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Call#: Lippincott Library HE355 .S49 1989
Authors: Martin Wachs a; Brian D. Taylor a; Ned Levine a; Paul Ong a
Affiliation: a Graduate School of Architecture and Urban Planning, University of California, Los Angeles, Los Angeles, CA, USA
DOI: 10.1080/00420989320081681
Published in: Urban Studies, Volume 30, Issue 10 December 1993 , pages 1711 - 1729
Abstract
Commuting patterns between home and work were studied among 30 000 employees of Kaiser Permanente, a major health care provider in Southern California. The study tracked the differences between home and work location among employees over 6 years by analysing employee records and responses to a survey of over 1500 of the workers. It was found that work trip lengths had in general not grown over the 6 year period. Growth of the work force had contributed more to the growth in local traffic congestion than had a lengthening of the work trip over time. The automobile remains the dominant mode of travel between home and work for these employees, and choices of residential location were found to be based upon many factors in addition to the home-work separation, such as quality of neighbourhood and schools and perceived safety.
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| Journal | Papers in Regional Science |
| Publisher | Springer Berlin / Heidelberg |
| ISSN | 1056-8190 (Print) 1435-5957 (Online) |
| Issue | Volume 25, Number 1 / December, 1970 |
| Category | Spatial Analysis |
| DOI | 10.1007/BF01935821 |
| Pages | 133-150 |
Call#: Van Pelt Library HE336.T7 T735 2002
Call#: Van Pelt Library TE16 .T56 2007
Call#: Van Pelt Library HE359.L293 C64 2004
Journal Title - Networks and Spatial Economics
Article Title - Congestion Pricing with Heterogeneous Travelers: A General-Equilibrium Welfare Analysis
Volume - Volume 4
Issue - 2
First Page - 135
Last Page - 160
Issue Cover Date - 2004-06-01
Author - André de Palma
Author - Robin LindseyDOI - 10.1023/B:NETS.0000027770.27906.82
Link - http://www.springerlink.com/content/t317779845j42x04
Abstract
Traffic congestion pricing is studied using a general-equilibrium framework that incorporates public goods expenditures, an income tax, a government budget constraint, and preferences for equity. Individuals differ with respect to wages, values of travel time, and the congestion characteristics of their vehicles. Formulae for optimal tolls are derived and decomposed to reveal the separate influences of individual and vehicle heterogeneity, road network effects, fiscal effects and equity concerns. Using an example various tolling regimes are considered, defined by how much of the network is tolled, by whether and how tolls are differentiated by route, and by vehicle and individual characteristics.
portation, it has become a major target for policy-makers and planners. However, policies to curb congestion
have had little effect. It is suggested that there is a wide gap between the assumptions which underlie policy
measures and the manner in which individual users perceive and, consequently, respond to policy measures.
This gap can partially be explained by the fact that the set of alternative responses to growing congestion is
wider and somewhat different from that assumed by policy-makers. Moreover, the distributional impacts of
various responses are such that their benefits and costs, as perceived by the user, create barriers to adoption.
The dynamics of the behavioral response are also often overlooked by policy-makers, resulting in the pro-
mulgation of measures which have little or no effect on users’ behavior. This paper reviews 16 possible
behavioral responses from a coping strategy perspective, and emphasizes their distributional impacts. Finally,
the paper analyzes some of the implications of the gap between policy-making and user response.
The City
Gridlock's Other Toll
In a matter of weeks, Mayor Michael Bloomberg is expected to issue his report on what New York needs to do to sustain itself as a desirable destination for residents, businesses and visitors. The report, called PlaNYC 2030, is intended to be an important guidepost for the city's future. Done right, it could become a global model and an important piece of Mr. Bloomberg's legacy.
To get there, though, the mayor will have to deal aggressively with a vexing problem, traffic congestion. If that piece of the plan falls short, the rest of Mr. Bloomberg's vision won't much matter. In just a couple of decades, New York is expected to add nearly a million more people. To have any hope of keeping people moving, the city will need to take real and substantial action to unclog its roads - including some form of congestion fee and other disincentives to driving on the busiest streets.
By MARIA SAPORTA
The Atlanta Journal-Constitution
Published on: 05/28/07
Vancouver, British Columbia - To metro Atlantans, congestion is a dirty word.
But when a delegation of 117 regional leaders recently visited this Canadian city, they were introduced to a whole new concept.
"Congestion is our friend," said Larry Beasley, former city planning director for Vancouver, who has been recognized worldwide as helping create a new urban model. "Density is good."
Metro leaders were exposed to a vastly different approach to growth and development during the 11th annual LINK trip, organized by the Atlanta Regional Commission, short for "Leadership, Innovation, Networking, Knowledge."
Vancouver's strategy of density and transit is a stark contrast to the Atlanta region's road-oriented sprawl.
In the 1970s, Vancouver residents waged a 10-year battle to keep freeways from its urban core. They successfully defeated a plan that would have run a highway through its Chinatown and run along its downtown waterfront.
Now a traffic light at the edge of city limits signals that the interstate from Tijuana to Canada has come to a stop and is now a city street.