to reduction of land use intensity, exacerbating the problem of spatial resource misallocation in an already excessively dispersed urban area.     

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.     

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.     

Variations in the value of reductions in commuting time

This paper applies the theory of consumer choice to investigate the variations in the value of a marginal reduction in commuting for motorists. Two models are developed: Model I includes leisure and goods in the utility function and Model II adds commuting time to the utility function. Model I predicts that the value of a marginal reduction in commuting time increases as income or commuting time increases and decreases as commuting time saved increases. Model II does not have clear qualitative implications. The empirical tests generally support Model I.     

The effect of reimbursement of worker's transport costs: The case of urban areas in Japan

In some economies, workers are compensated for their commuting costs to the workplace. The spatial structure of an urban area is analyzed comparing a transport cost compensated system to one where expenses are borne by workers. Profit maximizing behavior by firms results in lower wages being paid in the city where transport costs are compensated. It is shown that worker renters achieve a higher level of utility in the area where transport costs are not compensated. Numerical examples are constructed using a range of parameter values which yields measures of the increase in spatial size of the city where transport costs are compensated. The loss in welfare is also evaluated.     

It is not a flat world after all: Tax repatriation costs and cash value

US corporations have accumulated record‐high amounts of cash, and most of it is trapped in foreign accounts. This study tests the hypothesis that the marginal value of cash decreases in the presence of tax repatriation costs, as these costs are a strong indication that part of the cash is trapped abroad. Cash abroad is not readily available to the company because it is subject to an additional layer of tax before it can be used or distributed. Moreover, uncertainty surrounds the potential use of foreign cash, and research documents that firms holding high amounts of cash abroad are likely to invest in negative net present value activities. Finally, possible changes in tax regulation are an additional source of uncertainty. Consequently, foreign cash should be worth less than domestic cash. Using a large sample of US firms drawn from COMPUSTAT during the 1991–2012 period, the analysis suggests that shareholders value an extra dollar of cash at $1.086. However, this result changes dramatically when the change in cash is interacted with the tax cost of repatriating the earnings. That is, the marginal value of cash decreases significantly in the presence of tax repatriation costs, and shareholders discount cash when it is likely to be held abroad. This study contributes to the literature on cash holding by investigating whether tax repatriation costs affect the value of corporate cash. Moreover, the findings show that there are important economic consequences linked to the phenomenon of cash accumulation in foreign countries and therefore provide regulators with a sound foundation on which to take additional actions to require more disclosure of and transparency in the actual location of firms’ cash holdings.     

Timing Equilibria in an Urban Model with Congestion

All spatial urban models with congestion assume that the departure (arrival) time of commutes is exogenously determined and assume that travel speed at a given time and location depends upon the traffic density at that point in time and space. This paper presents a framework that encompasses such models, but allows workers to choose the time at which they leave home (arrive at work). This paper then proves that in general only one equilibrium exists for urban models with traditional congestion technology: a commuting pattern in which commuting is continuous and the rush hour never ends, which is unrepresentative of traffic patterns anywhere. This paper concludes by discussing alternative general equilibrium urban models with congestion that may have more realistic equilibria.     

The commuting time paradox

We examine the conditions for the ‘commuting time paradox’ which states that the average commuting time does not vary between different periods. We develop therefore an equilibrium job search model with endogenously chosen commuting costs. Presuming wage bargaining between workers and firms, the optimally chosen maximum commuting costs jointly maximise the worker's and firm's payoffs. We demonstrate that when productivity levels increase over time, average commuting costs and average wages both increase, which affects the optimally chosen commuting time. We establish the conditions under which the paradox holds.     

A model of population distribution,traffic congestion,and neighborhood crowding in a circular city

An idealized static equilibrium model of a circularly symmetric city is presented. The model allows one to compute the spatial distribution of residences, given certain simple and plausible assumptions about the “costs” of transport, housing and neighborhood crowding. The model is chosen so as to guarantee that in first approximation, the residential population distribution which would be considered optimal by a perfect planner is identical to the distribution reached in a push-shove, laissez-faire equilibrium. This aspect of the construction is shown to be related in a simple way to the familiar “external diseconomy” situation in which a free resource is allocated among alternative uses by equating average, rather than marginal products. The existence of an infinite class of models in which the associated planner's optimum and laissez-faire equilibria are equivalent follows naturally from the standard theory of the private and social costs of highway congestion. The model leads naturally to exponentially falling population distributions which exhibit an “urban-suburban” dichotomy, to a particular overall city size, and to an optimal allocation of land between transport and residential uses.     

Political economy of commuting subsidies

We study the political economy of commuting subsidies in a model of a monocentric city with two income classes. Depending on housing demand and transport costs, either the rich or the poor live in the central city and the other group in the suburbs. Commuting subsidies increase the net income of those with long commutes or high transport costs. They also affect land rents and therefore the income of landowners. The paper studies how the locational pattern of the two income classes and the incidence of landownership affects the support for commuting subsidies.     

Second-best policies for congestion externalities

This is the third in a series of three articles on the topic of congestion externalities. We use an urban general-equilibrium model to test the efficiency of several second-best policies for congestion externalities. The most efficient second-best policy is a program of land-use controls; the program generates a welfare gain of $3.38 per household per week. A unit tax on commuting is a less efficient policy, with a welfare gain of $1.15.     

How should heavy-duty trucks be taxed?

This paper develops and implements an analytical framework for estimating optimal taxes on the fuel use and mileage of heavy-duty trucks in the United States, accounting for external costs from congestion, accidents, pavement damage, noise, energy security, and local and global pollution. The analysis allows for endogenous fuel economy, increased auto travel in response to reduced truck congestion, and distinguishes driving by truck type and region. We estimate the optimal (second-best) diesel fuel tax at $1.12 per gallon and implementing it increases welfare by $1.34 billion per annum. Optimizing over both fuel and mileage taxes, and differentiating mileage taxes by vehicle type and region, yields progressively higher welfare gains. The most efficient tax structure involves a diesel fuel tax of 69 cents per gallon and charges on trucks that vary between 7 and 33 cents per mile; implementing this tax structure yields estimated welfare gains of $2.06 billion.     

Commuter Responses to Travel Time Uncertainty under Congested Conditions: Expected Costs and the Provision of Information

A simulation methodology for analyzing policies for reducing traffic congestion and the effect of providing commuters with pre-trip information is developed. This combines a model incorporating travel time uncertainty to determine optimal home departure times with a supply-side congestion model of a highway facility. Congestion is endogenously generated for different scenarios using a randomly generated normal distribution of work start times and previously estimated parameters. The results suggest that greater reductions in the expected costs of commuting may be achievable by policies that reduce travel time variance rather than just travel times. Policy simulations which analyze the congestion effects of providing commuters with pre-trip information are found to not necessarily provide many benefits to those using the information, although gains may be minor because the only behavioral response is limited to departure time changes.     

Endogenous job destruction and job matching in cities

We propose a spatial search-matching model where both job creation and job destruction are endogenous. Workers are ex ante identical but not ex post since their jobs can be hit by a technological shock which decreases their productivity. They reside in a city, and commuting to the job center involves both pecuniary and time costs. As a result, workers with high wages are willing to live closer to jobs to save on time commuting costs. We show that, in equilibrium, there is a one-to-one correspondence between the productivity space and the urban location space. Workers with high productivities and wages reside close to jobs, have low per distance commuting costs and pay high land rents. We also show that higher per distance commuting costs and higher unemployment benefits lead to more job destruction.     

Transaction costs, capital-gains taxes, and housing demand

The paper considers the effect of transaction costs—particularly in the form of capital-gains taxes—on the aggregate demand for owner-occupied housing. The framework is an overlapping-generations model, where consumers can avoid the transaction costs (taxes) by keeping the same house for both periods of life. The first part of the paper analyzes the consumer's choice problem. It distinguishes between costs that are fixed irrespective of the size of the house bought or sold, and costs such as capital-gains taxes that are related to the house value. It is shown that higher transaction costs have lock-in effects, inducing consumers to keep the same house for both periods. Also it is found that under a wide variety of circumstances the amount of housing demanded will increase as the household is being locked in. Finally, the paper looks at the effects on aggregate demand from an increase in capital-gains taxes. It is shown that an increased rate of taxation decreases demand for low tax rates. But for high tax rates, when lock-in effects become important, one generally gets the opposite effect; high tax rates tend to increase housing demand.     

Valuing lead time

When do short lead times warrant a cost premium? Decision makers generally agree that short lead times enhance competitiveness, but have struggled to quantify their benefits. Blackburn (2012) argued that the marginal value of time is low when demand is predictable and salvage values are high. de Treville et al. (2014) used real-options theory to quantify the relationship between mismatch cost and demand volatility, demonstrating that the marginal value of time increases with demand volatility, and with the volatility of demand volatility. We use the de Treville et al. model to explore the marginal value of time in three industrial supply chains facing relatively low demand volatility, extending the model to incorporate factors such as tender-loss risk, demand clustering in an order-up-to model, and use of a target fill rate that exceeded the newsvendor profit-maximizing order quantity. Each of these factors substantially increases the marginal value of time. In all of the companies under study, managers had underestimated the mismatch costs arising from lead time, so had underinvested in cutting lead times.     

我国新一轮个人所得税制改革存在的问题与对策

《个人所得税法》自1980年9月颁布后,历经多次调整。新近通过的税法修正案将个税改革又向前推进了一步,但仍存在免征额调整影响力有限、动态调整机制缺失、费用扣除未体现个体差异、边际税率过高、征管技术粗糙、征管信息流通不畅等问题。应在深入研究的基础上转换税制模式,增加特殊减免额;运用指数化方法确定费用扣除标准,降低边际税率;建立税务代理和税务稽查相辅相成的制度,加强高收入人群的个税征管。     

Site Value Taxation and the Timing of Land Development

A bstract . Recent writers have challenged the traditional view that a tax on site value is neutral, but there is still disagreement as to the effects of the tax. The site value tax affects the timing of land development in that it provides an incentive for landowners to develop land sooner than under a property tax levied on improvements also. Confusion has resulted from a failure to distinguish market value from development value. The incidence of the site value tax must take into account the dynamics of untaxing capital and of the capitalization of the tax increase on land values , as well as of the resulting increase of land supply and its effect in further reducing land values. The increased profitability of capital improvements could then increase land rent from the demand side. Obviously, amidst such dynamic changes, the overall effect on land values and rents is unsettled pending further research.     

The economics of property taxes and land values: The elasticity of supply of structures

Land values are explained by diminishing returns to a variable factor, structure, added to fixed land. The total cost minimizing structural density determined by land value, occurs where the marginal cost of increased density equals the average cost of structure plus land. Structural demand prices equal marginal costs in equilibrium determining land demands. A general equilibrium land price establishes the uses, prices and densities of structures. A simple method of calculating structure supply elasticity and the incidence and deadweight loss of property taxes is developed. Differing property tax rates are found to be efficient.