Regional Science and Urban Economics最新文献

During a time of rising concern about climate change, the urban public transit sector has not significantly reduced its carbon footprint. Using data from the nation's transit agencies over the years 2002–2019, we document that the energy efficiency gains of United States public transit lagged the gains of European public transit and the domestic private transportation. The carbon footprint of a transportation provider depends on scale, composition, and technique effects. We use this accounting framework to explore several possible explanations for our findings. We contrast the incentive effects that a private entity versus a public transit agency faces in decarbonizing.

This study attempts to combine a labor supply model with a housing location model. We focus on the trade-off between hours of work, commute times, and leisure time as well as the trade-off between the consumption of a good, housing space, and leisure time. We show that both labor supply and urban location choice have an inverted U-shaped relationship regarding the wage rate. These results are empirically shown by using Japanese data on the hours of work and commute times by household income class and on the number of households by income class.

This paper exploits the 2010 dissolution of the personal income tax reciprocity agreement between Minnesota and Wisconsin to estimate how state tax policies affect interstate commuting. This policy shock increased tax liability for some commuters and tax compliance costs for all commuters. Using a synthetic control approach designed for panel data, we compare the interstate commuting behavior of Wisconsinites and Minnesotans to unaffected intrastate commuters who live and work in the same state, intrastate commuters who live in other large metro areas, and several multi-state metro areas in other states where income tax reciprocity remained intact. Post-dissolution, we find robust evidence that the number of interstate commuters in Wisconsin border counties falls between 3 and 5%, with stronger declines found for younger and middle-income workers.

Foreclosures have large societal costs, and in many cases are more costly to mortgage-holders than the borrower resuming payments. In 2014, the U.S. Consumer Financial Protection Bureau (CFPB) implemented regulations for mortgage servicers aimed at addressing servicer conduct that may have led to unnecessary foreclosures in the late 2000s. The rule included a new requirement to delay foreclosure until borrowers were at least 120-days delinquent in most cases, up from typically 90 days. I use a large panel of mortgage performance data to estimate the effect of the CFPB rules on foreclosures, and on the ability of delinquent borrowers to recover and become current. I find the rule reduced the incidence of foreclosure within three years, and increased the incidence of recovery. The minimum delinquency requirement seems to have been a factor. In a separate analysis using a unique dataset of detailed loan-level information from seven mortgage servicing firms, borrowers who became 90-days delinquent after the rule went into effect were six percentage points less likely to have foreclosure initiated within two months. I also find that the rule had larger effects on loans that would be more likely to receive a successful loan modification based on mortgage holder policies.

We uniquely examine an upstream mixed duopoly engaging in spatial price discrimination across a continuum of downstream markets. The monopoly firms in those markets face elastic final demand creating double marginalization. The upstream public firm faces a cost disadvantage relative to its private rival that declines as it is partially privatized. We show that the fully public firm improves social welfare relative to a private duopoly when it is not overly inefficient and when differentiation is sufficiently large. We also show that whenever this is the case, there exists an optimal degree of partial privatization that better aligns the trade-off between production costs and pricing distortions.

The US Federal Aviation Administration (FAA) has implemented a large-scale multi-year infrastructure program called the Next Generation Air Transportation System (NextGen) to improve air transportation efficiency. To assess its efficacy, we estimate how NextGen projects completed between 2014 and 2017 affected air travel time and delays using an event study approach. We find sizable time savings in air travel time and delays from implementing NextGen. The time savings are more substantial for flights that experience unexpected shocks, such as poor weather and prior delays. In contrast, while NextGen seemed to close the performance gap between the hub and non-hub carriers generated by market power, the effect was short-lived and quickly reversed. Although we also find some small social benefits from carbon emission reductions, we cannot rule out that aggregate carbon emissions may have increased due to a rebound effect.

We develop an urban search-and-matching model. There is a central city, where all firms and jobs are located, and a continuum of peripheral cities. The population endogenously splits between migrants (who relocate from their hometown to the central city), commuters (who travel every day to work in the central city) and home stayers (who remain in their hometown). We prove that the market equilibrium is usually not optimal: a composition externality may generate under- or over-migration compared to the central planner’s solution, which results in under-investment in job vacancies and therefore production. We calibrate the model to the Greater Paris area and quantify this externality. Results suggest over-migration but policy interventions can help reducing inefficiencies.

This paper employs a large scale numerical spatial general equilibrium model featuring capital-skill complementarities in production to study the distributional implications of a capital-augmenting technological shift across regions and skills groups. Similarly to the existing literature, we find a negative relationship between the labour income share and the capital labour-ratio. Our counterfactual shows that the effects are quite uneven across skills and regions, benefiting mostly high-skilled workers at the detriment of the low and the medium skilled. This is particularly so in more developed regions compared with less developed ones. We show that the effects stem from regional initial conditions, and in particular the regional capital–labour ratio, trade linkages and unemployment rates.

Over 100,000 pedestrians have been struck and killed by vehicles on US roadways in the first two decades of the 21st century, representing an alarming public health issue. We examine the US Interstate Highway System’s legacy in contributing to local pedestrian deaths using historical Interstate Highway plans as an instrument for local Interstate construction. Operating an Interstate through a census tract increased local pedestrian deaths significantly. Among 17,000 tracts bisected by Interstates, we estimate the average tract experienced 2.5 additional pedestrian deaths between 2001–2020 due to the presence of the Interstate. We find these deaths occur disproportionately in Black communities.

We examine the determinants of COVID-19 risk exposure in the context of the initial wave in New York City. In the first wave of the pandemic, out-of-home activity and household crowding were strongly associated with hospitalization at an individual level. After mass layoffs and shelter in place restrictions, out-of-home mobility decreased in importance for the risk of COVID-19 hospitalization, while the household crowding channel remained important. A larger share of individuals in crowded housing or with high measures of out-of-home mobility were Black, Hispanic, and lower-income—which contributed to disparities in disease risk. We conclude that structural socio-economic inequalities helped determine the cross-section of COVID-19 risk exposure in urban areas.