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Browsing by Author "Anderson, David"

Now showing 1 - 8 of 8
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    Congestion Costs and Congestion Pricing for the Twin Cities
    (Minnesota Department of Transportation, 1996-08) Anderson, David; Mohring, Herbert
    This report offers an economic analysis of the impact of road pricing. Optimal pricing of congested roads would produce substantial revenues and efficiency gains. However, the direct effect of road pricing would be to make most drivers worse off, particularly those with low incomes. In the Twin Cities, pricing all congested roads optimally would generate $1.50-$1.75 in revenues for each dollar of additional costs to travelers. The revenues offer a source of potential funding to compensate those who lose while leaving appreciable toll revenues for highway improvements and other public purposes. The authors believe that unless such toll-revenue redistribution occurs, opposition to road pricing will be substantial. Researchers calculated network equilibria for a variety of congestion-pricing and analyzed these potential income-distributional effects. They allowed the demand for travel to be price-sensitive and for drivers to differ in the valuations they place on time. Pricing all congested roads optimally would increase total travel costs by 18-42 percent, depending on the elasticity of demand for travel. With unit-elastic demand, pricing would increase travel costs by 31 percent and 5 percent for, respectively, the lowest and highest income groups examined.
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    Congestion pricing for the Twin Cities metropolitan area
    (1994-01) Mohring, Herbert; Anderson, David
    "Congestion pricing" is the "something" that many economists favor to solve the urban traffic problem. The conceptual underpinnings of this solution are straightforward: Automobile operators not only experience road congestion, they also contribute to it. The "marginal costs" of their trips - the value of the resources that would be saved if these trips were not made - include not just the time and vehicle-operating costs they experience directly but also the costs they cause by contributing to the congestion that slows each other down - a cost that few consider in deciding when, where, and by what mode to travel. Maximizing the value of what society's resources produce in a market economy requires commodity prices to equal their marginal costs. The portion of the marginal cost of a road trip reflecting the cost it imposes on other travelers can be very large.
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    Congestion Pricing for the Twin Cities Metropolitan Area.
    (1994) Mohring, Herbert; Anderson, David
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    Development of an Enhanced Marketing Plan for The Aurora Center: Final Report
    (University of Minnesota, 2012) Anderson, David; Aro, Matthew; Foster, Sara; Mason, Anne; Nelson, Heather
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    The Distribution of Transportation Costs in the Twin Cities Region
    (2003-02-03) Anderson, David; McCullough, Gerard
    The purpose of this report is to determine who bears the costs of transportation in the Twin Cities Region for 1998 and 2020. In a previous report, The Full Cost of Transportation in the Twin Cities Region, we determined the total social costs of transportation in the region. In this study we determine who bears the governmental, internal and external costs of transportation (i.e., who pays for or experiences these costs). We also determine who imposes or causes the marginal external costs of transportation. Most of the costs are caused and borne by residents of the region, but some are caused or borne by people who live outside the region. We analyze cost incidence for 78 sub-regions and for nine income/vehicle ownership groups. This report contains three appendices. The first appendix describes other studies of cost incidence. The second appendix defines the regions that we examine. The third appendix examines the efficiency and equity of a hypothetical improvement in express bus service. The purpose of the third appendix is to demonstrate ways that information on transportation costs can be used to help evaluate policy alternatives. It is not intended to reflect on the desirability of any actual projects.
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    The Full Cost of Transportation in the Twin Cities Region
    (2000-08-01) Anderson, David; McCullough, Gerard
    The goal of this work is to calculate the full costs of transportation for autos, trucks, and buses in the Twin Cities region for the years 1998 and 2020. Our midrange estimate is that the costs were $27 billion in 1998, and the costs will grow to $42 billion in 2020 ($9,000 and $11,200 in per capita terms, respectively). These estimates include monetary and nonmonetary costs to individuals, firms, and units of government. Costs are divided into three main categories: governmental costs, internal costs, and external costs. Our midrange estimates were that 84 percent of full costs were internal, 9 percent were governmental, and 7 percent were external. Road construction and maintenance accounted for approximately 70 percent of governmental costs. Most time costs were nonmonetary and internal. The costs of travel time accounted for 40 percent of all costs and the costs of owning and operating vehicles also accounted for 40 percent. Approximately 98 percent of external costs were due to congestion, crashes, air pollution, and petroleum consumption. We project that most types of costs will increase at approximately the same rate as regional economic output between 1998 and 2020.
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    On The Value of Minnesota's Road Network
    (2001-01-01) Anderson, David; McCullough, Gerard; West, James
    Highway capital is a major component of public capital, both in terms of impact on productivity and magnitude of expenditures. The role of highway capital seems especially important in Minnesota, because the per capita investment in streets and highways is significantly higher than the national average. Compared to the national average, per capita spending on construction and maintenance was 58% higher in Minnesota from 1992 to 1996. This study focuses on the benefits of highway capital, especially through its effects on the productivity of Minnesota firms but also on through the benefits Minnesota consumers receive because of increased accessibility. Traditional methods of assessing the significance of investments in roads examine the costs or the use of roads, and not the benefits derived from them. Measures of costs include the size of construction and maintenance expenditure or the cost of replacing roads. Measures of use include vehicle-miles traveled or ton-miles of freight hauled. Quantifying the economic benefits derived from roads is more difficult because benefits must be inferred from macroeconomic effects or choices made by individual firms.
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    Ramsey County: Building a 21st Century Continuum of Services for At-Risk Youth
    (Hubert H. Humphrey School of Public Affairs, 2014-08-04) Anderson, David; Matlock, Jason; Mosser, Katrina; Singhathip, Mailee