Commuting subsidies with two transport modes

We study a simple model of commuting subsidies with two transport modes. City residents choose where to live and which mode to use. When all land is owned by city residents, one group gains from subsidies what the other loses. With absentee landownership, city residents as a group gain at the expense of landowners. Subsidies toward different modes have different effects, however. For instance, in one case, rich automobile drivers suffer from transit subsidies, while poor transit users may benefit from subsidies to automobiles.     

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.     

Does City Structure Affect Job Search and Welfare?

We develop a model in which workers' search efficiency is negatively affected by access to jobs. Workers' location in a city is endogenous and reflects a trade-off between commuting costs and the surplus associated with search. Different configurations emerge in equilibrium; notably, the unemployed workers may reside far away (segregated city) or close to jobs (integrated city). We prove that there exists a unique and stable market equilibrium in which both land and labor markets are solved for simultaneously. We find that, despite inefficient search in the segregated city equilibrium, the welfare difference between the two equilibria is not so large due to differences in commuting costs. We also show how a social planner can manipulate wages by subsidizing/taxing the transport costs and can accordingly restore the efficiency.     

Transport tax reform, commuting, and endogenous values of time

We consider a model of urban transport with two trip purposes, commuting (assumed perfectly complementary to labour supply) and noncommuting, to analyse the effects of transport tax reform on the value of time and marginal external congestion costs. Higher commuting taxes plausibly reduce time values, but higher noncommuting transport prices will typically raise the value of time. The intuition for this latter finding is that the reduction in congestion that follows from the tax increase itself raises net wages per hour of work (inclusive of commuting time). Empirical illustrations with Belgian data show a potentially large effect of transport tax reform on time values. In quite a few of the tax reforms studied traffic levels are reduced, but the increase in time values implies that marginal external congestion costs actually increase.     

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.     

Transport subsidies, system choice, and urban sprawl

This paper analyzes the effect of transport subsidies on the spatial expansion of cities, asking whether such subsidies are a source of undesirable urban sprawl. Even though the cost-reducing effect of transport subsidies is offset by a higher general tax burden (which reduces the demand for space), the analysis shows that subsidies nevertheless lead to spatial expansion of cities. If the transport system exhibits constant returns to scale, the subsidies are inefficient, making the urban expansion they entail undesirable. The paper also studies transport “system choice,” with the city portrayed as selecting its transport system from along a continuum of money cost/time cost choices. The analysis shows that subsidies inefficiently bias choice in the direction of a high money cost/low time cost option. Lastly, the paper considers system choice in a city with rich and poor groups, showing that the rich favor a system with a high money cost and low time cost, but that their choice, if implemented, leads to a city whose spatial size is smaller than optimal. Thus, rich control of system choice does not lead to urban sprawl.     

The opportunity costs of commuting: the value of a commuting satellite account framework with an example from Lisbon Metropolitan Area*

Commuting affects regional and urban economies. It shapes urban areas, defines their relationships with neighboring regions, intensifies economic flows and exacerbates energy consumption and greenhouse gas emissions. This paper sets out a proposal for an innovative commuting satellite account (CSA), integrated in a multi-regional input–output model. This framework combines commuting activities with regional distribution of income, distinct household consumption structures, real estate renting activities and the energy consumption and environmental flows incorporated in the different industries. To assess the opportunity costs of commuting, the CSA framework is applied to the Lisbon Metropolitan Area. The socio-economic-environmental impacts of a scenario in which commuters become non-commuters by moving their residence to the municipality in which they work are estimated. The analysis indicates that: commuting, in general, induces significant economic and environmental opportunity costs. Finally, the adoption of policy-oriented recommendations contributing to limit sprawling in metropolitan regions is discussed.     

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.     

Community income distributions in a metropolitan area

We extend de Bartolome and Ross [C.A.M. de Bartolome, S.L. Ross, Equilibrium with local governments and commuting: Income sorting vs. income mixing, Journal of Urban Economics 54 (2003) 1–20] to the case when the income distribution in the metropolitan area is a continuous distribution. In particular, we consider a circular central city surrounded by a suburban community. All households must commute to the metropolitan center and public service levels differ in the two jurisdictions. There is intra-jurisdictional and inter-jurisdictional capitalization. Our model has an equilibrium in which the income distributions of the central city and of the suburban community do overlap. Our finding contrasts with the traditional finding of Alonso–Mills–Muth-type models of spatial sorting and of Tiebout-type models of fiscal sorting, both of which have been shown to predict that the income distributions of the two communities do not overlap. In addition, the model explains the fixedness in jurisdictional boundaries.     

An open-city model with nonmalleable housing

Previous city and housing models are extended to allow for the nonmalleability of housing and two classes of residents. The model, which is framed in the context of a monocentric circular city, assumes an individual housing unit to be defined in terms of attributes (quality and residential density). The quality of a given housing unit can be varied without adjustment costs, but changes in residential density on a particular site require prior demolition of the existing structure on the site. Producers of housing and consumers are assumed to be myopic. By assuming that the city is in short-run equilibrium at each point of time, it is shown that the pattern of land use observed at any stage depends on the past history of the city and the current rates of population growth. The possibilities for filtering of houses from one income group to another are also discussed briefly.     

Income class, modal choice, and urban spatial structure

This paper analyzes the impacts of urban transportation system changes and income changes on the welfare of people and on the urban spatial structure, in a setting where the income level differs between two groups, and two transportation modes compete with each other in a city. It is demonstrated that an improvement in some transport facility will not necessarily increase the welfare level of every household, and, at times decreases the welfare of some households. It also is argued that under particular situations, an improvement in a particular transport mode may produce a contraction in the city size rather than an expansion. Similarly, an increase in income of one group might have an adverse effect on the welfare of another income group as a result of competition in the land market.     

Who's in charge of the central city? The conflict between efficiency and equity in the design of a metropolitan area

A circular metropolitan area consists of a central city surrounded by a suburb. Households sort over the two jurisdictions based on public service levels and their costs of commuting to the metropolitan center. Using numerical simulations, we show that (1) there typically exist two equilibria: one in which the poor form the voting majority in the central city and the other in which the rich form the majority in the central city; (2) there is an efficiency vs. equity trade-off as to which equilibrium is preferred; and (3) if the central city contains only poor households, equity favors expanding the central city to include rich households. The third result arises not because of a fiscal subsidy from rich to poor households induced by a property tax but rather because of a change in house price capitalization.     

Skill shortages and labor market outcomes in Central Europe

The new Central European members of the EU have been characterized by low employment rates, especially among unskilled workers, despite the GDP recoveries and large private sector shares in output and employment. Evidence points at skill shortages in Central Europe as a key impediment to faster labor reallocation and convergence to the EU-15 employment structures. In this paper, we develop a simple model of labor reallocation with transaction costs and show how skill shortages can inhibit firm creation and increase income inequality. We use the model to examine the impact of training subsidies and their financing on skill acquisition and start-ups of new private firms, and show that the positive effect of subsidies would be mostly offset by high wage taxes. Shifting financing from wage to consumption taxes would improve incentives for workers’ training and firm start-ups, while relying more on income taxes could reduce the income gap between workers and entrepreneurs.     

Urban search models under high-relocation costs. Theory and application to spatial mismatch

We develop a search-matching model in which mobility costs are so high that it is too costly for workers to relocate when a change in their employment status occurs. We show that, in equilibrium, wages increase with distance to jobs and commuting costs because firms need to compensate the transportation cost difference between the employed and unemployed workers at each location in the city. We also show that the equilibrium land rent is negatively affected by the unemployment benefit because an increase in the latter induce firms to create less jobs, which, in turn, reduces the competition in the land market. We then use this model to provide a mechanism for the observed spatial mismatch between where black workers live and where jobs are. We finally show that a transportation policy consisting in subsidizing the commuting costs of black workers can increase job creation and reduce unemployment if the level of the subsidy is set at a sufficiently high level.     

The income redistribution effects of Medicaid: Application in New York State

The efficacy of Medicaid as an income redistribution mechanism among New York State counties was examined to determine tthe degree of income shifting from higher to lower income counties. A sample of 21 counties, grouped into four discrete income classes according to 1970 per capita income was taken.Costs and expenditures (attributed to Medicaid) were allocated over all counties, adjusting for federal and state aid transfers. The data were tabulated for each of the 21 counties and six key ratios (including: Medicaid expenditures per authorized recipient, etc.) were developed as measures of income distribution.The impact of Medicaid was tested using two independent statistical techniques, goodness of fit and pooled comparisons between each pair of means for each ratio. Results indicated that no appreciable shift in income from high to low counties existed. Medicaid failed 45 of 72 mean difference tests, and the true distribution of costs and expenditures across income classes did not differ significantly from a uniform distribution in 77.7% of the cases.The results indicate that the mandated funding structure of Medicaid impinges more severely on poorer counties. Lack of an adequate health care infra-structure may seriously limit the ability of lower income counties to provide care even with Medicaid covering a large share of medical costs.     

Urban agglomeration effects and employment and wage gradients

When employment occurs at both central and non-central points, but firms have a preference to be near the center, the rent gradient will decline, and a wage gradient is necessary to compensate workers for more centrally located employment. Wage gradients and rent gradients are jointly determined. The relationship between wage offer functions and the equilibrium wage gradient is derived, the latter dependent on utility functions and commuting costs. This is illustrated with a two sector model incorporating agglomeration economies in the export sector. Numerical solution reveals how agglomeration economies affect wages, employment, and city size.     

The periurban city: why to live between the suburbs and the countryside

The last 30 years have witnessed the emergence of a new pattern of urban development in France, called the periurban belt. It is defined as a belt outside the city occupied both by households and farmers. We develop a residential model in which households commuting to an employment center may choose to live with farmers in this mixed belt because they value the rural amenities created by farming activities. Both types of agents compete on the land market and the equilibrium conditions allow us to obtain an analytical solution and to provide some insights about the robustness of the periurban form against decreases in commuting costs. Finally, the model is calibrated on French data.     

德国的城市化模式

德国的城市化采用了以大城市为核心、建立互补共生的区域城市圈的模式。在城市圈内,大中小城市均衡发展,中小城市是城市体系中的主体。德国的这种城市化模式保证了低房价,减少了居民上下班通勤时间和成本,完善了中小城市的基础设施和公共服务,降低了城市居民的生活成本,保持和发展了各城市独特的城市文化,形成和发展了多样化的旅游业。     

Household behavior under income uncertainty in a monocentric urban area

For a household living outside of but commuting to and from the CBD of an urban area and experiencing income uncertainty, housing consumption and location (distance from the CBD) are inversely related to the probability of unemployment and directly related to the level of unemployment compensation under fairly unrestrictive assumptions. Under more restrictive assumptions, it is found that these variables are inversely related to housing price and transportation costs. Finally, income compensation causes housing consumption and location to be directly related to the probability of unemployment and the level of unemployment compensation.     

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.