Economists have been paying increasing attention to the study of situations in which csumers face a discrete rather than a continous set of choices.Such models are potentially very important in evaluating the impact of government programs upon consi.mterwelfare.But very little has been said in general regarding the tools of applied welfare economics in discrete choice situations.This paper shows how the conventional methods of applied welfare economics can be modified to handle such cases.It focuses on the cornputation of the excess burden of taxation, and the evaluation of gua].itychange.The results are applied to stochastic utility models, including the popular cases of prohit and logit analysis.Throughout, the ernp)-asis is on providing rigorous guidelines for carrying out applied work.

Optimal tolls, capacities, and service levels for highways can be determined jointly by way of an integrated peak-load pricing model. In this paper, such a model is developed and estimated with data for roads in the San Francisco Bay Area. The results suggest optimal peak user tolls of 2-7 cents per automobile mile on rural highways, 2-9 cents on suburban highways, and 6-35 cents on central city highways. Although our results are to some degree dependent on the interest rate, time value, and peak demand configuration assumed, one basic conclusion holds up under all alternative assumptions: current user charges are well below optimal peak tolls. However, our results also suggest considerably higher rush-hour speeds than currently prevail on Bay Area roads, and the lower travel time costs suggested by our analysis (relative to the current situation) should to some degree offset the corresponding higher user charges.

Optimal tolls, capacities, and service levels for highways can be determined jointly by way of an integrated peak-load pricing model. In this paper, such a model is developed and estimated with data for roads in the San Francisco Bay Area. The results suggest optimal peak user tolls of 2-7 cents per automobile mile on rural highways, 2-9 cents on suburban highways, and 6-35 cents on central city highways. Although our results are to some degree dependent on the interest rate, time value, and peak demand configuration assumed, one basic conclusion holds up under all alternative assumptions: current user charges are well below optimal peak tolls. However, our results also suggest considerably higher rush-hour speeds than currently prevail on Bay Area roads, and the lower travel time costs suggested by our analysis (relative to the current situation) should to some degree offset the corresponding higher user charges.

This paper derives empirically tractable formulas for the welfare effects of fare adjustments in passenger peak and off-peak rail and bus transit, and for optimal pricing of those services. The formulas account for congestion, pollution, accident externalities, scale economies, and agency adjustment of transit service offerings. We apply them using parameter values for Washington (DC), Los Angeles, and London. The results support the efficiency of the large current fare subsidies; even starting with fares at 50 percent of operating costs, incremental fare reductions are welfare improving in almost all cases. These findings are robust to alternative assumptions and parameters. (JEL L92, R41, R42, R48)

This paper develops an analytical framework for assessing the second-best optimal level of gasoline taxation taking into account unpriced pollution, congestion, and accident externalities, and interactions with the broader fiscal system. We provide calculations of the optimal taxes for the US and the UK under a wide variety of parameter scenarios. Under our central parameter values, and with the gasoline tax substituting for a distorting tax on labor income, the second-best optimal gasoline tax is $0.95/gal for the US and $1.29/gal for the UK. These values are moderately sensitive to alternative plausible parameter assumptions. The congestion externality is the largest component in both nations, and the higher optimal tax for the UK is due almost entirely to a higher assumed value for marginal congestion cost. Revenue-raising needs, incorporated in a “Ramsey" component, also play a significant role, as do accident externalities and local air pollution. However, we also find that a shift in taxation off gasoline and onto vehicle miles can produce much larger welfare gains than those from implementing second-best optimal gasoline taxes.

We apply recent econometric advances to study the distribution of commuters' preferences for speedy and reliable highway travel. Our analysis applies mixed logit to combined revealed and stated preference data on commuter choices of whether to pay a toll for congestion-free express travel. We find that motorists exhibit high values of travel time and reliability, and substantial heterogeneity in those values. We suggest that road pricing policies designed to cater to such varying preferences can improve efficiency and reduce the disparity of welfare impacts compared with recent pricing experiments.