does crude oil price play an important role in explaining stock return behavior abstract employing the ms arji gjr garch x model in which the parameters for the jump process the asymmetric garch effect and the impacts of oil price shocks are regime dependent this paper analyzes the impact of crude oil price shock on stock return dynamics empirical results reveal three interesting findings first incorporating the asymmetric garch effect and the oil price shock can substantially improve fitting ability second the garch and jump components show very different behaviors during turbulent and stable periods third the effects of current and past oil price shocks differ the conditional mean mean of jump size and variance of jump size immediately respond to a current oil price shock a one period lagged oil price shock no matter whether positive or negative can affect the transition probability that the stock market will remain conditional in the next period moreover the effects of lagged positive and negative shocks on transition probabilities are very different

asymmetric effects of oil price uncertainty on corporate investment abstract using a comprehensive data set of a large panel of us firms over 1984 2017 we show that the negative effect of crude oil price return uncertainty on investments is asymmetric in particular we show that investment is more significantly reduced following the volatility of positive oil price changes than that of negative changes and this asymmetric effect is more pronounced in small firms in addition we find that the asymmetric effect is stronger in the crude oil and gas producing companies where the effect of the volatility of negative oil price changes is greater than that of positive oil price changes we also find that the impact of positive or negative oil price change uncertainty on investments substantially differs across different industries the results are quite robust to the way in which we measure the investment and oil price uncertainty and to alternative regression methods

risk spillovers between oil and stock markets a var for var analysis abstract this article investigates the risk spillover effect between oil and stock markets using a novel multivariate quantile model i e the var for var approach and pseudo impulse response functions we explore the risk spillover at different quantiles using daily data over the period from january 4 2000 through august 31 2018 our results indicate the asymmetry in spillover effect which is significant at upside quantiles but not significant at downside quantiles based on subsample analysis we find that the risk spillover becomes stronger after 2008 financial crisis while before the crisis the spillover effect is very weak the international evidence shows that the asymmetric risk spillover can also be found in other six major stock indices of the g7 group

price wars and price collusion in china s airline markets in the absence of an effective antitrust law both fare wars and price collusion have been pervasive in china s airline markets causing concern for both airlines and consumers a study of monthly airfare data from 2002 to 2004 confirms that fare wars occur periodically as well as price collusion both tend to be short lived the fact that collusion is more likely to occur in january and april when demand is high as revealed by china eastern s and china southern s price war and collusion models has been confirmed by interview information obtained from the airlines sales managers however there is also evidence in these models suggesting that collusion can be more easily formed when demand is low high airport concentration measured by the hhi may facilitate collusion in certain circumstances but it may also lead to more price wars under other conditions concentration in both airports and routes does not appear to systematically affect the occurrence of fare wars and collusion in all the models estimated we also reject the possibility that mutual forbearance due to multimarket contact plays any important anti competitive role in china s airline markets

airport congestion when carriers have market power this paper analyzes airport congestion when carriers are nonatomistic showing how the results of the road pricing literature are modified when the economic agents causing congestion have market power the analysis shows that when an airport is dominated by a monopolist congestion is fully internalized yielding no role for congestion pricing under monopoly conditions under a cournot oligopoly however carriers are shown to internalize only the congestion they impose on themselves a toll that captures the uninternalized portion of congestion may then improve the allocation of traffic the analysis is supported by some rudimentary empirical evidence

oil price shocks economic policy uncertainty and industry stock returns in china asymmetric effects with quantile regression abstract this paper investigates the impact of crude oil shocks and china s economic policy uncertainty on stock returns at different locations on the return distributions based on monthly data from 1995 1 to 2016 3 we address this issue by employing the quantile regression technique this approach enables a more detailed investigation in different market circumstances namely bearish normal and bullish markets empirical results indicate that the effects of oil price shocks and economic policy uncertainty are asymmetric and highly related to stock market conditions moreover both the nexus of oil and economic policy uncertainty stock are changed at the onset of a crisis specially rising oil prices have greater negative effects on stock returns when stock markets are bullish extreme higher quantiles before a crisis whereas the effects are significantly positive under different market conditions after the onset of the crisis falling oil prices lower stock returns when stock markets are bullish and normal before the crisis whereas lower stock returns under different market conditions except extreme bullish after the onset of the crisis these findings might be related to the optimistic or pessimistic investor sentiments and investors might become more frightened after the crisis

third degree price discrimination in the presence of congestion externality this paper analyzes third degree price discrimination of a monopoly airline in the presence of congestion externality when all markets are served the model features the business passenger and leisure passenger markets where business passengers exhibit a higher time valuation and a less price elastic demand than leisure passengers our main result is the identification of the time valuation effect of price discrimination which can work in the opposite direction as the well known output effect on welfare this time valuation effect clearly explains why discriminating prices can improve welfare even when this is associated with a reduction in aggregate output

product line rivalry and firm asymmetry we extend the brander and eaton 1984 model of product line rivalry to study the effects of asymmetry between firms on the equilibrium outcome our analysis shows that market interlacing can emerge as the equilibrium outcome even in situations where market segmentation would have been the only possible outcome had the firms been symmetric we identify two strategic factors that lead to such an outcome

the economics of density evidence from the berlin wall this paper develops a quantitative model of internal city structure that features agglomeration and dispersion forces and an arbitrary number of heterogeneous city blocks the model remains tractable and amenable to empirical analysis because of stochastic shocks to commuting decisions which yield a gravity equation for commuting flows to structurally estimate agglomeration and dispersion forces we use data on thousands of city blocks in berlin for 1936 1986 and 2006 and exogenous variation from the city s division and reunification we estimate substantial and highly localized production and residential externalities we show that the model with the estimated agglomeration parameters can account both qualitatively and quantitatively for the observed changes in city structure we show how our quantitative framework can be used to undertake counterfactuals for changes in the organization of economic activity within cities in response for example to changes in the transport network

optimal policies in cities with congestion and agglomeration externalities congestion tolls labor subsidies and place based strategies abstract this paper develops a spatial general equilibrium model that accommodates both congestion and agglomeration externalities while firms and households land use decisions are endogenous across continuous space focusing on the interaction between externalities and land use patterns we examine the efficiencies of first best policies and second best pricing and place based strategies using numerical simulations a first best policy must combine both pigouvian congestion tolling pct and pigouvian labor subsidies pls instruments or design an optimal toll or subsidy internalizing agglomeration externalities or congestion externalities we also examine second best pricing policies if only one instrument is adopted congestion pricing policies alone e g a partial pct or a flat rate toll can improve social welfare only in heavy congestion cities and their welfare gains may be insignificant e g below 10 of the welfare improvement achieved by first best policies in contrast second best labor subsidy policies alone are a more effective alternative to first best policies as to place based policies the firm cluster zoning fcz regulation is more efficient than the urban growth boundary ugb policy ugbs only have small effects on the agglomeration economy but could worsen land market distortions via residential rent escalation effects these findings suggest that it is important to internalize business land use decisions and relax monocentricity assumptions in order to appreciate the interplay of both urban externalities since spatial adaptations to policy interventions can distort system efficiencies

congestion agglomeration and the structure of cities abstract congestion costs in urban areas are significant and clearly represent a negative externality nonetheless economists also recognize the production advantages of urban density in the form of positive agglomeration externalities the long run equilibrium outcomes in economies with multiple correlated but offsetting externalities have yet to be fully explored in the literature therefore i develop a spatial equilibrium model of urban structure that includes both congestion costs and agglomeration externalities i then estimate the structural parameters of the model using a computational algorithm to match the spatial distribution of employment population land use land rents and commute times in the data policy simulations based on the estimates suggest that congestion pricing may have ambiguous consequences for economic welfare

mobility and redistribution the ability of individuals to move freely from one jurisdiction to another is generally seen as a constraint on the amount of redistribution that each jurisdiction within a system of governments can undertake in this paper we look at this proposition by developing a positive analysis of income redistribution by local governments in a federal system we ask how much redistribution occurs when only local governments can have tax transfer instruments individuals can move freely among jurisdictions and voters in each jurisdiction are fully aware of the migration effects of redistributive policies local redistribution is shown to induce sorting of the population with the poorest households located in the communities that provide the most redistribution while the threat of out migration affects the potential for redistribution our results suggest that significant local redistribution is nonetheless feasible numerical computations indicate that the proportion of residents who are renters is a major factor affecting the local choice of level of redistribution

the economic value of co movement between oil price and exchange rate using copula based garch models article i nfo the us dollar is used as the primary currency of international crude oil trading as such the recent substantial depreciation in the us dollar has resulted in a corresponding increase in crude oil prices in addition oil price and exchange rate returns have been shown to be skewed and leptokurtic and to exhibit an asymmetric or tail dependence structure therefore this study proposes dynamic copula based garch models to explore the dependence structure between the oil price and the us dollar exchange rate more importantly an asset allocation strategy is implemented to evaluate economic value and confirm the efficiency of the copula based garch models in terms of out of sample forecasting performance a dynamic strategy based on the cgarch model with the student t copula exhibits greater economic benefits than static and other dynamic strategies in addition the positive feedback trading activities are statistically significant within the oil market but this information does not enhance the economic benefits from the perspective of an asset allocation decision finally a more risk averse investor generates a higher fee for switching from a static strategy to a dynamic strategy based on copula based garch models

congestion pricing of canadian airports abstract under congestion pricing canadian airports would annually save between 72 and 105 million social costs per landing and takeoff decrease about 300 at toronto and vancouver and 50 at calgary and montreal slot constraints fail to eliminate this airport congestion congestion prices are lower on average than existing weight based prices current airport capacity accommodates at least five more years of traffic growth before congestion reaches current levels substantial welfare gains occur even if dominant airlines already internalize their self imposed delays this article calculates equilibrium congestion pricing schedules traffic rates queuing delays layover times and connection times by time of day

sorting by foot travel for local public goods and equilibrium stratification we re examine tiebout s hypothesis of endogenous sorting in a competitive spatial equilibrium framework by considering both income and preference heterogeneity and by allowing agents to decide endogenously the number of visits to a travel for local public good the equilibrium configuration may be completely segregated incompletely segregated or completely integrated depending on relative market rents and income preference local tax parameters a segregated equilibrium may feature endogenous sorting purely by income or by both income and preferences while the rich need not be closer to the local public facility site multiple equilibria may arise when the equilibrium configuration is incompletely segregated jel classification d50 h41 classification par deplacement biens publics locaux accessibles par deplacement et stratification d equilibre les auteurs reexaminent l hypothese de tiebout de classification endogene dans un cadre d equilibre spatial concurrentiel en tenant compte a la fois de l heterogeneite des revenus et des preferences ainsi qu en permettant aux agents de decider de maniere endogene du nombre de visites pour se procurer un bien public local par deplacement il peut s ensuivre des equilibres de segregation complete de segregation incomplete ou d integration complete selon les rentes relatives et les parametres de revenus de preferences ou de fiscalite locale un equilibre de segregation peut entrainer une classification endogene sur la base seulement des revenus ou sur la base des revenus et des preferences alors que les riches n ont pas besoin d etre plus proches du site du bien public local des equilibres multiples peuvent surgir quand la configuration d equilibre en est une de segregation incomplete

airlines strategic interactions and airport pricing in a dynamic bottleneck model of congestion abstract this paper analyzes efficient pricing at a congested airport dominated by a single firm unlike much of the previous literature we combine a dynamic bottleneck model of congestion and a vertical structure model that explicitly considers the role of airlines and passengers we show that a stackelberg leader interacting with a competitive fringe partially internalizes congestion and that there are various toll regimes that induce the welfare maximizing outcome widening the set of choices for regulators in particular charging the congestion toll that would apply for fully competitive carriers and that ignores any internalization to both the leader and the fringe yields the first best outcome

price vs quantity based approaches to airport congestion management abstract this paper analyzes price and quantity based approaches to management of airport congestion using a model where airlines are asymmetric and internalize congestion under these circumstances optimal congestion tolls are differentiated across carriers and a uniformity requirement on airport charges as occurs when slots are sold or tolls are uniform distorts carrier flight choices flight volumes tend to be too low for large carriers and too high for small carriers but quantity based regimes where the airport authority allocates a fixed number of slots via free distribution or an auction lead carriers to treat total flight volume and thus congestion as fixed and this difference generates an efficient outcome as long as the number of slots is optimally chosen

crude oil and stock markets stability instability and bubbles abstract we analyze the long run relationship between the world price of crude oil and international stock markets over 1971 1 2008 3 using a cointegrated vector error correction model with additional regressors allowing for endogenously identified breaks in the cointegrating and error correction matrices we find evidence for breaks after 1980 5 1988 1 and 1999 9 there is a clear long run relationship between these series for six oecd countries for 1971 1 1980 5 and 1988 2 1999 9 suggesting that stock market indices respond negatively to increases in the oil price in the long run during 1980 6 1988 1 we find relationships that are not statistically significantly different from either zero or from the relationships of the previous period the expected negative long run relationship appears to disintegrate after 1999 9 this finding supports a conjecture of change in the relationship between real oil price and real stock prices in the last decade compared to earlier years which may suggest the presence of several stock market bubbles and or oil price bubbles since the turn of the century

urban economic structure technological externalities and intensive land use in china based on theories about the influences of urban economic structure on intensive land use this study analyses the impacts of two main types of urban economic structure in china specialized economy and diversified economy on intensive urban land use using spatial panel techniques and large scale urban panel data the results indicate that there is significant spatial correlation in urban economic structure as well as intensive land use in every city a diversified economy has a significant positive effect on the improvement of intensive land use whereas the effect of a specialized economy is not significant the effects of the diversified and specialized economies on intensive land use through technological externalities are either negative or positive depending on city size while the threshold effect the minimum threshold population for the economy to stimulate intensive land use is about 496 700 people for the specialized economy and about 546 000 people for the diversified economy

planes ships and taxes charging for international aviation and maritime emissions international aviation and maritime transport account for a significant and growing share of global carbon emissions yet they are not only excluded from the kyoto agreement and all current carbon pricing schemes but do not even pay fuel excises of the type standard for other transport activities moreover each sector benefits from preferential tax treatment failure to charge vat on international aviation and the application of tonnage tax regimes rather than the normal corporate tax in maritime this paper considers the design of fuel charges in these sectors to address these distortions and quantifies their impact on emissions revenue and welfare showing amongst other things that the gain from offsetting the pre existing tax distortions may be as significant as those from reducing emissions it shows too how compensation schemes can be designed to protect the poorest countries a key ingredient in the politics of the issue given the practical need for wide applicability of such charges the real challenge is to amass the degree of international cooperation required especially strong for maritime failure of which to some degree explains their current under taxation and unsurprisingly to decide who gets the money technically these charges should if anything be rather easy to implement michael keen ian parry and jon strand

smart cafe cities testing human capital externalities in the boston metropolitan area abstract existing studies have explored only one or in some cases two mechanisms by which human capital externalities percolate at the macrogeographic levels this study however uses the 1990 massachusetts census data to test four mechanisms at the microgeographic levels in the boston metropolitan area labor market we propose that individual workers can learn from their occupational and industrial peers in the same local labor market through four channels depth of human capital stock marshallian labor market externalities jacobs labor market externalities and thickness of the local labor market we find that all types of human capital externalities are significant across census blocks different types of externalities attenuate at different speeds over distances for example the effect of human capital depth decays rapidly beyond three miles away from block centroids we conclude that knowledge spillovers are very localized within a microgeographic scope in cities that we call smart cafe cities

crude oil shocks and stock markets a panel threshold cointegration approach abstract this paper proposes a panel threshold cointegration approach to investigate the relationship between crude oil shocks and stock markets for the oecd and non oecd panel from january 1995 to december 2009 nonlinear cointegration is confirmed for the oil stock nexus in the panel because threshold cointegration is found the threshold vector error correction models can be run to investigate the presence of asymmetric dynamic adjustment the granger causality tests demonstrate the existence of bidirectional long run granger causality between crude oil shocks and stock markets for these oecd and non oecd countries however the short run granger causality between them is bidirectional under positive changes in the deviation and unidirectional under negative ones moreover the speed of adjustment toward equilibrium is faster under negative changes in the deviation than that under positive ones in these oecd and non oecd countries

network effects congestion externalities and air traffic delays or why not all delays are evil we examine two factors that explain air traffic congestion network benefits due to hubbing and congestion externalities while both factors impact congestion we find that the hubbing effect dominates empirically hub carriers incur most of the additional travel time from hubbing primarily because they cluster their flights in short time spans to provide passengers as many potential connections as possible with a minimum of waiting time non hub flights at the same hub airports operate with minimal additional travel time these results suggest that an optimal congestion tax might have a relatively small impact on flight patterns at hub airports jel l2 l5 l9 d6

traffic congestion s economic impacts evidence from us metropolitan regions traffic congestion alleviation has long been a common core transport policy objective but it remains unclear under which conditions this universal byproduct of urban life also impedes the economy using panel data for 88 us metropolitan statistical areas this study estimates congestion s drag on employment growth 1993 to 2008 and productivity growth per worker 2001 to 2007 using instrumental variables results suggest that congestion slows job growth above thresholds of approximately 4 5 minutes of delay per one way auto commute and 11 000 average daily traffic adt per lane on average across the regional freeway network while higher adt per freeway lane appears to slow productivity growth there is no evidence of congestion induced travel delay impeding productivity growth results suggest that the strict policy focus on travel time savings may be misplaced and instead better outlooks for managing congestion s economic drag lie in prioritising the economically most important trips perhaps through road pricing or in providing alternative travel capacity to enable access despite congestion

congestion tolling with agglomeration externalities abstract consider an urban economy with two types of externalities negative traffic congestion externalities and positive agglomeration externalities deriving from non market interaction suppose that urban travel can be tolled that non market interaction cannot be subsidized and that non market interaction is stimulated by a reduction in travel costs then the optimal toll is below the congestion externality cost this paper explores this line of reasoning

do carriers internalize congestion costs empirical evidence on the internalization question abstract economists have long suggested overhauling the existing u s airport landing departure fees to reflect market valuations of scarce runway capacity economists however do not agree on the optimal congestion based pricing scheme while some researchers advocate for a uniform congestion fee regardless of a carrier s airport market share others suggest that airport tolls should only reflect the congestion costs imposed on other carriers this paper uses ten years of ontime performance data to empirically determine if carriers internalize congestion costs while previous researchers e g mayer christopher sinai todd 2003a network effects congestion externalities and air traffic delays or why all delays are not evil american economic review 93 4 1194 1215 use excess travel time to measure flight delays the contribution of this paper is the addition of on time arrival and delay measures based on actual versus scheduled arrival and departure times we find that estimates based on these new delay measures reverse earlier findings by mayer and sinai 2003a network effects congestion externalities and air traffic delays or why all delays are not evil american economic review 93 4 1194 1215 and hence imply that carriers are not internalizing flight congestion costs

the incidence of congestion tolls on urban highways abstract the incidence of an optimal short run congestion toll is investigated using an equilibrium model of modal choice and congestion on a highway corridor served by express bus transit it is argued that for an externality tax the usual equi revenue analysis of burdens is inappropriate instead welfare effects are computed under three alternative assumptions about redistribution of toll revenues in almost all cases the net result is benefits for all income groups it is concluded that congestion tolls should not be rejected on grounds of income distribution but that an explicit package of tolls and revenue uses is probably a political prerequisite for adoption

urban spatial structure urban structure is increasingly characterized by decentralization dispersion and multiple employment centers much is known empirically about such patterns and about how the interplay between agglomerative and dispersive forces generates spatial structures that are complex and prone to multiple equilibria and dynamic path dependence these forces operate at different spatial scales many entail unpriced interaction and external scale economies deriving from product differentiation and endogenous technical change appear particularly important because these forces interact in complex ways inefficiencies in urban structure are resistant to simple policy interventions

sectoral exposure of financial markets to oil risk factors in brics countries abstract in this paper we examine the exposure of sectoral equity returns to changes in oil risk factors among brics markets the paper combines var model together with the random forest technique to provide a novel framework which overcome some weaknesses in var modelling and help in the selection of oil risk factors considered our results in general show that the response of sectoral stocks to changes in oil risk factors is not homogenous and their sensitivities are not uniform across brics markets stock returns of basic materials financials and industrials sectors show consistently negative sensitivity to crude oil volatility ovx and oil price shocks for major oil importers whereas sectoral stocks among major oil exporters seems to demonstrate systematic pattern to explain sectoral stock variations the results reveal ovx and oil to be the most significant risk transmitting factors in brics irrespective of whether the market is a major oil importer or exporter however our results also confirm the presence of asymmetric effects in sectoral stocks for brazil and russia while no such evidence is found for india china and south africa overall the findings suggest that the manner in which sectors respond to fluctuations in oil risk factors varies between different sectors and it depends on the oil characteristics of the markets nature of sectors and the type of oil risk factors considered

commuting congestion and employment dispersal in cities with mixed land use abstract for centuries cities have been modeled as having centered employment scarce access to which generates land rent this paper first presents some new empirical evidence that in us cities actual employment turns out to be almost as dispersed as residences this range of urban forms is generated with analytic ease in a model that assumes land can have mixed rather than exclusive use at any location the model has firms trading off a central agglomeration force against the lower wages that accompany shorter commuting distances in peripheral locations at one extreme with very high agglomerative forces employment is approximately centered with long commute distances and high congestion levels at the other extreme lower agglomerative forces lead to employment that is completely dispersed commute distances of zero and the absence of congestion maximizing output minus congestion never leads to a pattern of land mixing where employment is fully dispersed a market model however often does if the mix at each location is based on the relative magnitude of the land rent offered from residential as opposed to commercial uses

services trade protection and economic isolation poor connectivity is conventionally blamed on difficult geography and low income but economic isolation could also result from policy choices in key linking services such as air transportation and telecommunications a new database on applied services trade policies reveals that many countries restrict trade in the very services that connect them with the rest of the world we present evidence that restrictive policies lead to more concentrated market structures and limited access to services even after taking into account the influence of geography and income moving from an intermediate level of restrictiveness to an open regime could lead to a 20 percentage point increase in cellular teledensity in the telecommunications sector and to a 25 per cent increase in flight connections per airline in the aviation sector respectively

energy contagion analysis a new perspective with application to a small petroleum economy abstract we put forward the novel concept of energy contagion i e a deepening of energy finance linkages under crisis conditions in energy markets further we show how to construct tests for energy contagion through correlation co skewness and co volatility channels the samples of our contagion measures are defined in terms of calm and crisis periods in the international crude oil market in particular we compare how these various co moments in the energy finance nexus change during 1 oil booms and slumps using semi parametric rule based algorithms 2 tranquil and turbulent oil price volatility episodes using a non hierarchical k means clustering algorithm energy contagion analysis is essential for financial stability analysis in economies where prosperity is linked to the prices of hard commodities our applications are performed on the oil exchange rate and oil stock market relationships of the small petroleum economy of trinidad and tobago the main results show a negative oil real effective exchange rate dependency a weak oil stock returns association and the existence of several energy contagion channels in both financial relationships which are sensitive to the contemporary global financial crash

nonlinear causality between crude oil price and exchange rate a comparative study of china and india while several studies have examined the linear causal relationship between oil prices and exchange rates little is known about the nonlinear causality between these two variables the present paper tries to fill this research gap in the context of india and china by applying the hiemstra and jones 1994 nonlinear granger causality test to the var residuals the study finds a significant bi directional nonlinear granger causality between oil prices and exchange rates in both countries the findings suggest that the nonlinearity of oil price influences the exchange rate irrespective of the exchange rate regimes further to check robustness the persistence in the variance of oil price and exchange rate is taken into account using a garch 1 1 model while the results consistently hold in the case of india with respect to china a unidirectional causality runs from exchange rate to oil price however the oil price in china does not granger cause exchange rate

pricing the major us hub airports abstract implementing congestion pricing at 27 major us airports would reduce delays by 13 passenger years and 1000 aircraft hours every day saving 3 5 million dollars daily chicago and atlanta would save about 1000 dollars per aircraft airport revenues would increase about 11 million dollars daily a bottleneck model with stochastic queues estimates substantial welfare gains whether or not airlines internalize self imposed delays erroneously imposing fees from the non internalizing specification on internalizing airlines however would be a costly mistake the model calculates equilibrium traffic rates queuing delays layover times connection times and congestion fee schedules by minute of the day

effects of asymmetric information on airport congestion management mechanisms abstract we study and compare three different mechanisms for capacity slot allocation in a congested airport when airlines have one dimensional private information direct allocation of slots differentiated tolls and slot auctions with perfect information direct allocation is a first best policy which can be implemented through pigouvian taxes or slot auctions the mechanisms are equivalent in terms of social welfare with the introduction of asymmetric information this equivalence is lost direct allocation is always ex post inefficient and in some cases tolls and subsequent quantity delegation is a better alternative social welfare wise auctions may be superior or inferior to tolls we further show that naive application of pigouvian tolls is sub optimal when imperfect information exists

the stochastic city abstract this paper analyzes a simple model of an urban area with growth and uncertainty household income rents and prices for land follow stochastic processes even though investors are risk neutral uncertainty affects both land rents and land prices in equilibrium because the conversion of land from agricultural to urban use is irreversible growth on the other hand affects urban and agricultural land prices but not the level of rents we show that uncertainty i delays the conversion of land from agricultural to urban use ii imparts an option value to agricultural land iii causes land at the boundary to sell for more than its opportunity cost in other uses and iv reduces equilibrium city size

strategic product choice in differentiated markets widespread diversification of firms compels viewing them as a portfolio of activities rather than as entities competing independently in separate markets this paper posits that product specification or product choice is a distinct strategic variable in particular the optimal relationship between the new and existing products of an oligopolistic firm is examined in the absence of market size inequalities clustering or market invasion is shown to be the nash solution to the product choice game when firms play strategically

sequential peak load pricing the case of airports and airlines we investigate airport peak load pricing using a vertical structure of airport and airlines we find that a profit maximizing airport would charge higher peak and off peak runway prices and a higher peak off peak price differential than a public airport consequently airport privatization would lead to both fewer total passengers and fewer passengers in the peak period although peak travelling passengers benefit from fewer delays this low level of peak congestion is not efficient suggesting that airport privatization cannot be judged based on its effect on congestion alone we also examine pricing behaviour of a public airport constrained to charge a time independent price on etudie la tarification de pointe dans une structure verticale d aeroports et de compagnies d aviation on decouvre qu un aeroport qui maximise ses profits chargerait des prix plus eleves pour l usage des pistes tant aux heures de pointe qu en autre temps qu un aeroport public ainsi qu un differentiel plus grand entre ces differents moments en consequence la privatisation des aeroports va entrainer a la fois moins de passagers et moins de passagers aux heures de pointe meme si ceux qui voyagent aux heures de pointe vont devoir subir moins de delais cette moindre congestion n est pas efficace voila qui suggere qu on ne doit pas evaluer la privatisation des aeroports seulement a l aune de l impact sur la congestion les auteurs examinent aussi les strategies de tarification d un aeroport public contraint a imposer une tarification qui ne peut varier selon le moment d usage dans le temps

how to make the metropolitan area work neither big government nor laissez faire we study how political boundaries and tax competition among jurisdictions interact with the labor and land markets to determine the economic structure and performance of metropolitan areas contrary to general belief institutional fragmentation and cross border commuting need not be welfare decreasing but the size of the central city matters for welfare under tax competition the central business district is too small tax competition also prevents public policy enhancing global productivity to produce their full impact although our results support the idea of decentralizing the supply of local public services by independent jurisdictions they also highlight the need of coordinating tax policies

volatility spillovers between crude oil and chinese sectoral equity markets evidence from a frequency dynamics perspective abstract we examine the frequency dynamics of volatility spillovers between crude oil and china s stock markets in a spectral representation framework of generalized forecast error variance decomposition using sectoral stock indices data we find evidence of total volatility spillover driven mainly by short term spillovers the net spillovers of the oil market are almost all positive and dominated by short ter m components although the spillover during china s 2015 financial crisis is negative and attributable to long term components in addition there exists heterogeneity in net pairwise frequency spillovers between the oil and sectoral stock markets moreover structural breaks in volatilities appear to be a significant feature of volatility spillovers finally frequency spillovers in our system can predict future stock market volatility these results have economic implications for investors and policymakers

another look at airport congestion pricing we study alternate approaches to implement congestion pricing at us airports conventional formulations toll all aircraft without determining whether a plane operated by a given airline delays other planes that it operates or planes operated by other airlines recent work points out optimal pricing calls for carriers to be charged only for the delay they impose on other airlines we find a small difference between the net benefits generated by the two congestion pricing policies because the bulk of airport delays are not internalized and because the efficiency loss from pricing internalized congestion is small jel l11 l93 r41

manipulable congestion tolls the recent literature on congestion pricing with large agents contains a remarkable inconsistency though agents are large enough to recognize self imposed congestion and exert market power over prices they do not take into account the impact of their own actions on the magnitude of congestion tolls when large agents are confronted with tolls derived under this parametric assumption but understand the rule used to generate them the toll system will no longer guide the market to the social optimum to address this problem the present paper derives alternate manipulable toll rules which are designed to achieve the social optimum when agents anticipate the full impact of their actions on toll liabilities

subsidies for intracity and intercity commuting this paper analyzes subsidies for intracity and intercity commuting in an urban economics framework with two cities and agglomeration externalities where workers may commute within and between cities first commuting subsidies serve to internalize agglomeration externalities intracity commuting subsidies give incentives to move to the larger city and intercity commuting subsidies make residents of the periphery commute to the core second if agglomeration rents are locally captured commuting subsidies act as a welfare enhancing transfer from the core to the periphery

regulation of road accident externalities when insurance companies have market power abstract accident externalities that individual drivers impose on one another via their presence on the road are among the most important external costs of road transport we study the regulation of these externalities when insurance companies have market power some of the results we derive have close resemblance to the earlier literature on externality regulation with market power in aviation and private roads but there are important differences too using analytical models we compare the first best public welfare maximizing outcome with a private profit maximizing monopoly and oligopoly we find that insurance companies will internalize some of the externalities depending on their degree of market power we derive optimal insurance premiums and regular parametric taxes as well as manipulable ones that make the companies set socially optimal premiums the latter take into account that the firm tries to exploit knowledge of the tax rule applied by the government finally we also study the taxation of road users rather than that of firms

history and the sizes of cities abstract we contrast evidence of urban path dependence with efforts to analyze calibrated models of city sizes recent evidence of persistent city sizes following the obsolescence of historical adv

effects of oil price shocks on the stock market performance do nature of shocks and economies matter the main focus of this study is to examine how oil price fluctuations influence the performance of stock markets this study used the causality approach developed by toda and yamamoto 1995 to explore the causality between oil prices and stock prices in the long run and their short term impact the generalized impulse response functions were applied to the monthly data in the period from january 1997 to july 2013 in this study to capture the different characteristics of oil refining exporting and importing three asian economies were examined the results indicate that the manner in which a market reacts to hikes in oil prices varies between different markets and periods this depends on differences in the oil characteristics of the economy and the nature of the shock in oil prices

the impact of crude oil prices on financial market indicators copula approach abstract oil price changes have varying impacts on the financial indicators of global markets and economies this study aims to explore the dependence structure between crude oil prices and stock market indices as well as the exchange rates in a number of economies categorized with respect to their status as developing emerging markets and oil importer exporter countries dependence structures in this study are evaluated in considerable depth using copula models the broad time period covered allows the investigation of the effect of global financial crisis on the mentioned dependence structure an additional feature of this study is the inclusion of 1 to 30 day analysis to capture the variation of dependence on duration change to serve these aims as well as arima and garch models various copula measures are used to illustrate the level of the association additionally a special focus on the turkish case is given to illustrate its sensitivity to oil prices we find that exchange rates and stock indices of most oil exporter countries show higher oil price dependency whereas emerging oil importer markets are less vulnerable to price fluctuations considerable impacts were found for the global crisis and the continuing recent sharp decrease in oil prices

a time varying copula approach to oil and stock market dependence the case of transition economies abstract we employ the time varying copula approach to investigate the conditional dependence between the brent crude oil price and stock markets in the central and eastern european cee transition economies our results show evidence of a positive dependence between the oil and the stock markets of the six cee countries which is indicative of a contagion between those markets regardless of the changes in the oil price or the cee stock index moreover the dependence patterns in both the center and left tails of the return distributions change over time particularly during the heart of the financial crisis and are best described by the survival gumbel copulas the empirical evidence also suggests that the lower tail dependence is much stronger than that of the upper tail highlighting the importance of contagion during severe contractionary business cycles among the sample markets poland is shown to be particularly sensitive in this regard while hungary and slovenia are the least sensitive

geography industrial organization and agglomeration this paper makes two contributions to the empirical literature on agglomeration economies first the paper uses a unique and rich database in conjunction with mapping software to measure the geographic extent of agglomerative externalities previous papers have been forced to assume that agglomeration economies are club goods that operate at a metropolitan scale second the paper tests for the existence of organizational agglomeration economies of the kind studied qualitatively by saxenian 1994 this is a potentially important source of increasing returns that previous empirical work has not considered results indicate that localization economies attenuate rapidly and that industrial organization affects the benefits of agglomeration

what are cities worth land rents local productivity and the total value of amenities abstract this paper models how to use widely available data on wages and housing costs to infer land rents local productivity and the total value of local amenities in the presence of federal taxes and locally produced nontraded goods i apply the model to u s metropolitan areas with the aid of visually intuitive graphs the results improve measures of productivity and feature large differences in land rents wage and housing cost differences across metropolitan areas are accounted for more by productivity than quality of life differences regressions using individual amenities reveal that the most productive and valuable cities are typically coastal sunny mild educated and large

efficiency analysis of cournot competition in service industries with congestion we consider cournot competition in the presence of congestion effects our model consists of several service providers with differentiated services each competing for users who are sensitive to both price and congestion we distinguish two types of congestion effects depending on whether spillover costs exist that is where one service provider s congestion cost increases with the other providers output level we quantify the efficiency of an unregulated oligopoly with respect to the optimal social welfare with tight upper and lower bounds we show that when there is no spillover the welfare loss in an unregulated oligopoly is limited to 25 of the social optimum even in the presence of highly convex costs on the other hand when spillover cost is present there does not exist a constant lower bound on the efficiency of an unregulated oligopoly even with affine cost we show that the efficiency depends on the relative magnitude between the marginal spillover cost and the marginal benefit to consumers this paper was accepted by christian terwiesch operations management

congestion pricing and capacity of large hub airports a bottleneck model with stochastic queues this paper models and estimates congestion prices and capacity for large hub airports the model includes stochastic queues time varying traffic rates and endogenous intertemporal adjustment of traffic in response to queuing delay and fees relative costs of queuing and schedule delays are estimated using data from minneapolis st paul simulations calculate equilibrium traffic patterns queuing delays schedule delays congestion fees airport revenues airport capacity and efficiency gains the paper also investigates whether a dominant airline internalizes delays its aircraft impose it tests game theoretic specifications with atomistic nash dominant stackelberg dominant and collusive airline traffic

macroeconomic implications of agglomeration cities exist because of the productivity gains that arise from clustering production and workers a process called agglomeration how important is agglomeration for aggregate growth this paper constructs a dynamic stochastic general equilibrium model of cities and uses it to estimate the effect of local agglomeration on aggregate growth we combine aggregate time series and city level panel data to estimate the model s parameters via generalized method of moments the estimates imply a statistically and economically significant impact of local agglomeration on the growth rate of per capita consumption raising it by about 10

optimal tax and public investment rules for congestion type of externalities optimal government policy is considered in a second best framework where consumers and producers cause an externality of the congestion type and income distribution issues are taken into account the theoretical results of the optimal tax literature are adapted using the concept of the net social pigouvian tax an illustrative age model uncovers the relative importance of its components the model demonstrates that the level of the externality tax does not depend strongly on distribution concerns as reoptimization of the other taxes ensures that the income distribution objective is reached the model also allows us to study the interaction between externality taxes and public abatement

optimal pricing of flights and passengers at congested airports and the efficiency of atomistic charges abstract this paper investigates and compares airport pricing policies under various types of competition considering both per passenger and per flight charges at congested airports we show that an airport requires both pricing instruments to achieve the first best outcome and we distinguish their role by showing that congestion externalities need to be addressed through per flight tolls whereas the inefficiency caused by airlines market power exertion must be corrected with per passenger subsidies we also show that bertrand competition with differentiated products a type of behavior recently pointed out by the empirical literature as pertinent has policy implications that diverge from analyses that assume cournot competition the welfare gains and congestion reductions of congestion pricing would be higher than what has been advanced before the degree of self financing of airport infrastructure under optimal pricing would be increased and may approach exact self financing and the implied differentiation of charges between asymmetric airlines would be significantly smaller presumably enhancing the political feasibility of welfare maximizing congestion pricing as the potential distributional concerns would be decreased finally we numerically analyze second best policies and find that atomistic pricing may offer a relatively attractive alternative to first best congestion pricing

the economics of airport congestion pricing abstract conventional economic wisdom suggests that congestion pricing would be an appropriate response to cope with the growing congestion levels currently experienced at many airports several characteristics of aviation markets however may make naive congestion prices equal to the value of marginal travel delays a non optimal response this paper develops a model of airport pricing that captures a number of these features the model in particular reflects that 1 airlines typically have market power and are engaged in oligopolistic competition at different sub markets 2 part of external travel delays that aircraft impose are internal to an operator and hence should not be accounted for in congestion tolls and 3 different airports in an international network will typically not be regulated by the same authority we present an analytical treatment for a simple two node network and some numerical results to illustrate our findings some main conclusions are that second best optimal tolls are typically lower than what would be suggested by congestion costs alone and may even be negative and that cooperation between regulators need not be stable but that non cooperation may lead to welfare losses also when compared to a no tolling situation

uncovering the distribution of motorists preferences for travel time and reliability we apply recent econometric advances to study the distribution of commuters preferences for speedy and reliable highway travel our analysis applies mixed logit to combined revealed and stated preference data on commuter choices of whether to pay a toll for congestion free express travel we find that motorists exhibit high values of travel time and reliability and substantial heterogeneity in those values we suggest that road pricing policies designed to cater to such varying preferences can improve efficiency and reduce the disparity of welfare impacts compared with recent pricing experiments

intra urban wage variation employment location and commuting times abstract theory predicts that within a metropolitan area employers located where there is difficult commuting will have to compensate their workers with appropriately higher wages this should hold whether one is comparing central city work locations with those at the fringe or simply differences between suburban edge cities in the longer run if employers are concerned primarily with labor costs firm mobility should equalize wages or else agglomeration economies must exist to sustain the differences using microdata from the 1990 census for 2 large metropolitan areas in the u s wage equations are estimated for urban workers allowing for different wage levels depending on zone of employment the results show that observationally equivalent workers have wages that vary substantially across employment zones within a metro area and that this variation is strongly and significantly correlated with the average commute time of the workers employed in that zone these results hold across several different econometric specifications wages and average travel times also are found to be highly correlated with the aggregate number of workers in each zone but are not affected by zone employment specialization thus there is inconclusive evidence as to whether wage commuting cost differences result from equilibrium agglomeration effects or from a disequilibrium distribution of employment

revenue recycling and the welfare effects of road pricing the authors explore the interaction between taxes on work related traffic congestion and preexisting distortionary taxes in the labor market a congestion tax raises the overall costs of commuting to work and discourages labor force participation at the margin when revenues are returned in lump sum transfers the resulting efficiency loss in the labor market can be larger that the pigouvian efficiency gains from internalizing the congestion externality by contrast if congestion tax revenues are used to reduce labor taxes the net impact on the labor supply is positive and the efficiency gain in the labor market can raise the overall welfare gains of the congestion tax by as much as 100 percent recycling congestion tax revenues in public transit subsidies produces a positive but smaller impact on the labor supply in short the authors results indicate that the presence of preexisting tax distortions and the form of revenue recycling can crucially affect the size and possibly even the sign of the welfare effect of road pricing schemes the efficiency gains from recycling congestion tax revenues in other tax reductions can amount to several times the pigouvian welfare gains from congestion reduction

consistent estimates of the elasticity of substitution between land and non land inputs in the production of housing abstract this paper reports new estimates of the elasticity of substitution between land and non land inputs in the production of housing errors in the measurement of land value may have biased existing estimates of the substitution elasticity downward leading to the conclusion that the substitution elasticity is less than one the data analyzed in this study consist of observations on the transaction prices of both the lot and the house obtained by tracking the development of residential subdivisions the results indicate that the substitution elasticity is higher than indicated in previous studies and may not differ significantly from one

local amenities and life cycle migration do people move for jobs or fun abstract do households move for jobs or fun and where do they go when they move we address these questions using the 1970 2000 us census based on a panel of quality of life and business environment measures households prefer msas in warm coastal areas and non metropolitan locations while firms prefer large growing cities in addition cities with improving business environments acquire increasing shares of workers especially workers with high levels of human capital cities with improving consumer amenities become relatively more populated by retirees further analysis of individual level migration decisions indicates that regardless of marital status young highly educated households tend to move towards places with higher quality business environments this tendency is especially pronounced among highly educated couples who are more subject to job market co location problems in contrast regardless of education couples near retirement tend to move away from places with favorable business environments and towards places with highly valued consumer amenities these patterns help explain why areas unattractive to both households and business have struggled as with upstate new york while the sun belt and other regions are thriving

conditional dependence structure between oil prices and exchange rates a copula garch approach abstract we study the conditional dependence structure between crude oil prices and u s dollar exchange rates using a copula garch approach various copula functions of the elliptical archimedean and quadratic families are used to model the underlying dependence structure in both bearish and bullish market phases over the 2000 2011 period we find evidence of significant and symmetric dependence for almost all the oil exchange rate pairs considered the rise in the price of oil is found to be associated with the depreciation of the dollar moreover we show that student t copulas best capture the extreme dependence and that taking the extreme comovement into account leads to improve the accuracy of var forecasts our main results remain unchanged when considering alternative garch type specifications and the crisis period but are sensitive to the use of raw returns

networking off madison avenue known for the key role that networking plays in the operation of agencies where interviews suggest that informal networking among close neighbors is critical to many agencies success networking involves the exchange of ideas and while there is no market place for these ideas exchanges may be more deliberate rather than just marshall s 1890 mysteries of the air type of information spillovers this paper examines the effect on productivity of having more near advertising agency neighborhoods and hence better opportunities for meetings and exchange within manhattan we will show that there is extremely rapid spatial decay in the benefits of having more near neighbors even in the close quarters of southern manhattan a finding that is new to the empirical literature and indicates our understanding of scale externalities is still very limited the finding indicates that having a high density of commercial establishments is important in enhancing local productivity an issue in lucas and rossi hansberg 2002 where within business district spatial decay of spillovers plays a key role we will argue also that in manhattan advertising agencies trade off the higher rent costs of being in bigger clusters nearer centers of action against the lower rent costs of operating on the fringes away from high concentrations of other agencies introducing the idea of trade offs immediately suggests heterogeneity is involved we will show that higher quality agencies are the ones willing to pay more rent to locate in greater size clusters specifically because they benefit more from networking while all 1 the research in this paper was conducted while the authors were census bureau research associates at the boston research data center research results and conclusions expressed are those of the authors and do not necessarily indicate concurrence by the census bureau the paper has been screened to ensure that no confidential data are revealed we acknowledge helpful comments from andrew foster on aspects of the paper and from participants in seminars at brown university lse and the university of toronto

credible spatial preemption it is often argued that incumbent firms may deter entry by preemptive investment in new goods we show that these conclusions are reversed when multiproduct incumbentfirms may exit in response to entry once entrants are in an industry an incumbent will often want to withdraw some goods to prevent competition with the entrant from reducing profits on other goods such a reaction makes entry more attractive to a potential entrant the equilibrium industry structure is less likely to be monopolistic as the goods are better substitutes as exit costs are low and as the competition between producers of the same good is more intense

should congestion tolls be set by the government or by the private sector the knight pigou debate revisited this paper clarifies issues debated by a c pigou and frank knight about correcting inefficient use of congestible resources focusing for concreteness on their original example of road congestion instead of government imposed pigouvian access fees knight favoured access fees set by private toll setters we consider the case of n 2 congestible roads and an uncongestible road of arbitrary speed knight argued that in the case of a single congestible road a private toll setter would always choose the toll that pigou recommended hence the allocation would minimize aggregate commute time without government meddling we find instead that two or more toll setters would never choose pigouvian tolls except in the special case of a sufficiently fast uncongestible road moreover for uncongestible roads of slower speed the allocation of motorists under knight s proposal is almost never efficient whenever it is inefficient motorists are strictly worse off when they pay tolls set by private firms instead of paying government imposed tolls and aggregate toll revenue is also lower nevertheless if the private sector does set tolls then the full cost to motorists can be limited if the government provides an uncongestible alternative such as a train to offer potential competition along the same route

interactions between oil and financial markets do conditions of financial stress matter abstract this study uses a structural threshold var model to study the nonlinear relationships between oil and financial variables the threshold effect is robust across models having different structural orderings of shocks evidence shows that shocks associated with different financial stress regimes explain the asymmetric responses of the system shocks in the stressed regime usually have larger and longer effects than shocks in the normal regime the inverse relationship between real interest rate and real oil price is conditioned on a number of factors and is not robust across all manner of circumstances the relationship between oil price and the us dollar is shock dependent a negative shock that depreciates the dollar may trigger an increase in oil price yet a positive oil shock may lead to appreciation of the dollar finally oil s ability to hedge against rising risk is limited to a market with normal stress conditions it is the us dollar that generally serves as a safe haven when financial markets are enmeshed in considerable tension

distributional consequences of airport congestion pricing abstract imposition of airport congestion pricing redistributes welfare among commercial regional and general aviation this article extends daniel s econometrica63 327 370 1995 stochastic bottleneck model with dynamically adjusting traffic rates queuing delays and congestion fees to include elastic demand heterogeneous operating time preferences and heterogeneous layover and queuing time values using parameters from minneapolis st paul airport simulations of congestion pricing determine its effects on equilibrium traffic patterns queuing delays schedule delays airport revenues and social welfare gains by commercial aviation common travelers and airport authorities exceed losses by general and regional aviation the article evaluates several price and rebate programs and proposes several that are self financing and pareto improving

causes of sprawl a portrait from space we study the extent to which u s urban development is sprawling and what determines differences in sprawl across space using remote sensing data to track the evolution of land use on a grid of 8 7 billion 30 30 meter cells we measure sprawl as the amount of undeveloped land surrounding an average urban dwelling the extent of sprawl remained roughly unchanged between 1976 and 1992 although it varied dramatically across metropolitan areas ground water availability temperate climate rugged terrain decentralized employment early public transport infrastructure uncertainty about metropolitan growth and unincorporated land in the urban fringe all increase sprawl

congestible facility rivalry in vertical structures abstract this paper investigates rivalry between congestible facilities and its effects on facility charges capacities and congestion delays by incorporating the downstream carriers into the analysis we find that i the duopoly facilities have lower prices than the monopolist but they offer lower service quality only if capacity decisions are made prior to facility price decisions when the capacity and price decisions are made simultaneously the duopolists will provide the same service quality as the monopolist ii conditional on facility charges the monopolist will have the same capacity investment rules as the central planner if and only if the downstream carrier markets are perfectly competitive at both facilities if there is one carrier market that is imperfectly competitive the monopoly capacity rules will be different from the socially optimal capacity rules iii the monopolist will offer the same service quality at a facility as the central planner if the carrier market is perfectly competitive otherwise the monopolist offers a higher service level than the central planner we also find that for given capacities a the duopolists equilibrium prices increase with the time costs of either consumers or carriers b entrance of a new carrier to any of the facilities depresses the prices charged by both facilities and c lower marginal cost of the carriers at one facility induces a higher price at that facility but a lower price at the other facility

optimal road capacity in the presence of unpriced congestion abstract this paper studies how the optimal capacity of a road is affected by a pricing constraint which keeps the toll fixed below its optimal value the answer is found to depend on the value of the price elasticity of travel demand at the second best optimum the pricing constraint lowers the optimal capacity if the price elasticity is sufficiently high but under reasonable assumptions the pricing constraint raises the optimal capacity if the price elasticity is less than the ratio of the consumer price of travel to the private congestion cost at the second best optimum this ratio cannot be less than one

second best cost benefit analysis in monopolistic competition models of urban agglomeration abstract this paper examines the agglomeration benefits of a transportation improvement in a city by modeling the microstructure of urban agglomeration based on monopolistic competition of differentiated intermediate products properly extended to include variety distortion in addition to price distortion harberger s measure of excess burden yields the agglomeration benefits the agglomeration benefits are positive if increasing the variety is procompetitive however in the anticompetitive case we cannot exclude the possibility of negative additional benefits if there are multiple cities the net agglomeration benefits can be negative when other cities that experience a reduction in population have larger agglomeration economies

atomistic congestion tolls at concentrated airports seeking a unified view in the internalization debate abstract the goal of this paper is to bring some unity to the theoretical side of the debate on internalization of airport congestion by showing that all the literature s theoretical results can be derived within one simple and unified framework the analysis starts by replicating the results of brueckner brueckner j k 2002 airport congestion when carriers have market power american economic review 92 1357 1375 who showed that because airlines behaving in cournot fashion internalize congestion they should be charged low congestion tolls the analysis then validates the findings of daniel daniel j i 1995 congestion pricing and capacity of large hub airports a bottleneck model with stochastic queues econometrica 63 327 370 who argued that larger atomistic tolls are required in a model where a stackelberg leader interacts with competitive fringe airlines however it is shown that this result only holds approximately when the carriers outputs are imperfect substitutes

comparison of three empirical models of airport congestion pricing abstract we compare three empirical models of airport congestion pricing a standard peak load pricing model with econometrically estimated demand and delay functions morrison 7 morrison and winston 8 a deterministic bottleneck model with traffic adjusting intertemporally to congestion prices vickrey 9 arnott et al 2 and a bottleneck model with time dependent stochastic queuing daniel 4 when implemented using daniel s airport traffic data the models produce similar traffic patterns under weight based pricing but differ significantly under congestion pricing we conclude that structural modeling of stochastic traffic queues and intertemporal substitution is necessary to produce realistic responses of traffic patterns to congestion pricing

when are anonymous congestion charges consistent with marginal cost pricing abstract there are constraints on pricing congestible facilities first if heterogeneous users are observationally indistinguishable then congestion charges must be anonymous second the time variation of congestion charges may be constrained do these constraints undermine the feasibility of marginal cost pricing and hence the applicability of the first best theory of congestible facilities for an important class of congestible facilities we show that if heterogeneous users behave identically when using the facility and if the time variation of congestion charges is unconstrained then marginal cost pricing is feasible with anonymous congestion charges if however the time variation of congestion charges is constrained optimal pricing with anonymous congestion charges entails ramsey pricing

wage variation resulting from staggered work hours abstract this paper presents a theoretical basis for varying wage rates with staggered work hours urban scale economies and decreasing marginal returns to labor are shown to exert opposite but not necessarily equal influences on marginal wages an ordered probit model is used with survey data from singapore to estimate income as a function of work start time results indicate the presence of production effects due to staggered work hours urban scale economies are shown to dominate the effect of decreasing marginal returns

are benefits from oil stocks diversification gone new evidence from a dynamic copula and high frequency data abstract oil is perceived as a good diversification tool for stock markets to fully understand this potential we propose a new empirical methodology that combines generalized autoregressive score copula functions with high frequency data and allows us to capture and forecast the conditional time varying joint distribution of the oil stocks pair accurately our realized garch with time varying copula yields statistically better forecasts of the dependence and quantiles of the distribution relative to competing models employing a recently proposed conditional diversification benefits measure that considers higher order moments and nonlinear dependence from tail events we document decreasing benefits from diversification over the past ten years the diversification benefits implied by our empirical model are moreover strongly varied over time these findings have important implications for asset allocation as the benefits of including oil in stock portfolios may not be as large as perceived

towards a general theory of mixed zones the role of congestion mixed commercial and residential land use is observed in most cities around the world despite its ubiquity urban economic theory is rather silent on the formation of mixed land use in particular standard bid rent models typically predict complete segregation of land use the two main exceptions are fujita and ogawa 1982 and lucas and rossi hansberg 2002 who introduce bid rent models that allow for endogenous business and residential location choice as well as employment agglomeration externalities these models predict zones that are characterized by a restrictive type of mixed land use where there are as many residents as jobs at every location we extend the latter model by introducing a traffic congestion external effect that adds a degree of freedom to the shape of the bid rent curves and allows them to coincide over contiguous locations in the city where commuting takes place we show that this combination of congestion and agglomeration externalities leads to a general type of mixed land use zones