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Altering the network of public facilities like schools is likely to affect travel choices, in particular route and mode choice. Traveling to school is not only a major contributor to public transport demand in peak periods, but is in many instances also the trip purpose where young people are engaged in bicycling. However, in contrast to public transport, an active travel mode like bicycling needs (substantial) own physical activity as input into the ‘production’ of a trip. The objective of this paper is to improve our understanding of the substitution between bicycling and public transport in school travel focusing on an underrated determinant in the literature – the personal effort (e.g. energy input in terms of kcal) of students when traveling by bike (or walk). It is shown that a local government aiming at maximizing social welfare when making decisions on the density of public school facilities would be well advised to take this cross effect into account. We use a large unique data set of travel-to-school mode choice in the city of Dresden (Germany). We estimate a series of multivariate extreme value models and derive the elasticity of bike usage and the cross-elasticity of public transport demand with respect to the physical effort. The results reveal that effort elasticity of bike usage is significantly negative, whereas the effort cross-elasticity of public transport demand is significantly positive. In both cases, the responses are highest for school travel distances between 1 and 3 km, but relatively inelastic, meaning that a widespread adoption of pedelecs (or even e-bikes) in school travel could have only limited impacts on peak-period public transport demand.
Stefan Tscharaktschiew; Sven Müller. Ride to the hills, ride to your school: Physical effort and mode choice. Transportation Research Part D: Transport and Environment 2021, 98, 102983 .
AMA StyleStefan Tscharaktschiew, Sven Müller. Ride to the hills, ride to your school: Physical effort and mode choice. Transportation Research Part D: Transport and Environment. 2021; 98 ():102983.
Chicago/Turabian StyleStefan Tscharaktschiew; Sven Müller. 2021. "Ride to the hills, ride to your school: Physical effort and mode choice." Transportation Research Part D: Transport and Environment 98, no. : 102983.
Employer-paid parking suffers from many weaknesses but is still widespread. This paper seeks to elaborate the line of reasoning accounting for the role of workplace parking and parking policy in the wage negotiation process, the income tax code, regulatory parking standards, and taking into account the adverse effects of parking at the workplace, parking elsewhere or not parking at all. We provide an assessment from two perspectives: firms provide parking spaces, a fringe benefit, if it is profitable to do so (market outcome); a social planner or policymaker endorses workplace parking if it is welfare-enhancing (social optimum). We find that policymakers as well as employers may lack sufficient incentive to reduce parking at the workplace, even in the presence of an employer parking policy program that pursues the goal of making parking opportunity cost visible to employees (parking cash-out). To foster a reduction of employer-paid parking and to exploit the potential welfare gains associated with employee-paid parking, we propose customized local cash-out programs at the firm level rather than uniform fringe benefit taxation enacted by the federal government, provided that cash-out levels account for local particularities (e.g. prevailing traffic conditions, co-existing transport policies), that bargaining power of workers over employers in terms of the incidence of cash-out is limited, and that cash-out as a wage supplement is not subject to income taxation. The (second-best) socially optimal cash-out level need not be identical to the opportunity resource cost of the employer-provided parking space.
Stefan Tscharaktschiew; Felix Reimann. On employer-paid parking and parking (cash-out) policy: A formal synthesis of different perspectives. Transport Policy 2021, 110, 499 -516.
AMA StyleStefan Tscharaktschiew, Felix Reimann. On employer-paid parking and parking (cash-out) policy: A formal synthesis of different perspectives. Transport Policy. 2021; 110 ():499-516.
Chicago/Turabian StyleStefan Tscharaktschiew; Felix Reimann. 2021. "On employer-paid parking and parking (cash-out) policy: A formal synthesis of different perspectives." Transport Policy 110, no. : 499-516.
The importance of transport infrastructure for individual well-being and regional economic development and growth, but also its adverse side-effects, make a comprehensive assessment of the general appropriateness of new construction and rebuild indispensable. Assessments, however, often lack certain issues. For instance, aesthetic aspects are usually not part of the (economic) evaluation of large infrastructure projects, albeit individuals may be (positively or negatively) affected by the aesthetic ‘value’ of infrastructures. This paper proposes the aesthetic index developed by Birkhoff as a method to quantify the aesthetic impact of buildings/facilities in urban areas. To test the basic applicability of the index for transport infrastructure facilities, we apply it at first to airport terminals in Germany. We also test the suitability of the index to derive the willingness to pay for aesthetic exterior design—since market prices are easy to obtain with respect to hotel room rates—using hotel architecture as the first example. Regression results of a hedonic price model indicate a significant relationship, suggesting the basic suitability of the index to uncover consumers’ willingness to pay for an aesthetic outward appearance. We suggest further research to test the suitability of Birkhoff’s index for general urban transport infrastructures in order to derive utility-based welfare measures toward aesthetic issues. For highly controversial urban (overground) infrastructures, we propose the inclusion of an aesthetic component in cost–benefit analysis.
Christos Evangelinos; Stefan Tscharaktschiew. The Valuation of Aesthetic Preferences and Consequences for Urban Transport Infrastructures. Sustainability 2021, 13, 4977 .
AMA StyleChristos Evangelinos, Stefan Tscharaktschiew. The Valuation of Aesthetic Preferences and Consequences for Urban Transport Infrastructures. Sustainability. 2021; 13 (9):4977.
Chicago/Turabian StyleChristos Evangelinos; Stefan Tscharaktschiew. 2021. "The Valuation of Aesthetic Preferences and Consequences for Urban Transport Infrastructures." Sustainability 13, no. 9: 4977.
Speed externalities – the impacts that a driver’s speed choice imposes on others – are usually quoted to justify highway speed regulation in the form of maximum speed limits. However, speed externalities could already be internalized if a pre-existing policy were in place that is related to speed, questioning the traditional rationale supporting speed limits. Given the relationship between speed and fuel consumption and the omnipresence of fuel taxes around the world, it comes as a surprise that pre-existing taxes on motor fuel are completely missing in the debate on the general appropriateness of speed regulation. In this paper we develop an economic equilibrium model of highway speed choice accounting for (i) a market failure – speeding externalities capturing the fact that drivers do not internalize the adverse consequences of speeding on other highway users and the society as a whole; (ii) a famous speed related behavioral anomaly – causing adverse effects drivers impose on themselves by falsely predicting the time saving potential of speed; (iii) a pre-existing fuel tax – closing the wedge between the privately and socially optimal speed. The latter creates a ‘government feedback effect’ reflecting the positive feedback effect of speed on fuel tax revenue and so the broader beneficial fiscal impacts of speed choice ignored by drivers. Numerical computations for Germany indicate a dominant ‘government feedback effect’ ((iii) outweighs (i)) for mean speeds up to around 120 km/h presuming fully variable travel time budgets and beyond that speed level when drivers put (some of the) travel time savings from speeding into more highway traveling. This implies that speed externalities are largely internalized and that the externality rationale in favor of speed regulation does not apply to the majority of drivers. Nevertheless, a moderate speed limit on German highways of 130 km/h would probably not compromise economic efficiency, at least as long as the share of diesel cars is significant. Generally, when drivers are subject to lack of rationality leading to excess speeding, (iii) is not able to outweigh (i). Then, speed limits remain highly warranted provided that appropriate “nudging” is not available. The numerical finding is likely to hold for a large number of European countries too but probably not for North American countries where fuel taxes are considerably lower.
Stefan Tscharaktschiew. Why are highway speed limits really justified? An equilibrium speed choice analysis. Transportation Research Part B: Methodological 2020, 138, 317 -351.
AMA StyleStefan Tscharaktschiew. Why are highway speed limits really justified? An equilibrium speed choice analysis. Transportation Research Part B: Methodological. 2020; 138 ():317-351.
Chicago/Turabian StyleStefan Tscharaktschiew. 2020. "Why are highway speed limits really justified? An equilibrium speed choice analysis." Transportation Research Part B: Methodological 138, no. : 317-351.
Correspondence to Andy Obermeyer or Stefan Tscharaktschiew. Open Access Dieser Artikel wird unter der Creative Commons Namensnennung 4.0 International Lizenz veröffentlicht, welche die Nutzung, Vervielfältigung, Bearbeitung, Verbreitung und Wiedergabe in jeglichem Medium und Format erlaubt, sofern Sie den/die ursprünglichen Autor(en) und die Quelle ordnungsgemäß nennen, einen Link zur Creative Commons Lizenz beifügen und angeben, ob Änderungen vorgenommen wurden. Die in diesem Artikel enthaltenen Bilder und sonstiges Drittmaterial unterliegen ebenfalls der genannten Creative Commons Lizenz, sofern sich aus der Abbildungslegende nichts anderes ergibt. Sofern das betreffende Material nicht unter der genannten Creative Commons Lizenz steht und die betreffende Handlung nicht nach gesetzlichen Vorschriften erlaubt ist, ist für die oben aufgeführten Weiterverwendungen des Materials die Einwilligung des jeweiligen Rechteinhabers einzuholen. Weitere Details zur Lizenz entnehmen Sie bitte der Lizenzinformation auf http://creativecommons.org/licenses/by/4.0/deed.de. Reprints and Permissions Obermeyer, A., Tscharaktschiew, S. Tempolimit: Es geht um mehr als (nur) um CO2. Wirtschaftsdienst 100, 313 (2020). https://doi.org/10.1007/s10273-020-2644-0 Download citation Published: 20 May 2020 Issue Date: May 2020 DOI: https://doi.org/10.1007/s10273-020-2644-0
Andy Obermeyer; Stefan Tscharaktschiew. Tempolimit: Es geht um mehr als (nur) um CO2. Wirtschaftsdienst 2020, 100, 313 -313.
AMA StyleAndy Obermeyer, Stefan Tscharaktschiew. Tempolimit: Es geht um mehr als (nur) um CO2. Wirtschaftsdienst. 2020; 100 (5):313-313.
Chicago/Turabian StyleAndy Obermeyer; Stefan Tscharaktschiew. 2020. "Tempolimit: Es geht um mehr als (nur) um CO2." Wirtschaftsdienst 100, no. 5: 313-313.
Transportation economists apply different labor supply models when examining transport pricing: (i) endogenous working hours; (ii) endogenous workdays; (iii) labor supply as a residual. We study whether the optimal level of transport taxes that changes the relative cost of labor supply margins is robust against the model applied. We find surprisingly strong differences in the level of optimal fuel and miles taxes and even variation in the sign of the Ramsey terms. For instance, the US and UK optimal fuel taxes vary up to 19% and 15% and the Ramsey terms up to 73% and 130%. Finally, we develop a recommendation for research on all issues that include decisions on commuting trips: Researchers should apply both a model of endogenous working hours and a model of endogenous workdays because the first provides the upper limit and the second the lower limit for optimal tax levels and Pigouvian and Ramsey terms.
Georg Hirte; Stefan Tscharaktschiew. The role of labor-supply margins in shaping optimal transport taxes. Economics of Transportation 2020, 22, 100156 .
AMA StyleGeorg Hirte, Stefan Tscharaktschiew. The role of labor-supply margins in shaping optimal transport taxes. Economics of Transportation. 2020; 22 ():100156.
Chicago/Turabian StyleGeorg Hirte; Stefan Tscharaktschiew. 2020. "The role of labor-supply margins in shaping optimal transport taxes." Economics of Transportation 22, no. : 100156.
Advanced autonomous vehicle technology is suggested to offer a unique solution to many of the current problems in road transport. This paper studies the impact of the transition in automated driving capabilities (driving mode choice) on road congestion pricing and vice versa, accounting for the interdependencies between traffic flow, the choice level of autonomous driving, effective road capacity and marginal travel cost. It is shown that (in a more or less distant future) when drivers can choose among various levels of car automation during a trip and when shortcomings associated with autonomous driving – e.g. adverse effects regarding privacy, software hacking, liability, safety, driving pleasure, manual control recovery – are non-negligible, their generalized user cost curve is the lower envelope of a swarm of traffic flow dependent individual cost curves whose slope is determined by the level of autonomous driving. This has several implications for our understanding of Pigouvian road congestion pricing. Most importantly, marginal social trip costs are then no longer convex and strictly increasing in traffic flow even when traffic is only ‘normally congested’, thereby introducing the possibility of multiple congestion pricing equilibria even in the absence of what is usually called ‘hypercongestion’. When inconveniences related to autonomous driving are sufficiently high, the imposition of congestion tolls may lead to a situation where drivers abandon autonomous technologies entirely and opt instead for fully manual driving. Our findings suggest that the emergence of advanced autonomous driving capabilities and the transition from manual to automated control on the road will probably make congestion pricing more, not less, complex for researchers and policymakers.
Stefan Tscharaktschiew; Christos Evangelinos. Pigouvian road congestion pricing under autonomous driving mode choice. Transportation Research Part C: Emerging Technologies 2019, 101, 79 -95.
AMA StyleStefan Tscharaktschiew, Christos Evangelinos. Pigouvian road congestion pricing under autonomous driving mode choice. Transportation Research Part C: Emerging Technologies. 2019; 101 ():79-95.
Chicago/Turabian StyleStefan Tscharaktschiew; Christos Evangelinos. 2019. "Pigouvian road congestion pricing under autonomous driving mode choice." Transportation Research Part C: Emerging Technologies 101, no. : 79-95.
Quantifying the economic effects of climate change is a crucial step for planning adaptation in developing countries. This study assesses the economy-wide and regional effects of climate change-induced productivity and labor supply shocks in Ethiopian agriculture. We pursue a structural approach that blends biophysical and economic models. We consider different crop yield projections and add a regionalization to the country-wide CGE results. The study shows, in the worst case scenario, the effects on country-wide GDP may add up to −8%. The effects on regional value-added GDP are uneven and range from −10% to +2.5%. However, plausible cost-free exogenous structural change scenarios in labor skills and marketing margins may offset about 20–30% of these general equilibrium effects. As such, the ongoing structural transformation in the country may underpin the resilience of the economy to climate change. This can be regarded as a co-benefit of structural change in the country. Nevertheless, given the role of the sector in the current economic structure and the potency of the projected biophysical impacts, adaptation in agriculture is imperative. Otherwise, climate change may make rural livelihoods unpredictable and strain the country’s economic progress.
Amsalu Woldie Yalew; Georg Hirte; Hermann Lotze-Campen; Stefan Tscharaktschiew. Climate Change, Agriculture, and Economic Development in Ethiopia. Sustainability 2018, 10, 3464 .
AMA StyleAmsalu Woldie Yalew, Georg Hirte, Hermann Lotze-Campen, Stefan Tscharaktschiew. Climate Change, Agriculture, and Economic Development in Ethiopia. Sustainability. 2018; 10 (10):3464.
Chicago/Turabian StyleAmsalu Woldie Yalew; Georg Hirte; Hermann Lotze-Campen; Stefan Tscharaktschiew. 2018. "Climate Change, Agriculture, and Economic Development in Ethiopia." Sustainability 10, no. 10: 3464.
Employers often provide employees with either subsidized or free parking at work. This distorts relative prices of alternative commuting modes and produces inefficiencies in the transport market. To mitigate this price distortion, parking cash-out has been suggested as an effective and efficient policy to reduce single occupancy car commuting trips. By rewarding the abandonment of car parking use rather than penalizing continued parking, parking cash-out makes commuters sensitive to the opportunity cost of workplace parking while, at the same time, circumventing the opposition usually associated with the imposition of transport user fees. However, practical experiences are rare and only few studies investigate the effectiveness and efficiency of this policy option. This paper empirically tests the effects of parking cash-out on modal choice by performing a two-stage mode choice experiment among commuters in Germany. The first stage collects revealed commuting behavior data. The second stage proposes cash-out scenarios and observes stated mode choice behavior. The joint treatment of regular travel costs and cash outs allows comparing the traditional car travel demand cost elasticity and the parking cash-out elasticity. Results indicate that regardless of model specifications, parking cash-out has a negative and significant effect on the private car choice probability. This bears important implications for future transport policies.
Christos Evangelinos; Stefan Tscharaktschiew; Edoardo Marcucci; Valerio Gatta. Pricing workplace parking via cash-out: Effects on modal choice and implications for transport policy. Transportation Research Part A: Policy and Practice 2018, 113, 369 -380.
AMA StyleChristos Evangelinos, Stefan Tscharaktschiew, Edoardo Marcucci, Valerio Gatta. Pricing workplace parking via cash-out: Effects on modal choice and implications for transport policy. Transportation Research Part A: Policy and Practice. 2018; 113 ():369-380.
Chicago/Turabian StyleChristos Evangelinos; Stefan Tscharaktschiew; Edoardo Marcucci; Valerio Gatta. 2018. "Pricing workplace parking via cash-out: Effects on modal choice and implications for transport policy." Transportation Research Part A: Policy and Practice 113, no. : 369-380.
Due to their vulnerability and their special role as being a center of economic activities cities are particularly important in the context of adaptation to adverse events derogating land quality, e.g. resulting from long-term climate change. This paper analyzes economic efficiency of public investments in adaptation within a spatial general equilibrium framework that focuses on the level of cities. We provide a theoretical analysis that highlights the fundamental forces determining efficient public investment in urban adaptation. We further extend the approach to a spatial computable general equilibrium model thereby identifying optimal urban adaptation investment strategies. Our analyses suggest that full adaptation can be an inefficient strategy even in urban areas due to a wide range of direct and indirect spatial general equilibrium effects. Setting investments optimally only reduces a small fraction of the welfare loss of non-adaptation. The findings are robust with respect to assumptions on the marginal returns of adaptation, the degree of possible relocation as a response to an adverse event (intra-urban relocation and inter-urban migration), and the funding scheme applied to finance adaptation (land tax vs. labor tax). Interestingly, adverse urban effects of adaptation could make non-adaptation more efficient than full adaptation. However, if adaptation measures like building dikes or even relocating cities are available and sufficiently productive, full adaptation could become an efficient policy option being able to offset a large fraction of the potential welfare loss of extreme events. Distributional effects of urban adaptation investment (absentee landowners vs. urban renters) as well as a misleading orientation of policymakers to maximize urban GDP rather than social welfare can result in overinvestment in urban adaptation.
Georg Hirte; Eric Nitzsche; Stefan Tscharaktschiew. Optimal adaptation in cities. Land Use Policy 2018, 73, 147 -169.
AMA StyleGeorg Hirte, Eric Nitzsche, Stefan Tscharaktschiew. Optimal adaptation in cities. Land Use Policy. 2018; 73 ():147-169.
Chicago/Turabian StyleGeorg Hirte; Eric Nitzsche; Stefan Tscharaktschiew. 2018. "Optimal adaptation in cities." Land Use Policy 73, no. : 147-169.
Our daily routines are cluttered with intuitive trade-offs, judgments and decisions. Unfortunately, even in case that individuals are aware of the fact that there might be potential sources of misperceptions, intuitive behavior within routines may lead us to biased judgments. As regards transport, research has demonstrated that many car drivers are subject to a ‘time saving bias’, reflecting the failure of individuals to correctly predict the right potential of speed to save journey time. The resulting overestimation of the time saving benefit from speeding leads travelers to drive faster than privately optimal and, as a consequence, causes excessive costs in particular due to higher fuel consumption and accident risk, thereby reducing personal well-being. This paper develops a framework to determine the individual welfare cost of (the private willingness to pay to avoid) the ‘time saving bias’ and exemplarily uses highway data for Germany to calculate the magnitude of the bias. We find that if novice drivers were aware of the bias and expect to travel a moderate annual highway kilometrage over their lifetime as active drivers, they could be willing to pay a cash-equivalent of around €500–1500 in order to avoid the bias, e.g. either by novel car equipment (inverted speedometer, autonomous car technology) or in the form of driving school training programs. If the avoidance of the bias could be realized by the latter, a mark-up of at least roughly one-third (but more likely two-thirds) on regular total driving school fees would be justifiable on average. On a per kilometer basis, the individual cost is in the order of at most 1.2 €-cents/km (upper bound prior to revenue recycling/use) for a representative driver. In the presence of costs of early or late arrival (schedule delay) it is far below 1.2 €-cents/km. Surprisingly, when additionally account is taken of tax revenue recycling due to excess fuel consumption, the individual burden due to the bias vanishes.
Stefan Tscharaktschiew. The private (unnoticed) welfare cost of highway speeding behavior from time saving misperceptions. Economics of Transportation 2016, 7-8, 24 -37.
AMA StyleStefan Tscharaktschiew. The private (unnoticed) welfare cost of highway speeding behavior from time saving misperceptions. Economics of Transportation. 2016; 7-8 ():24-37.
Chicago/Turabian StyleStefan Tscharaktschiew. 2016. "The private (unnoticed) welfare cost of highway speeding behavior from time saving misperceptions." Economics of Transportation 7-8, no. : 24-37.
Gebeyehu M. Fetene; Georg Hirte; Sigal Kaplan; Carlo Giacomo Prato; Stefan Tscharaktschiew. The economics of workplace charging. Transportation Research Part B: Methodological 2016, 88, 93 -118.
AMA StyleGebeyehu M. Fetene, Georg Hirte, Sigal Kaplan, Carlo Giacomo Prato, Stefan Tscharaktschiew. The economics of workplace charging. Transportation Research Part B: Methodological. 2016; 88 ():93-118.
Chicago/Turabian StyleGebeyehu M. Fetene; Georg Hirte; Sigal Kaplan; Carlo Giacomo Prato; Stefan Tscharaktschiew. 2016. "The economics of workplace charging." Transportation Research Part B: Methodological 88, no. : 93-118.
In the United States all levels of jurisdictions are allowed to levy supplements to the federal fuel tax level. While fuel tax differentials at the state level are substantial, there is a relatively small differentiation across cities. This seems surprising given the heterogeneity of U.S. metropolitan areas. Against this background, the objective of the present paper is to analyze whether the current small level of tax differentiation across heterogeneous metropolitan areas is justified on efficiency grounds. We employ a spatial urban computable general equilibrium approach and calculate optimal gasoline taxes for an average U.S. prototype urban area characterized by a medium degree with respect to the spatial distribution of jobs (implying a medium spatial expansion of the urban area, medium degree of externalities, medium public transit share etc.) and for cities that differ with respect to these and further characteristics. We find that in our prototype urban economy the optimal gasoline tax is higher than current rates as suggested by previous studies calculating nationwide optimal gasoline taxes. Furthermore, it is shown that optimal tax levels may vary considerably across heterogeneous cities, much more than actual tax rates. This implies that stronger spatial fuel tax differentiation across cities could raise social welfare. However, we also show that setting an optimal spatially uniform tax, i.e. a uniform tax that maximizes the sum of the benefits generated in all cities, is capable to generate a significant fraction of the maximum achievable welfare gain under optimal city specific locally differentiated gasoline taxes. Interestingly, such an optimal uniform tax could deviate from all city specific optimal fuel tax levels. This suggests that the additional benefit from spatial fuel tax differentiation might actually be relatively small, in our case the efficiency premium is less than one-thirds.
Georg Hirte; Stefan Tscharaktschiew. Optimal Fuel Taxes and Heterogeneity of Cities. Review of Regional Research 2015, 35, 173 -209.
AMA StyleGeorg Hirte, Stefan Tscharaktschiew. Optimal Fuel Taxes and Heterogeneity of Cities. Review of Regional Research. 2015; 35 (2):173-209.
Chicago/Turabian StyleGeorg Hirte; Stefan Tscharaktschiew. 2015. "Optimal Fuel Taxes and Heterogeneity of Cities." Review of Regional Research 35, no. 2: 173-209.
Georg Hirte; Stefan Tscharaktschiew. The optimal subsidy on electric vehicles in German metropolitan areas: A spatial general equilibrium analysis. Energy Economics 2013, 40, 515 -528.
AMA StyleGeorg Hirte, Stefan Tscharaktschiew. The optimal subsidy on electric vehicles in German metropolitan areas: A spatial general equilibrium analysis. Energy Economics. 2013; 40 ():515-528.
Chicago/Turabian StyleGeorg Hirte; Stefan Tscharaktschiew. 2013. "The optimal subsidy on electric vehicles in German metropolitan areas: A spatial general equilibrium analysis." Energy Economics 40, no. : 515-528.
Granting the right to deduct commuting expenses from the income tax base has regularly been under debate during the last decades. This paper provides for the first time an insight into the magnitude of the effects of this kind of commuting subsidy under different funding schemes. The economic and spatial effects are calculated by applying a spatial CGE approach calibrated to a German urban area. The findings suggest that effects on urban sprawl characterized by suburbanization, spatial expansion of the city, and increasing commuting distance are surprisingly small. Concerning welfare, we found that the current level of tax deductions in Germany is too small in the case of income tax funding. If one considers further changes in the tax system welfare can be considerably enhanced by raising tax deductions above that level. In particular this refers to a tax structure where energy taxes are used to make traveling by car less attractive and tax deductions are used to lower the negative impact of taxes on labor supply.
Georg Hirte; Stefan Tscharaktschiew. Income tax deduction of commuting expenses in an urban CGE study: The case of German cities. Transport Policy 2013, 28, 11 -27.
AMA StyleGeorg Hirte, Stefan Tscharaktschiew. Income tax deduction of commuting expenses in an urban CGE study: The case of German cities. Transport Policy. 2013; 28 ():11-27.
Chicago/Turabian StyleGeorg Hirte; Stefan Tscharaktschiew. 2013. "Income tax deduction of commuting expenses in an urban CGE study: The case of German cities." Transport Policy 28, no. : 11-27.
In cities there is a variety of economic and spatial forces that may influence to what extent a travel-related CO2 emission pricing can be an effective instrument to contribute to the achievement of CO2 reduction goals. Therefore, we examine the effectiveness and impact of CO2 emission charges using a spatial general equilibrium model of an urban economy, calibrated according to an average German city. Our analyses suggest that the imposition of a Pigouvian type CO2 emission charge on urban passenger travel may be able to reduce emissions by about 1%–11%, depending on the estimated social damage cost of carbon dioxide. Such a policy increases urban welfare mainly on account of a reduction of congestion costs. However, pricing congestion directly not only provides higher urban welfare but also higher emission reductions. Pricing congestion and CO2 emissions simultaneously allows to achieve a wide range of emission reduction goals. If, however, the reduction goal is very ambitious the emission charge must be raised to higher levels. Then, distortions in the urban markets and in spatial travel decisions lower labor supply and thus urban production, income of city residents, federal tax revenue, income of landowners outside the city, all together implying losses in welfare.
Stefan Tscharaktschiew; Georg Hirte. The drawbacks and opportunities of carbon charges in metropolitan areas — A spatial general equilibrium approach. Ecological Economics 2010, 70, 339 -357.
AMA StyleStefan Tscharaktschiew, Georg Hirte. The drawbacks and opportunities of carbon charges in metropolitan areas — A spatial general equilibrium approach. Ecological Economics. 2010; 70 (2):339-357.
Chicago/Turabian StyleStefan Tscharaktschiew; Georg Hirte. 2010. "The drawbacks and opportunities of carbon charges in metropolitan areas — A spatial general equilibrium approach." Ecological Economics 70, no. 2: 339-357.