The economic efficiency of lane differentiation policies
In congested cities throughout the world, governments are looking for ways to make better use of existing infrastructure and to limit the impacts of congestion on freight and public transport. The most common example is high-occupancy vehicle (HOV) lanes whereby a lane is reserved for vehicles with either two or more, or three or more occupants. Lane differentiation can be achieved either by regulation, decreeing which classes of road users have the right to travel in which lanes, or through pricing, charging different tolls for different lanes. The HOT-lane concept employs both methods. The present paper is concerned almost entirely with the objective of economic efficiency. The value to society of the impacts of lane differentiation is measured by summing the economic benefits and costs regardless of to whom they accrue. The paper also examines the distributional implications for different policies for traffic with different values of time. (a) For the covering entry of this conference, please see ITRD abstract no. E213716.
High-occupancy/toll lanes: where should they be implemented?
Since the first high-occupancy toll (HOT) lane was implemented in Orange County, California in 1995 there has been an increasing interest in such lanes as a means to reduce congestion, increase utilization of underutilized high-occupancy vehicle (HOV) lanes, and generate revenue. In order to determine where such lanes are appropriate, a model is constructed to estimate how adding an HOV lane, an HOT lane or a mixed flow lane to an existing freeway affects delay in various circumstances. Except when the initial delay is very high, adding a mixed flow lane is more effective in reducing delay than adding either an HOV or HOT lane, and it costs less. If both the initial delay and the initial proportion of HOVs are very high, then adding an HOV lane is more effective in reducing delay than adding either a mixed flow or HOT lane. But if the initial delay is high and the initial proportion of HOVs is not high an HOT lane is the most effective in reducing delay. Adding an HOT lane should also be considered if substantial growth in traffic is expected, because HOT lanes perform relatively well in terms of reducing delay across all levels of initial delay and HOV usage. However, because HOT lanes are considerably more costly to construct and operate than mixed flow or HOV lanes, the revenue generating potential must also be assessed, and the savings in delay must be sufficient to justify the additional cost. The revenue generating capacity of HOT lanes is low when the initial delay is low, and in such cases alternate methods of utilizing the HOT lane initially might be desirable.
An assessment of the Impact of Devolution on Women Empowerment in Nakuru County
-Women have been grossly marginalized in organs of decision-making and governance structures. The Constitution of Kenya has sought to bridge this gap by providing both women and men the right to equal treatment, including the right to equal opportunities in political, economic, cultural and social spheres. However, gender equality has not been achieved and women are still lagging in terms of decision making processes. The main objective of the study was to detemine the impact of devolution on women empowerment in Nakuru County. The study found that substantive women representation, development of programs and accessibility of services had a positive effect on the women empowerment in Nakuru County. The study also found out that increased accessibility of Services by women influenced women empowerment, this study also concludes that the introduction of development programs had the greatest impact on women empowerment in Nakuru County. The study recommends that more programs targeting women should be introduced as these have the greatest impact on women empowerment. The findings may be used to make conclusions and recommendations.