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Analysis of Traffic Congestion in Urban Space and the Second-best Pricing Policies

城市空间交通拥堵分析及次优定价政策

基本信息

批准号：
13630008
负责人：
BUN Seiichi
金额：
$ 1.86万
依托单位：
KYOTO UNIVERSITY
依托单位国家：
日本
项目类别：
Grant-in-Aid for Scientific Research (C)
财政年份：
2001
资助国家：
日本
起止时间：
2001 至 2003
项目状态：
已结题

来源：
https://kaken.nii.ac.jp/grant/KAKENHI-PROJECT-13630008/
关键词：
Urban economics Traffic congestion Transport economics Congestion toll Road pricing

项目摘要

(1)Development of the spatial model of traffic congestion:The model describes trip making behavior and state of traffic congestion at each location on the urban space. Trip cost depends on traffic congestion along the path of trip, and, traffic congestion is the result of trip making decisions of road users. The model is formulated as a system of differential equations incorporating the above factors.(2)Optimal cordon pricing in a monocentric city:In a monocentric city, all trips are destined to the CBD. We formulate and solve the problem to obtain the optimal combination of cordon location and toll level, and investigate the properties of the solution. Under the optimal cordon pricing, trips from locations inside the cordon are under-priced, those just outside the cordon are over-priced and those in the fringe of the urban area are under-priced. Numerical simulations suggest that the cordon pricing attains an economic welfare Level very close to the first-best optimum.(3)Optimal cordo … More n pricing in a non-monocentric city:We develop a spatial model of traffic congestion in a non-monocentric city, where trips occur between any pair of locations in a city. We evaluate the economic welfare for three schemes no-toll equilibrium, first best optimum, and optimal cordon pricing. Numerical simulations demonstrated that effectiveness of the cordon pricing depends on various factors including spatial structure of the city and other parameters. It is shown that welfare improvement by introducing the cordon pricing, tends to be large, when the urban spatial structure is close to monocentric; density gradient is steeper; trip demand is less elastic; road capacity is larger.(4)Empirical analysis for Osaka Metropolitan Area:We estimate parameters in trip demand function and trip cost function using the data for Osaka metropolitan area. We apply the network simulation model to Osaka Metropolitan Area, which is divided into 36 zones, and has the road network with 241 nodes and 634 link. It is shown that pricing at the single cordon improves the level of social surplus by 21%, and three layers cordon improves by 25%. Less

（1）交通拥挤空间模型的开发：该模型描述了城市空间上每个位置的出行行为和交通拥挤状态。出行成本取决于出行路径上沿着的交通拥挤程度，而交通拥挤是道路使用者出行决策的结果。该模型被制定为一个系统的微分方程，将上述因素。（2）单中心城市的最优警戒线定价：在单中心城市中，所有行程都以CBD为目的地。我们制定和解决的问题，以获得最佳组合的警戒线的位置和收费水平，并调查的解决方案的性质。在最优的封锁线定价下，从封锁线内的地点出发的行程价格偏低，在封锁线外的行程价格偏高，而在市区边缘的行程价格偏低。数值模拟表明，警戒线定价达到的经济福利水平非常接近第一最佳。（3）最优cordo ...更多信息非单中心城市的定价：我们开发了一个非单中心城市交通拥堵的空间模型，其中行程发生在城市中的任何一对位置之间。我们评估了三种方案的经济福利：不收费均衡，第一最佳最优，最优警戒线定价。数值模拟表明，封锁线定价的有效性取决于各种因素，包括城市的空间结构和其他参数。结果表明，当城市空间结构接近单中心、密度梯度较大、出行需求弹性较小、道路容量较大时，引入警戒线定价对福利的改善作用较大。（4）大坂都市圈的实证分析：利用大坂都市圈的数据，估计了出行需求函数和出行成本函数的参数。将该网络仿真模型应用于大坂都市圈，该都市圈分为36个区域，拥有241个节点和634个路段的道路网络。研究表明，单层警戒线定价使社会剩余水平提高了21%，三层警戒线定价使社会剩余水平提高了25%。少