This paper analyses the welfare implications of information provision with random road traffic congestion. The results show that, information provision will generate positive and negative internal and external effects both to the informed and the uninformed drivers and will lead to a Pareto improvement.
Topic: 7.transport Themes - traffic
In the January 1968 issue Mr Thomson concluded that the true capacity of the central London main road network had actually fallen since 1960. He now replies to some contradictory figures produced by the Chairman of the Greater London Council Highways and traffic Committee.
The inaugural address by the Professor of traffic Studies at University College, London. Professor Smeed gives a quantitative analysis of capacity and congestion in real and imaginary town centres, and considers some suggested remedies. He concludes that there are major questions affecting the life and welfare of the community which cannot be answered without more information, and that the universities can help to provide it.
The paper examines the welfare characteristics of second-best alternatives to first-best differentiated road pricing, when it is not possible to achieve optimal tax differentiation. The optimal second-best fee is found to be a weighted average of the first-best differentiated fees, the weights depending on factors such as elasticities and group sizes. The welfare effects of second-best regulation are evaluated.
This paper analyses the welfare effects of an optimal time-varying toll imposed during the morning journey to work, employing Vickrey’s bottleneck model and assuming fixed demand.
This paper makes use of a model to investigate two objections to road congestion pricing: it may be inequitable and it generates perverse incentives for governments. The paper investigates how different congestion delay functions and different mixes of traffic affect these objections. The first is sensitive to these features; the second is more pervasive.
The building of more and more roads in cities has left congestion at much the same level as before. A dynamic statistical model is necessary. Policy makers need to be persuaded to take a systems view of all modes: improving one mode may not improve the system as a whole.
The model used by Else, in an article in this Journal in September 1981, is modified to cover the effect on density of the entry and exit of an additional vehicle on a longer road.