Myung-Jin Jun

The Commuting Paradox Evidence from the Top Twenty

Abstract A comparison of auto commuting trip durations from the 1985 American Housing Survey to data from the 1980 census for the twenty largest metropolitan areas suggests that during the study period average trip times either fell by a statistically significant amount or remained the same. A paradox may exist in the widespread reports of congestion in spite of stable average trip durations. Perhaps average commute times are contained by the location adjustments that households and businesses make. Perhaps there is no paradox. Location adjustments would not be made were it not for the perception of congestion.

The Effects of Portland's Urban Growth Boundary on Urban Development Patterns and Commuting

This research investigates the effects of Portlands urban growth boundary (UGB) on urban development patterns and mobility. Three different methods are adopted for evaluating Portlands UGB: intermetropolitan comparisons; comparisons inside and outside the UGB; and, statistical analyses utilising regression models. Intermetropolitan comparisons do not support the conclusion that Portlands UGB has been effective in slowing down suburbanisation, enhancing infill development and reducing auto use. A significant level of spillover from the counties in Oregon to Clark County of Washington took place during the 1990s, indicating that the UGB diverted population growth into Clark County. Results from the statistical analyses also support the above findings. The UGB dummy variable was not significant during the 1980s and 1990s, indicating that the UGB had little impact on the location of new housing construction during the 1980s and 1990s. Unlike the UGB, the Clark County dummy variable is significant for both models, supporting the spillover effects of the UGB.

The impact of Seoul's subway Line 5 on residential property values

This research investigates the impact of the construction of a new subway line (Line 5) in Seoul on nearby residential property values. A hedonic pricing model shows that distance from a Line 5 subway station had a statistically significant effect on residential prices only prior to the lines opening. This is consistent with the anticipatory effect observed in other studies. Moreover, accessibility to transit had, in general, less of an impact on house prices than other variables such as the size of the unit, the quality of the school district, proximity to the high-status Kangnam subcenter, and possibly accessibility to recreational resources.

Commuting costs of “leap-frog” newtown development in Seoul

Abstract The study aims to estimate commuting costs of the “leap-frog” new town development in the Seoul Metropolitan Area. In order to measure the commuting costs of the “leap-frog” new town development, we assume a contiguous new town construction to Seoul, allowing new town development within Seouls Greenbelt. Total VMT savings from the contiguous new town development to Seoul are 744 million km/year. Average commuting distance would be shortened by 1.5% for every worker of the SMA if 196 thousand workers (2.7% of total jobs) and 420 thousand residents (5.7% of total commuters) in new towns have been relocated into hypothetical new towns. Total commuting costs associated with the leapfrog new town development are

PRIDE and Prejudice: The Economic Impacts of Growth Controls in Pasadena

42.45 million per year for out-of-pocket costs (

The Effects of Portland's Urban Growth Boundary on Housing Prices

5.82 per commuter), or

Estimating the Commuting Costs of Seoul’s Greenbelt

255 million per year (

AN INTEGRATED METROPOLITAN MODEL INCORPORATING DEMOGRAPHIC-ECONOMIC, LAND-USE AND TRANSPORT MODELS

34.88 per commuter) including value of travel time. The biggest benefit goes to the workers who live or work in the new towns with the “contiguous new town development” scenario. The average work trip distances of residents and workers of new towns would have substantially decreased by 27% and 17%, if the five new towns had been developed contiguously to Seoul. VKT savings for the residents and workers of the new towns are 1141 million km/year and 256 million km/year, respectively. New town residents would gain commuting cost savings of

Forecasting urban land-use demand using a metropolitan input - output model

155/year excluding the value of travel time and of

The Economic Costs and Transport Benefits of Seoul’s Industrial Land Use Controls

927/year including the value of travel time by the relocation of new towns towards Seoul.