The drawbacks and opportunities of carbon charges in metropolitan areas — A spatial general equilibrium approach

Tscharaktschiew, Stefan; Hirte, Georg

doi:10.1016/j.ecolecon.2010.09.005

Cited by 40 publications

(17 citation statements)

References 32 publications

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“…the net wage ð1 À s L Þw, if the marginal utility of travel time, @u=@T ð Þ , is negative. 41 For example, levying a combination of congestion tolls and emission charges (Tscharaktschiew and Hirte, 2010) or imposing fuel taxes accompanied by subsidizing public transport (Parry and Small, 2009) Appendix B. Derivation of the marginal welfare effect…”

Section: Appendix a Household Optimizationmentioning

confidence: 99%

How much should gasoline be taxed when electric vehicles conquer the market? An analysis of the mismatch between efficient and existing gasoline taxes under emerging electric mobility

Tscharaktschiew

2015

Transportation Research Part D: Transport and Environment

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Section: Appendix a Household Optimizationmentioning

confidence: 99%

How much should gasoline be taxed when electric vehicles conquer the market? An analysis of the mismatch between efficient and existing gasoline taxes under emerging electric mobility

Tscharaktschiew

2015

Transportation Research Part D: Transport and Environment

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“…This is the reason why we do not present the calibration and the characteristics of the benchmark city in the following. The reader is referred to Tscharaktschiew and Hirte (2010a). 9 Consequently, this treatment allows to account for the fact commuters whose residential and employment locations are close to each other could actually not directly bene…t from higher deductions up to a certain level because aggregate deductible commuting and (non-commuting) expenses do not exceed the general employee tax allowance.…”

Section: The Spatial Simulation Modelmentioning

confidence: 99%

“…The spatial urban general equilibrium model we use is an extension of the model described in Tscharaktschiew and Hirte (2010a). Here we add an endogenous city fringe to the model required to look at tax deduction induced impacts on urban sprawl.…”

Section: The Spatial Simulation Modelmentioning

confidence: 99%

Income Tax Deduction of Commuting Expenses and Tax Funding in an Urban CGE Study: The Case of German Cities

Hirte

Tscharaktschiew

2011

SSRN Journal

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Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. Terms of use: Documents in AbstractGermany like many other European countries subsidize commuting by granting the right to deduct commuting expenses from the income tax base. This regulation has often been changed and has regularly been under debate during the last decades. The pros (e.g. causing e¢ ciency gains with respect to the spatial allocation of labor) and cons (e.g. causing urban sprawl) are well documented. Nonetheless, there is need for further research. For reasons of tractability the few models applied in the tax deduction related literature are based on restrictive assumptions particularly concerning the design of the income taxation scheme and the structure of households (neglecting household heterogeneity) and, most importantly, they do not integrate labor supply and location decision problems simultaneously. Here, for the …rst time, those and more features are taken into account in a full spatial general equilibrium simulation approach calibrated to an average German city. This model is applied to calculate the impacts of tax deductions on an urban economy thereby considering di¤erent funding schemes. Our results suggest that the tax deduction level currently chosen is below the optimal level in the case of income tax funding. If a change in the tax base occurs, e.g. toward consumption tax or energy tax funding, the optimal size of the subsidy should be even higher. Furthermore, the di¤erent policy packages cause a very di¤erentiated pattern regarding welfare distribution, environmental (CO 2 emissions) and congestion e¤ects. We also …nd surprisingly small e¤ects on urban sprawl characterized by suburbanization of residences and jobs and increasing commuting distances.JEL classi…cation: C68; R12; R13; R14; R20; R51

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“…These contributions include: Anas and Kim (1996); Anas and Xu (1999); Anas and Liu (2007); Tscharaktschiew and Hirte (2010); Anas and Hiramatsu (2012); Hirte and Tscharaktchiew, (2013); Dröes and Rietveld (2015).…”

Section: Expanded Numerical Modelmentioning

confidence: 99%

Congestion Pricing in Urban Polycentric Networks with Distorted Labor Markets: A Spatial General Equilibrium Model for the Area Randstad

Tikoudis

2015

SSRN Journal

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This paper examines the properties of taxes applied in the road links of a polycentric network and their interaction with a spatially-invariant tax on labor income. With the use of a theoretical model, the total welfare change from a revenue-neutral swap between the tax in an arbitrary road link and the distortionary labor tax is decomposed into three distinct effects. These are shown to be the network counterparts of the tax-interaction, revenue-recycling and Pigouvian effects of traditional double-dividend theory. Subsequently, these effects are approximated in a numerical version of the model, used to simulate various tax schemes imposed during the peak commuting hours. With the elasticities of labor supply and transport at plausible values, the results suggest that a cut in the distortionary tax, financed by the road tax revenue, is an essential policy element, independent of the applied tax scheme. In the context of a revenue-neutral tax swap, marginal external cost pricing and the flat kilometer tax are shown to be particularly efficient at low rates of the distortionary tax. At high rates, however, a system of cordon tolls around the major employment nodes of the network is shown to be more effective. With the transportation cross-elasticities at the lower bound, the results show that marginal external cost pricing may be welfare-reducing even when its revenue is recycled in a tax cut manner. At the same time, other archetype externality pricing schemes produce gains only in very low levels of the distortionary tax.

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The drawbacks and opportunities of carbon charges in metropolitan areas — A spatial general equilibrium approach

Cited by 40 publications

References 32 publications

How much should gasoline be taxed when electric vehicles conquer the market? An analysis of the mismatch between efficient and existing gasoline taxes under emerging electric mobility

How much should gasoline be taxed when electric vehicles conquer the market? An analysis of the mismatch between efficient and existing gasoline taxes under emerging electric mobility

Income Tax Deduction of Commuting Expenses and Tax Funding in an Urban CGE Study: The Case of German Cities

Congestion Pricing in Urban Polycentric Networks with Distorted Labor Markets: A Spatial General Equilibrium Model for the Area Randstad

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