Question A:
Capping the number of ride-sharing drivers as is being discussed in New York City, Chicago and London will make the average resident in that city worse off.
Responses
Responses weighted by each expert's confidence
Question B:
To achieve a given level of congestion, it would be better to use taxes for driving that vary based on the level of congestion, rather than limiting the number of ride-sharing vehicles.
Responses
Responses weighted by each expert's confidence
Question A Participant Responses
Responses
Responses weighted by each expert's confidence
| Participant | University | Vote | Confidence | Bio/Vote History |
|---|---|---|---|---|
 Franklin Allen |
Imperial College London | Bio/Vote History | ||
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Complicated issue with many factors involved including price, convenience, availability, safety, and so forth,
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 Pol Antras |
Harvard | Bio/Vote History | ||
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 Timothy J. Besley |
LSE | Did Not Answer | Bio/Vote History | |
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 Olivier Blanchard |
Peterson Institute | Bio/Vote History | ||
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This seems like a standard demand supply ec10 exercise, with no unusual features
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 Nicholas Bloom |
Stanford | Bio/Vote History | ||
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 Richard William Blundell |
University College London | Bio/Vote History | ||
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 Agnès Bénassy-Quéré |
Paris School of Economics | Bio/Vote History | ||
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 Elena Carletti |
Bocconi | Bio/Vote History | ||
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 Jean-Pierre Danthine |
Paris School of Economics | Bio/Vote History | ||
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At the expense however of all incumbents taxi drivers for whom compensatory measures of a transitory nature could be justified.
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 Paul De Grauwe |
LSE | Did Not Answer | Bio/Vote History | |
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 Jan Eeckhout |
UPF Barcelona | Bio/Vote History | ||
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 Ernst Fehr |
Universität Zurich | Bio/Vote History | ||
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Reduction in service supply will hurt the consumer because of higher prices and perhaps longer waiting times until service delivery
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 Xavier Freixas |
Barcelona GSE | Did Not Answer | Bio/Vote History | |
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 Nicola Fuchs-Schündeln |
Goethe-Universität Frankfurt | Bio/Vote History | ||
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 Jordi Galí |
Barcelona GSE | Bio/Vote History | ||
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 Luis Garicano |
LSE | Did Not Answer | Bio/Vote History | |
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 Francesco Giavazzi |
Bocconi | Bio/Vote History | ||
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 Rachel Griffith |
University of Manchester | Bio/Vote History | ||
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 Veronica Guerrieri |
Chicago Booth | Bio/Vote History | ||
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 Luigi Guiso |
Einaudi Institute for Economics and Finance | Did Not Answer | Bio/Vote History | |
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 Patrick Honohan |
Trinity College Dublin | Bio/Vote History | ||
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Depends a lot on how tight. Incumbent lobbying could make it too tight. There are better measures for reducing traffic congestion.
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 Beata Javorcik |
University of Oxford | Bio/Vote History | ||
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 Henrik Kleven |
Princeton | Did Not Answer | Bio/Vote History | |
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 Jan Pieter Krahnen |
Goethe University Frankfurt | Bio/Vote History | ||
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Too many side and cross effects to consider in order to arrive at a "safe" welfare conclusion.
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 Per Krusell |
Stockholm University | Bio/Vote History | ||
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I am not an expert on this!
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 Botond Kőszegi |
Central European University | Did Not Answer | Bio/Vote History | |
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 Eliana La Ferrara |
Harvard Kennedy | Did Not Answer | Bio/Vote History | |
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 Christian Leuz |
Chicago Booth | Bio/Vote History | ||
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Consumers benefit from lower prices due to ride sharing competition, but drivers' income and congestion are offsetting considerations
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 Thierry Mayer |
Sciences-Po | Bio/Vote History | ||
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 Costas Meghir |
Yale | Bio/Vote History | ||
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 Peter Neary |
Oxford | Bio/Vote History | ||
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Restricting quantity will raise prices and lower average welfare. Effects on congestion unlikely to be significant
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 Kevin O'Rourke |
Oxford | Bio/Vote History | ||
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 Marco Pagano |
Università di Napoli Federico II | Bio/Vote History | ||
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 Lubos Pastor |
Chicago Booth | Bio/Vote History | ||
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 Torsten Persson |
Stockholm University | Bio/Vote History | ||
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 Christopher Pissarides |
London School of Economics and Political Science | Did Not Answer | Bio/Vote History | |
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 Richard Portes |
London Business School | Did Not Answer | Bio/Vote History | |
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 Canice Prendergast |
Chicago Booth | Bio/Vote History | ||
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 Lucrezia Reichlin |
London Business School | Bio/Vote History | ||
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 Rafael Repullo |
CEMFI | Bio/Vote History | ||
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 Hélène Rey |
London Business School | Did Not Answer | Bio/Vote History | |
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 Antoinette Schoar |
MIT | Bio/Vote History | ||
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taxes are better than quotas. Caveat: if congestion affects all, but rides are used by fully priceinelastic people,taxes don't solve problem
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 Daniel Sturm |
London School of Economics | Bio/Vote History | ||
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Ride-sharing improves residents transport options, with better transport being key for successful urban areas.
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 John Van Reenen |
LSE | Bio/Vote History | ||
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 John Vickers |
Oxford | Bio/Vote History | ||
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 Hans-Joachim Voth |
University of Zurich | Bio/Vote History | ||
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In principle, regulatory arbitrage is not ideal; but taxi regulation is so hopeless in most cities that Uber et can only make things better
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 Beatrice Weder di Mauro |
The Graduate Institute, Geneva | Did Not Answer | Bio/Vote History | |
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 Karl Whelan |
University College Dublin | Bio/Vote History | ||
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Arbitrary caps on numbers employed in specific industries are unlikely to ever deliver good outcomes.
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 Charles Wyplosz |
The Graduate Institute Geneva | Bio/Vote History | ||
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Some (those who don't use ride-sharing will benefit, others will lose.
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 Fabrizio Zilibotti |
Yale University | Did Not Answer | Bio/Vote History | |
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Question B Participant Responses
| Participant | University | Vote | Confidence | Bio/Vote History |
|---|---|---|---|---|
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Franklin Allen |
Imperial College London | Bio/Vote History | ||
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Taxing road use is is good way of dealing with congestion. Main downside is income distribution so could use revenues for public transport.
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Pol Antras |
Harvard | Bio/Vote History | ||
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Timothy J. Besley |
LSE | Did Not Answer | Bio/Vote History | |
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Olivier Blanchard |
Peterson Institute | Bio/Vote History | ||
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Nicholas Bloom |
Stanford | Bio/Vote History | ||
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Richard William Blundell |
University College London | Bio/Vote History | ||
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Agnès Bénassy-Quéré |
Paris School of Economics | Bio/Vote History | ||
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Elena Carletti |
Bocconi | Bio/Vote History | ||
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Jean-Pierre Danthine |
Paris School of Economics | Bio/Vote History | ||
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Paul De Grauwe |
LSE | Did Not Answer | Bio/Vote History | |
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Jan Eeckhout |
UPF Barcelona | Bio/Vote History | ||
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Ernst Fehr |
Universität Zurich | Bio/Vote History | ||
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price mechanism is just a much more efficient mechanism to solve externality problems
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Xavier Freixas |
Barcelona GSE | Did Not Answer | Bio/Vote History | |
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Nicola Fuchs-Schündeln |
Goethe-Universität Frankfurt | Bio/Vote History | ||
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Jordi Galí |
Barcelona GSE | Bio/Vote History | ||
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Luis Garicano |
LSE | Did Not Answer | Bio/Vote History | |
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Francesco Giavazzi |
Bocconi | Bio/Vote History | ||
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Rachel Griffith |
University of Manchester | Bio/Vote History | ||
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Veronica Guerrieri |
Chicago Booth | Bio/Vote History | ||
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Luigi Guiso |
Einaudi Institute for Economics and Finance | Did Not Answer | Bio/Vote History | |
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Patrick Honohan |
Trinity College Dublin | Bio/Vote History | ||
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This is the 21st century after all.
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Beata Javorcik |
University of Oxford | Bio/Vote History | ||
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Henrik Kleven |
Princeton | Did Not Answer | Bio/Vote History | |
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Jan Pieter Krahnen |
Goethe University Frankfurt | Bio/Vote History | ||
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The marginal cost of adding or subtracting vehicles instantly, according to traffic status, is lower with ride-sharers than with cabs.
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Per Krusell |
Stockholm University | Bio/Vote History | ||
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I’m using basic micro theory; not evidence.
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Botond Kőszegi |
Central European University | Did Not Answer | Bio/Vote History | |
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Eliana La Ferrara |
Harvard Kennedy | Did Not Answer | Bio/Vote History | |
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Christian Leuz |
Chicago Booth | Bio/Vote History | ||
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Tax finer instrument but should apply to all cars; w/ cap drivers stay longer on road. Cong pricing more efficient but distributional effect
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Thierry Mayer |
Sciences-Po | Bio/Vote History | ||
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Costas Meghir |
Yale | Bio/Vote History | ||
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Peter Neary |
Oxford | Bio/Vote History | ||
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Singapore pioneered road pricing decades ago. Sad that it has not been more widely copied. Scarce resources given away freely makes no sense
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Kevin O'Rourke |
Oxford | Bio/Vote History | ||
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Marco Pagano |
Università di Napoli Federico II | Bio/Vote History | ||
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Lubos Pastor |
Chicago Booth | Bio/Vote History | ||
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Torsten Persson |
Stockholm University | Bio/Vote History | ||
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Christopher Pissarides |
London School of Economics and Political Science | Did Not Answer | Bio/Vote History | |
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Richard Portes |
London Business School | Did Not Answer | Bio/Vote History | |
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Canice Prendergast |
Chicago Booth | Bio/Vote History | ||
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Lucrezia Reichlin |
London Business School | Bio/Vote History | ||
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Rafael Repullo |
CEMFI | Bio/Vote History | ||
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Hélène Rey |
London Business School | Did Not Answer | Bio/Vote History | |
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Antoinette Schoar |
MIT | Bio/Vote History | ||
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see prior comment. also, need to take into account if taxes can be reasonably enforced.
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Daniel Sturm |
London School of Economics | Bio/Vote History | ||
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Selectively reducing one type of car traffic has no long-run effect on congestion, which can only be reduced with congestion charging.
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John Van Reenen |
LSE | Bio/Vote History | ||
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John Vickers |
Oxford | Bio/Vote History | ||
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Hans-Joachim Voth |
University of Zurich | Bio/Vote History | ||
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A good part of congestion is caused by searching for a parking space; ride sharing reduces that, balancing shifts away from public trans.
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Beatrice Weder di Mauro |
The Graduate Institute, Geneva | Did Not Answer | Bio/Vote History | |
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Karl Whelan |
University College Dublin | Bio/Vote History | ||
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Capping numbers of a specific group of drivers is not an efficient or useful way to deal with congestion.
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Charles Wyplosz |
The Graduate Institute Geneva | Bio/Vote History | ||
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Can it be done well?
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Fabrizio Zilibotti |
Yale University | Did Not Answer | Bio/Vote History | |
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