We provide an estimate of the effect of refugees' length of waiting time in the Danish asylum system on their subsequent employment using administrative data. In contrast to previous studies, we take ...into account that refugees' labor market integration is delayed since their labor market access is restricted during the asylum-seeking phase. We find that an additional year of waiting time decreases subsequent employment by 3.2 percentage points on average. This effect is mostly driven by the delay in the labor market engagement among refugees. Waiting time may have an effect on subsequent employment that is additional to the delay effect, and this could be either positive or negative depending on the nature of the conditions under which asylum seekers live while waiting for their cases to be processed. We find that this additional effect is positive and statistically significant until observable individual characteristics are included, at which point it becomes small in magnitude and no longer significant.
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DOBA, IZUM, KILJ, NUK, PILJ, PNG, SAZU, SIK, UILJ, UKNU, UL, UM, UPUK
We consider commuting in a congested urban area. While an efficient time-varying toll may eliminate queuing, a toll may not be politically feasible. We study the benefit of a substitute: a parking ...fee at the workplace. An optimal time-varying parking fee is charged at zero rate when there is queuing and eliminates queuing when the rate is non-zero. Within certain limits, inability to charge some drivers for parking does not reduce the potential welfare gain. Drivers who cannot be charged travel when there is queuing. In some cases, interaction between morning and evening commutes can be exploited to remove queuing completely.
•A parking fee at the workplace can reduce traffic congestion through trip retiming.•An optimal parking fee rate is zero at times when there is queuing.•The optimal parking fee rate eliminates queuing at times when it is non-zero.•The efficiency gain may be realized in the presence of private parking.•Parking fees during morning and evening commutes can combine to remove congestion.
The distribution of the value of travel time savings (VTTS) is investigated employing various nonparametric techniques to a large dataset originating from a stated choice experiment. The data contain ...choices between a fast and more expensive alternative and a slow and less expensive alternative. Increasing the implicit price of time leads to an increased share of respondents who decline to pay to save time. But a significant proportion of respondents, 13%, remain willing to pay to save time at the highest price of time in the design. This means that the right tail of the VTTS distribution is not observed and hence the mean VTTS cannot be evaluated without additional assumptions. When socio-economic and situational variables are introduced into a semiparametric model it becomes possible to accept that the whole VTTS distribution is observed.
Sixteen candidates for parametric VTTS distributions are investigated. Some distributions are simply not able to fit to the empirical distribution while others have very long tails. The mean VTTS is shown to be extremely dependent on the choice of parametric distribution. Requiring that the parametric distribution should be accepted against the nonparametric alternative narrows the field down to five candidates. One of the distributions tested here has also support within the observed range such that the estimated VTTS is bounded by the data.
DISCRETE CHOICE AND RATIONAL INATTENTION Fosgerau, Mogens; Melo, Emerson; de Palma, André ...
International economic review (Philadelphia),
November 2020, Letnik:
61, Številka:
4
Journal Article
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This article establishes a general equivalence between discrete choice and rational inattention models. Matějka and McKay (2015) showed that when information costs are modeled using the Shannon ...entropy, the choice probabilities in the rational inattention (RI) model take the multinomial logit form. We show that, for one given prior over states, RI choice probabilities may take the form of any additive random utility discrete choice model (ARUM) when the information cost is a Bregman information, a class defined in this article. The prior information of the rationally inattentive agent is summarized in a constant vector of utilities in the corresponding ARUM.
Using a range of nonparametric methods, the paper examines the specification of a model to evaluate the willingness-to-pay (WTP) for travel time changes from binomial choice data from a simple ...time–cost trading experiment. The analysis favours a model with random WTP as the only source of randomness over a model with fixed WTP which is linear in time and cost and has an additive random error term. Results further indicate that the distribution of log
WTP can be described as a sum of a linear index fixing the location of the log
WTP distribution and an independent random variable representing unobserved heterogeneity. This formulation is useful for parametric modelling. The index indicates that the WTP varies systematically with income and other individual characteristics. The WTP varies also with the time difference presented in the experiment which is in contradiction of standard utility theory.
We consider the timing of activities through a dynamic model of commuting with congestion, in which workers care solely about leisure and consumption. Implicit preferences for the timing of the ...commute form endogenously due to temporal agglomeration economies. Equilibrium exists uniquely and is indistinguishable from that of a generalized version of the classical Vickrey bottleneck model, based on exogenous trip-timing preferences, but optimal policies differ: the Vickrey model will misstate the benefits of a capacity increase, it will underpredict the benefits of congestion pricing, and pricing may make people better off even without considering the use of revenues.
► We analyze two identical SP experiments on value of travel time (VTT) 13
years apart. ► The cross-sectional and inter-temporal income elasticity of the VTT is found equal. ► It is thus sufficient ...to use income elasticities from cross-sections in forecasts. ► The income elasticity of the VTT is not uniform but increases with income. ► The average income elasticity of the VTT seems to increase over time.
Transport infrastructure is long-term and in appraisal it is necessary to value travel time savings for future years. This requires knowing how the value of time (VTT) will develop over time as incomes grow. This paper investigates if the cross-sectional income elasticity of the VTT is equal to inter-temporal income elasticity. The study is based on two identical stated choice experiments conducted with a 13
year interval. Results indicate that the relationship between income and the VTT in the cross-section has remained unchanged over time. As a consequence, the inter-temporal income elasticity of the VTT can be predicted based on cross-sectional income elasticity. However, the income elasticity of the VTT is not a constant but increases with income. For this reason, the average income elasticity of the VTT in the cross-sections has increased between the two survey years and can be expected to increase further over time.
► Detailed investigation of travel time distribution for valuing travel time variability with a theoretical model. ► The standardized travel time is roughly independent of the time of day. ► Travel ...time distribution of consecutive links might also be a stable distribution. ► Route travel time distribution can be derived from the link level distributions.
This paper provides a detailed empirical investigation of the distribution of travel times on an urban road for valuation of travel time variability. Our investigation is premised on the use of a theoretical model with a number of desirable properties. The definition of the value of travel time variability depends on certain properties of the distribution of random travel times that require empirical verification. Applying a range of nonparametric statistical techniques to data giving minute-by-minute travel times for a congested urban road over a period of five months, we show that the standardized travel time is roughly independent of the time of day as required by the theory. Except for the extreme right tail, a stable distribution seems to fit the data well. The travel time distributions on consecutive links seem to share a common stability parameter such that the travel time distribution for a sequence of links is also a stable distribution. The parameters of the travel time distribution for a sequence of links can then be derived analytically from the link level distributions.
The choice of a specific distribution for random parameters of discrete choice models is a critical issue in transportation analysis. Indeed, various pieces of research have demonstrated that an ...inappropriate choice of the distribution may lead to serious bias in model forecast and in the estimated means of random parameters. In this paper, we propose a practical test, based on seminonparametric techniques. The test is analyzed both on synthetic and real data, and is shown to be simple and powerful.
Congestion in the bathtub Fosgerau, Mogens
Economics of transportation (England),
12/2015, Letnik:
4, Številka:
4
Journal Article
Recenzirano
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This paper presents a model of urban traffic congestion that allows for hypercongestion. Hypercongestion has fundamental importance for the costs of congestion and the effect of policies such as road ...pricing, transit provision and traffic management, treated in the paper. In the simplest version of the model, the unregulated Nash equilibrium is also the social optimum among a wide range of potential outcomes and any reasonable road pricing scheme will be welfare decreasing. Large welfare gains can be achieved through road pricing when there is hypercongestion and travelers are heterogeneous.
•A dynamic model of urban congestion in the style of Vickrey (1969).•Based on macroscopic fundamental diagram.•Allows for hypercongestion.•Allows transit mode, elastic demand, and various sorts of heterogeneity.
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