Braess and others have shown that creating a new link in a congested network, or adding capacity to an existing link, can raise total travel costs if drivers switch routes. We show that a paradox can also result when routes are fixed but users choose when to travel. As is true of the Braess...

This paper investigates first-best downtown transportation systems in the medium run for a broad range of demand densities. A downtown transportation system is assumed to include a subway system that operates on its own network and a congestible street system that accommodates both buses and...

Consider a traffic corridor that connects a continuum of residential locations to a point central business district, and that is subject to flow congestion. The population density function along the corridor is exogenous, and except for location vehicles are identical. All vehicles travel along...

There are constraints on pricing congestible facilities. First, if heterogeneous users are observationally indistinguishable, then congestion charges must be anonymous. Second, the time variation of congestion charges may be constrained. Do these constraints undermine the feasibility of marginal...

Consider an urban economy with two types of externalities, negative traffic congestion externalities and positive agglomeration externalities deriving from non-market interaction. Suppose that urban travel can be tolled, that non-market interaction cannot be subsidized, and that non-market...

For presentation at CESifo Venice Summer Institute 2001, Workshop on Environmental Economics and the Economics of Congestion: Coping with Externalities, Venice International University, San Servolo, July 18-19,2001.

Braess and others have shown that creating a new link in a congested network, or adding capacity to an existing link, can raise total travel costs if drivers switch routes. We show that a paradox can also result when routes are fixed but users choose when to travel. As is true of the Braess...