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Transport Flashcards

1
Q

Clear Evidence from the literature that the built environment plays a key role in travel decisions
- limitations of this evidence

A

(Ewing and Cervero, 2010)
- controlled for self-selection bias of residents
- US-centric bias

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2
Q

What is a congestion charge?

A

A congestion charge is a fee imposed on vehicles operating in a specific area during peak traffic times to reduce congestion.

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3
Q

True or False: Congestion charges can lead to reduced traffic volume.

A

True

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4
Q

Fill in the blank: The main goal of a congestion charge is to decrease _____ in urban areas.

A

traffic congestion

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5
Q

What policy aims to limit urban sprawl by restricting development outside a designated boundary?

A

Urban growth boundary

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6
Q

How can urban growth boundaries affect traffic congestion?

A

By concentrating development within a designated area, urban growth boundaries can reduce the need for long-distance travel and potentially decrease congestion.

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7
Q

What is the relationship between transport policy and urban development?

A

Transport policy can shape urban development patterns, influencing where people live and work, which in turn affects traffic congestion.

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8
Q

Multiple Choice: Which of the following is NOT a goal of transport policy? A) Reducing congestion B) Increasing travel speed C) Promoting urban sprawl D) Enhancing public transport

A

C) Promoting urban sprawl

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9
Q

What is the impact of public transport investment on congestion?

A

Investing in public transport can reduce the number of private vehicles on the road, thereby decreasing congestion.

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10
Q

True or False: Urban growth boundaries can lead to increased property values within the boundary.

A

True

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11
Q

Fill in the blank: A successful congestion charge system often includes _____ to encourage public transport use.

A

discounts or exemptions

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12
Q

What is a common criticism of congestion charging?

A

It can disproportionately affect low-income individuals who may rely on cars for transportation.

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13
Q

Multiple Choice: Which city is known for implementing a successful congestion charge? A) Los Angeles B) London C) New York D) Tokyo

A

B) London

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14
Q

How does land use planning relate to transport policy?

A

Land use planning determines the spatial distribution of activities, which influences travel demand and transport policy effectiveness.

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15
Q

True or False: Congestion pricing can only be implemented in large metropolitan areas.

A

False

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16
Q

What economic principle underlies the congestion charge?

A

The principle of externalities, where the social costs of congestion are not reflected in the market price of driving.

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17
Q

Fill in the blank: Urban growth boundaries are designed to prevent _____ by limiting where new developments can occur.

A

urban sprawl

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18
Q

What is one potential benefit of implementing a congestion charge?

A

It can generate revenue that can be reinvested in public transport and infrastructure.

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19
Q

Multiple Choice: What is a key factor that influences the effectiveness of a congestion charge? A) Weather conditions B) Public awareness C) Vehicle emissions D) Road width

A

B) Public awareness

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20
Q

True or False: Transport policy can influence social equity in urban areas.

A

True

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21
Q

What role does technology play in modern congestion management?

A

Technology enables real-time monitoring and dynamic pricing, enhancing the effectiveness of congestion management strategies.

22
Q

Fill in the blank: The implementation of a congestion charge often requires extensive _____ to inform the public.

A

public engagement

23
Q

What is the main challenge of urban growth boundaries?

A

They can lead to increased housing prices and affordability issues within the boundary.

24
Q

Multiple Choice: Which of the following is a common measure to reduce congestion? A) Expanding road capacity B) Increasing parking fees C) Implementing carpool lanes D) All of the above

A

D) All of the above

25
True or False: Traffic congestion has no impact on air quality.
False
26
Built Environment impact on walking levels
One half to two thirds of the difference in walking levels in NYC is caused by changes in population density (Salon, 2006)
27
San Francisco BE impact on travel
BE responsible for up to 90% of the of the VMT (vehicle miles travelled) households difference (Bhat and Eluru, 2009)
28
Monocentric City Model (transport)
Traffic congestion caused by urban sprawl and unpriced nature of congestion externality Jobs are fixed, only residences move
29
Congestion externality (MSC > MPC) negative externality - inefficient, excessive urban sprawl
Walter, 1961
30
What two policies exist to reduce congestion
congestion toll/charge urban growth boundaries
31
CC max aggregate welfare, max efficiency
Pines, 1985
32
Pigouvian tax (CC)
Anas and Rhee, 2007)
33
PT and CC
key complementary policy if you discourage people to use cars they need an alternative otherwise makes even more regressive a policy choice
34
CC regressive
Prices out people of using cars, if there is a lack of PT this is very bad
35
MC model limitation with CC
Monocentric city models ignore all other transport but automobile (Buyukeren and Hiramatsu, 2016) - In reality people may just move closer to public transport or if pt isn't improved might just continue driving if there is no alternative Also assumption that people must go to work (and in CBD). - in reality jobs are everywhere including remote
35
CC under monocentric assumption
residents move closer to CBD so they can walk, cycle or use PT
36
UGB under mono centric
UGB increases density, reducing congestion not as good as CC because it does not address the core market failure cons: higher rents, artificial land scarcity proven empirically by Bruckner (2000) Proven theoretically by Pines and Sadka (1985)
37
UGB in practice
Welfare reducing policy Anas and Rhee (2006) under polycentricity with mobile jobs and residences find it welfare reducing. Anas and Xhu, 1999 'seriously negative welfare effects' - rents go up a lot, deadweight losses
38
CC vs UGB on economic activity
Anas and Rhee (2006) - CC shifts economic activity outwards - UGB restricts urban radius reducing activity DWL
39
Public transport role with CC
Adding capacity to PT boosts benefits of CC (Small, 2004) - economic substitute analysis. PED reduces for cars if more public transport. thus CC reduces car usage more.
40
PT Scale economies
Investment in PT improves service quality, lower cost per person (Anas and Lindsey, 2011) For bus even more complement with CC. removing cars makes bus more efficient
41
PT investment issue (establishment)
Anas and Lindsey, 2011) - London, Singapore, Milan and find that availability and quality of existing PT is more important to success of a road pricing scheme than major capacity expansion. high constraints to PT expansion so road pricing is better accepted where PT is already good (Stockholm) limitation: a city with poor existing transport, bad reputation, people may not make switch
42
CC (emissions reducing?)
emissions displaced outside of congestion zone London CC study emissions dropped by 12% INSIDE Increased by 1.5% on ring road of perimeter (Beevers and Carlow, 2005) those who diverted had lower income, higher polluting older vehicles generating more emissions from extra distance to avoid C.C (Anas and Lindsey, 2011)
43
CC political acceptability
Poor acceptability (Selmane et al., 2020) Most have failed (Richardson and Bae, 2008) including Edinburgh (Allen, 2006)
44
CC (theoretical optimum)
No scheme will ever adjust on a trip by trip basis. optimal pigouvian tax impossible due to too many variables - fuel consumption, temporal variation, bad weather/accident
45
Hypothecation
Revenue of pigouvian tax hypothecated to improve PT (Paulley, 2002)
46
Fundamental law of congestion
Expansion - Downs, 1962 - growing population, harnessing agglomeration economies. increase road capacity, increase tourism, reduce time cost
47
Negatives of road expansion
Demand increases (Small and Verhoef, 2007) Couture, 2018 - low long run elasticity of traffic speed to road supply (USA) demand adjusts, congestion increases and negative of more cars to environment
48
Monocentric model (congestion) assumptions
In this model, it is assumed that all jobs are located downtown (the center of a circular city) and cannot relocate, there is no public transit, all trips are commutes to work, The earliest theoretical treatment of congestion in the monocentric city model was by Strotz (1965) In these and other analyses, the congestion externality is internalized by tolling every mile of the radial commute to the downtown. In such a setting, consumers can blunt the impact of the toll, only by moving to a residence closer to the downtown to reduce miles traveled and tolls paid. Consequently, population densities near the downtown increase and the monocentric city becomes more compact.
49
CC (mono moves to polycentric)
As a counterpoint to monocentric analysis, Anas and Kim (1996) demonstrated in a theoretical general equilibrium model that congestion and its pricing can cause the emergence of job centers or the decentralization of jobs from the downtown center to the periphery. With high congestion, firms move closer to their workers and customers, reducing their travel times, and benefit by paying lower wages or charging more for output.
50
annual cost of congestion
in the absence of congestion pricing and keeping regional population constant, the monetized congestion delay externality is $550 per consumer per year in the baseline year 2000 (Anas, 2020) - LA region
51

P10 (4 decks)

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