Urban economics
Table of contents
City and ...
In most of the urban models the household structure is not considered. This study shows that the household structure has an essential effect on regional effects. Among others, job market participation of rural citizens, residence demand, rents, wages and commuter flows depend on the household structure.
Tscharaktschiew, S. and G. Hirte (2010). How Does the Household Structure Shape the Urban Economy?, Regional Science and Urban Economics, 40(6), pp. 498-516.
Traffic
Contrary to most of the other studies, this article looks at the wealth effects of speed limits on traffic flow and accidents. We use a computable general equilibrium model. The results show that a speed limit of 30 km/h does not lead to wealth benefits. But if regional effects and different street categories are considered speed limits increase wealth.
Nitzsche, E. and S. Tscharaktschiew (2013): Efficiency of speed limits in cities: A spatial computable general equilibrium assessment, Transportation Research Part A: Policy and Practice, 56, pp. 23-48.
By using a numerical regional equilibrium model we look at the effect of subventions of public transport. Very low and no subventions are optimizing wealth. In contrast to that, subventions of urban individual motor car traffic lead to deadweight losses of users.
Tscharaktschiew, S. and G. Hirte (2012): Should subsidies to urban passenger transport be increased? A spatial CGE analysis for a German metropolitan area. Transportation Research Part A: Policy and Practice, 46(2), pp. 285-309.
This article evaluates the effects of closing down of schools on travel-to-school mode choice. Firstly, the school choice is considered, where distance and the school profile play a role. Secondly, we model mode choice, by considering distance, the availability of a car and weather.
Müller, S., S. Tscharaktschiew and K. Haase (2008). Travel-to-school mode choice modelling and patterns of school choice in urban areas. Journal of Transport Geography, 16(5), pp. 342-357.
Two papers hypothesize that congestion does not lead to external effects, because all negative externalities only affect road and transport users. We find negative externalities of congestion and argue that solutions to internalize the externalities have to be found.
Hirte, G. (2009). Externe Staukosten existieren und sind relevant! Eine Replik auf Cerwenka/Meyer-Rühle und Nagl, Internationales Verkehrswesen 61 (11), 438-439.
We discuss the internalization of externalities of traffic by the polluter-pays-principle. The divergence of social and private costs is most important in that context.
Hirte, G. (2009). Führt das Verursacherprinzip zu einer Mehrbelastung für den Straßenverkehr?, Internationales Verkehrswesen 61 (5), S. 149-154.
Land use
We look at land use in cities with congestion and production spillovers. We differentiate between different utilizations and population and firms can freely choose their location. The results show that regulations of land use and subventions of production lead to optimal land use.
Rhee, H.-J., S. Yu, G. Hirte (2014): Zoning in cities with traffic congestion and agglomeration economics, Regional Science and Urban Economics, 44, S. 82-93.
In this article we discuss the emergence and the effect of interregional interdependencies by looking at the emergence of agglomerations. The distribution of income, the structure of resident industry, the composition of population and location use structure build regional structures.
Hirte, G. (2004). Entstehung, Veränderung und Interdependenz regionaler Strukturen, Wissenschaftliche Zeitschrift der TU Dresden 53, No. 3-4, pp. 127-130.
Environment
There are different possibilities to determine fees for the reduction of CO2-emissions. We discuss these fees. CO2-emissions can be reduced by 1 to 11 % when urban traffic is taxed by a Pigouvian tax. If congestion costs are considered, the effect can be even higher.
Tscharaktschiew, S. and G. Hirte (2010): The Drawbacks and Opportunities of Carbon Charges in Metropolitan Areas - A Spatial General Equilibrium Approach, Ecological Economics, 70(2), pp. 339-357.
This article looks at different possibilities of urban emission limits. We use a general speed limit, a Cordon toll for total urban traffic, private traffic and economic traffic as well as a toll on urban motorways for motorized individual traffic and economic traffic. The Cordon toll is most effective for total urban traffic and private traffic, respectively.
Hirte, G. and Nitzsche, E. (2013): Evaluating Policies to Achieve Emission Goals in Urban Road Transport. Zeitschrift für Verkehrswissenschaften, 84(2), pp. 112-137.