the demand for gasoline abstract sufficient time must be allowed to elapse to assess fully the response of gasoline demand to price changes hitherto empirical work on the subject has generally not examined the period beyond 1975 moreover the extant time series studies concentrate almost exclusively on the usa this study extends both the observation period and the country coverage a vehicle stock adjustment model is estimated via its reduced form without explicit consideration of the vehicle stock itself however the estimation procedure incorporates the structure by way of constraints on the parameters cross section analysis offers additional evidence concerning the truly long run price elasticity the results suggest that there is no need to resort to elaborate models to explain adequately gasoline demand gasoline demand exhibits a long run price elasticity near unity with time lags exceeding six years while there is tentative evidence that the duration of these lags is not fixed

reforming taxes and raising revenue part of the fiscal solution this paper reviews the fiscal outlook in the united states discusses why revenue increases are a critical aspect of any enduring fiscal solution and outlines constructive policies to reform the tax system and simultaneously raise revenues in particular this paper highlights the merits of curtailing income tax expenditures introducing a value added tax and imposing levies on consumption and production of non renewable energy copyright 2011 oxford university press

tax based mechanisms in urban regeneration dublin and chicago models the increasing interest in the potential use of fiscal incentives as a mechanism for stimulating urban renewal has been highlighted by a number of influential policy sources this paper assesses the application and outcomes of tax based incentives in urban regeneration with particular focus upon the differing models represented by dublin ireland and chicago usa issues considered include utilisation of tax incentives drawing down of benefits role of actor groups ability to lever private sector finance impact on property market performance and wider economic influences conclusions advance the case for tax based mechanisms as an instrument in the delivery of urban regeneration but stress the need for complementary structures to exploit fully the fiscal incentives

distributional effects of taxing transport fuel this paper1 takes as its starting point the observation that fuel prices and thus taxes are important for good management of climate change and other environmental problems to economists this should be no surprise yet it seems that the role of fuel taxation as an instrument of climate policy has not been fully appreciated it is however one of the few policy instruments that since several decades has actually reduced fuel consumption appreciably thanks to taxation mainly in europe and japan carbon emissions are considerably lower than they would have been otherwise in future where carbon emissions are to be cut drastically this instrument will be crucial there is however much opposition to the instrument this opposition uses various arguments for instance that fuel taxes hurt the poor since they are strongly regressive we however find that the choice of country and methodology turns out to be of great consequence we study seven european countries france germany united kingdom italy serbia spain and sweden and do find some evidence of regressivity but the evidence is very weak it does not apply when lifetime income is used and it does not apply to the poorest country in the group the best one line summary is probably that the tax is approximately proportional

beyond taxation discourse around energy policy in japan energy policy literature tends to emphasise the impact of taxation on energy preference however the present case concerning extremely low acceptance of diesel cars in japan could not be explained by taxation as a possible factor the paper sheds light upon discourse around the energy policy the policy aimed to characterise diesel technology as emitting particulate matter and nitrogen oxide nox the paper contributes to extending the existing understanding of the role of public policy by embracing the linguistic interactions complemented by visualisation

fuel taxes an important instrument for climate policy abstract this article shows that fuel taxes serve a very important role for the environment and that we risk a backlash of increased emissions if they are abolished fuel taxes have restrained growth in fuel demand and associated carbon emissions although fuel demand is large and growing our analysis shows that it would have been much higher in the absence of domestic fuel taxes people often assert that fuel demand is inelastic but there is strong research evidence showing the opposite the price elasticity is in fact quite high but only in the long run in the short run it may be quite inelastic which has important implications for policy makers had europe not followed a policy of high fuel taxation but had low us taxes then fuel demand would have been twice as large hypothetical transport demand in the whole oecd area is calculated for various tax scenarios and the results show that fuel taxes are the single most powerful climate policy instrument implemented to date yet this fact is not usually given due attention in the debate

the taxation of diesel cars in belgium revisited this paper compares the current taxation of diesel and gasoline cars in belgium with the guidelines for optimal taxation we find that diesel cars are still taxed much less than gasoline cars resulting in a dominant market share for diesel cars in the car stock if the fuel tax is the main instrument to control for externalities and generate revenues the diesel excise should be much higher than the excise on gasoline for two reasons diesel is more polluting than gasoline and more importantly through the better fuel efficiency diesel cars contribute less fiscal revenues per mile

distributional and efficiency impacts of increased us gasoline taxes we examine the impacts of increased us gasoline taxes in a model that links the markets for new used and scrapped vehicles and recognizes the consider able heterogeneity among households and cars household choice parameters derive from an estimation procedure that integrates individual choices for car ownership and miles traveled we find that each cent per gallon increase in the price of gasoline reduces the equilibrium gasoline consumption by about 0 2

carbon pricing and deep decarbonisation abstract experts frequently point to carbon pricing as the most cost effective tool for reducing greenhouse gas emissions empirical studies show that carbon pricing can successfully incentivise incremental emissions reductions but meeting temperature targets within defined timelines as agreed under the paris agreement requires more than incremental improvements it requires achieving net zero emissions within a few decades to date there is little evidence that carbon pricing has produced deep emission reductions even at high prices while much steeper carbon prices may deliver greater abatement political economy constraints render their feasibility doubtful an approach with multiple instruments including technology mandates and targeted support for innovation is indispensable to avoid path dependencies and lock in of long lived high carbon assets we argue that carbon pricing serves several important purposes in such an instrument mix but also that the global commitment to deep decarbonisation requires acknowledging the vital role of instruments other than carbon pricing

fiscal pressure tax competition and the adoption of tax increment financing tax increment financing tif has been widely adopted as an economic development tool by municipalities this study estimates a structural probit model of municipal tif adoption decisions using data drawn from cities in indiana it provides empirical evidence that factors such as fiscal pressures tax competition economic distress industrial composition availability of alternative programmes and the expected gains in property values from the use of tif exert significant influence in a city s decision to adopt a tif programme after using an accurate measure of prior growth this analysis finds no empirical evidence to support the contention that growing cities are more likely to adopt tif

is the gasoline tax regressive in the twenty first century taking wealth into account abstract poterba 1991a has much influenced the literature on the distributional effects of carbon pricing poterba argues that the incidence of energy environmental taxes across households is better appreciated if the relative tax burdens are measured against total expenditure interpreted as a proxy for lifetime income instead of annual income this way however since the distribution of total expenditure is structurally more uniform the incidence of energy price increases is always less regressive than when annual income is used this outcome is often taken to lessen the relevance of equity concerns regarding carbon pricing almost twenty five years after poterba 1991a piketty 2014 revived the idea that wealth is a dimension of economic welfare constituting an increasingly important source of inequality we show that omitting wealth in measuring ability to pay means underestimating the regressivity of carbon pricing and its inequity towards younger people using household level data and statistical matching we revisit poterba s application and compare the distributional incidence of the us gasoline tax for different measures of ability to pay total expenditure income and wealth adjusted income regressivity is not a reason to forgo carbon pricing as a cost effective approach to climate mitigation but calls for consideration and compensation of the distributional effects

optimal gasoline tax in developing oil producing countries the case of mexico this paper uses the methodology of parry and small 2005 to estimate the optimal gasoline tax for a less developed oil producing country the relevance of the estimation relies on the differences between less developed countries ldcs and industrial countries we argue that lawless roads general subsidies on gasoline poor mass transportation systems older vehicle fleets and unregulated city growth make the tax rates in ldcs differ substantially from the rates in the developed world we find that the optimal gasoline tax is 1 90 per gallon at 2011 prices and show that the estimate differences are in line with the factors hypothesized in contrast to the existing literature on industrial countries we show that the relative gasoline tax incidence may be progressive in mexico and more generally in ldcs

optimal taxation of car ownership car use and public transport insights derived from a discrete choice numerical optimization model in this paper we study the taxation of car ownership car use and public transport in the presence of externalities within the framework of a discrete continuous choice model we first derive optimal taxes in a simplified setting emphasizing the specific role of fixed car ownership taxes and the relevance of public transport demand by non car owners for the optimal tax structure a numerical optimisation model is then constructed to study welfareoptimal public transport fares and two part tariffs on ownership and use of gasoline and diesel cars in belgium results are as follows first we find that the current differences in tax treatment between diesel and gasoline car ownership and use cannot be justified on the basis of external cost and budgetary considerations efficient pricing requires substantial increases in the relative user tax on diesel cars as compared to gasoline cars optimal fixed taxes are substantially below current levels and only marginally differ between car fuel types second if for political or technical reasons variable car taxes cannot be optimally adjusted large differences in fixed car taxes do result the same holds if the government uses kilometre taxes as the main variable tax instrument third the results of a series of marginal tax reform exercises suggest that a shift form gasoline towards diesel taxation is welfare improving both for fixed and variable taxes somewhat surprisingly a shift from fixed towards variable taxes is not necessarily welfare improving it is for diesel but not for gasoline cars

will a radical transport pricing reform jeopardize the ambitious eu climate change objectives abstract this paper examines the effects of replacing current fuel taxes by a system of taxes that account better for all the different external costs of the different transport modes one of the important implications of this reform is that current fuel taxes are decreased to a level of 80 euro ton of co 2 but that the mileage related taxes on car and truck use increase using the tremove model for the transport sector of 31 european countries one finds that the volume of transport will decrease because current taxes on transport are too low compared to overall external costs overall co 2 emissions will decrease slightly using the markal times model for the belgian energy sector putting all sectors and technologies on equal footing shows that a fuel tax reform makes that it is not cost efficient to require large co 2 emission reductions in the transport sector and that traditional car technologies will continue to dominate the car market in 2020 2030

an analysis of the welfare and distributive implications of factors influencing household electricity consumption abstract the deep economic crisis and the sharp rise in electricity prices have reduced electricity demand by spanish households this paper aims to analyse the responsiveness of household electricity demand and the welfare effects related to both factors in the 2006 2012 period by applying a demand model estimated with the quantile regression method the results show that the electricity consumption of medium high income households is particularly responsive to price increases whereas that of medium low income households is more responsive to changes in income the retail electricity price increases and the economic crisis have led to lower and steeper u shape price elasticities of demand and higher and steeper n shape income elasticities of demand the joint impact of those two factors on the welfare of lower income households is higher in relative terms i e as a share of household income than for other income groups these results suggest that the economic crisis and increases in retail electricity prices have had detrimental welfare effects especially on the lower income segment of the population they should be considered when financing climate and energy policies through the electricity bill and provide a rationale to take such support which pushes the retail electricity price upwards out of the electricity bill

coal taxation reform in china and its distributional effects on residential consumers abstract there is an ongoing reform in coal taxation in china from a quantity based to a price based approach while the coal tax could play an important role in resource conservation and air pollution reduction its distributional effect is not well studied this paper investigates the distributional effect of china s coal taxes on households before and after the reform we find that about 30 percent of rural households and six percent of urban households are directly affected by the coal taxes and that the directly affected households tend to be poor we also find that provinces are affected differently by the coal taxes the provinces that are more affected tend to have lower household income by the suits index we find that both the quantity based and price based coal taxes are regressive for residential consumers in china and that the coal taxation reform had little effect on the regressivity of the coal tax by simulation we find that the regressivity of the coal tax could be reduced if the tax rate were set to be positively correlated with provincial household income

estimates from a consumer demand system implications for the incidence of environmental taxes abstract most studies suggest that environmental taxes are regressive making them less attractive policy options we consider the distributional effects of a gasoline tax increase using four incidence measures and under three scenarios for gas tax revenue use to incorporate behavioral responses we use consumer expenditure survey data to estimate a consumer demand system that includes gasoline other goods and leisure our estimates confirm that when revenues are not recycled a gasoline tax is regressive use of incidence measures that ignore demand responses however will substantially overstate this regressivity in contrast the differences between the equivalent variation and easier to implement consumer surplus measures are relatively small in addition our results suggest that using the additional gas tax revenue to fund labor tax cuts makes the policy substantially less regressive while using the revenue to fund lump sum transfers actually makes it progressive

does britain or the united states have the right gasoline tax this paper develops an analytical framework to assess the second best optimal level of gasoline taxation taking into account unpriced pollution congestion and accident externalities as well as interactions with the broader fiscal system we provide calculations of the optimal taxes for the us and the uk under a variety of parameter scenarios under our central parameter values the second best optimal gasoline tax is 1 01 gal for the us and 1 34 gal for the uk current tax rates are much lower than this in the us and higher in the uk the calculations are moderately sensitive to alternative parameter assumptions the congestion externality is the largest component in both nations revenue raising needs also play a significant role as do accident externalities and local air pollution potential welfare gains from reducing the current uk tax rate are estimated at nearly one fourth the production cost of all gasoline used in the uk even larger gains could be achieved by switching to a tax on vehicle miles with equal revenue yield for the us the welfare gains from optimizing the gasoline tax are smaller but those from switching to an optimal tax on vehicle miles are very large

energy and climate hand in hand financing res e support with carbon revenues abstract in italy the cost of support for renewable electricity res e is largely recovered through the a3 surcharge which weighs heavily on electricity bills using household survey data we show the a3 surcharge is markedly regressive carbon taxation in the non ets sector is envisaged as a means to reduce co2 emissions cost effectively and generate revenue to lower the a3 surcharge a non ets carbon tax would be less regressive than the a3 surcharge and its cost would be more evenly distributed across households we calculate the revenue of a 20 tco2 non ets carbon tax would have allowed a cut in the a3 surcharge of about 68 in 2011 and 39 in 2012 the impact of the carbon tax plus the reduced a3 surcharge would have been less regressive but the cost higher for most households the restrictions imposed in the simulations mean the results are only appropriate to render first round effects of the reform policy relevance in the vast majority of the eu member states the cost of res e support is largely paid by electricity consumers most often through specific surcharges rising electricity prices are a common concern given the implications for competitiveness and equity the member states facing this issue could conveniently address it through environmental tax reforms consistent with the climate and energy package replacing res e surcharges with carbon taxes in the non ets sector would permit cost effective reduction of co2 emissions while allocating the cost of res e support more equitably the difference in regressivity would stem from the different consumption patterns of home fuels including electricity and motor fuels across income distribution a cross country comparison of energy household budget shares proves the structural nature of this difference between home fuels and motor fuels moreover the notion that electricity consumers should pay for res e support is questioned on the grounds that electricity is a basic necessity good and res e support is a means of providing public goods notably energy security and climate protection

co2 taxes equity and the double dividend macroeconomic model simulations for austria abstract this paper investigates the impacts of co2 tax schemes on co2 emissions equity and macroeconomic indicators in austria with the macroeconomic model dynk aut our scenarios focus on non ets co2 emissions and comprise different tax rates and revenue recycling options lower labor taxes lower vat and lump sum payments the short term comparative scenario analysis indicates that co2 taxes without recycling lead to significant co2 emission reductions at moderate economic costs equity impacts on households depend on the indicator used but can be regressive without recycling most recycling schemes can achieve a double dividend i e emission reductions and increases in gdp lump sum payments are less efficient than reducing the vat or labor taxes equity impacts are progressive with lump sum payments rather proportional with lower vat and regressive with lower labor taxes a combination of recycling schemes and or a restriction of lump sum payments to lower income households can minimize the trade off between equity and efficiency our simulations suggest that well designed co2 tax schemes could be a crucial and socially acceptable element within a comprehensive policy package to achieve ghg emission targets for non ets sectors in austria

due date dd quotation and capacity planning in make to order companies results from an empirical analysis the current competitive context puts manufacturers under increasing pressure to provide products and services that meet the particular requirements of individual customers calling for high flexibility in business processes the complexity and the uncertainty of demand are particularly high in customized contexts such as the make to order mto and engineer to order eto sectors where the ability to deal with more and more differentiated requirements in terms of product features delivery lead time and cost is crucial in order to be competitive in such a context due date dd quotation and capacity evaluation at the customer enquiry stage are of strategic importance having a large impact on the company performance despite the large impact on company performance the importance of dd setting and order acceptance processes and related decisions is often underestimated in practice and the issue is underexposed in the literature as the applicability of most of the proposed models is limited and there are too few empirical studies describing the practices adopted for capacity and delivery lead time management in industrial contexts this study is aimed at developing an understanding of these practices based on a sample of 15 italian capital goods manufacturers an interpretative framework is proposed in order to identify the main contextual factors impacting company choices a model that formalizes the decision process for setting dds in the analyzed cases is then proposed suggesting different procedures depending on the type of enquiry submission dd set by companies or customers and customer order fast or slow

the marginal cost of public funds hours of work versus labor force participation this paper extends the theory and measurement of the marginal cost of public funds mcf to account for labor force participation responses our work is motivated by the emerging consensus in the empirical literature that extensive participation responses are more important than intensive hours of work responses in the modelling of extensive responses we argue that it is crucial to account for the presence of non convexities created by fixed work costs in a non convex framework tax and transfer reforms give rise to discrete participation responses generating first order effects on government revenue these revenue effects make the marginal cost of funds higher and we show numerically that the implications for mcf tend to be substantial

gasoline prices gasoline consumption and new vehicle fuel economy evidence for a large sample of countries abstract countries differ considerably in terms of the price drivers pay for gasoline this paper uses data for 132 countries for the period 1995 2008 to investigate the implications of these differences for the consumption of gasoline for road transport to address the potential for simultaneity bias we use both a country s oil reserves and the international crude oil price as instruments for a country s average gasoline pump price we obtain estimates of the long run price elasticity of gasoline demand of between 0 2 and 0 5 using newly available data for a sub sample of 43 countries we also find that higher gasoline prices induce consumers to substitute to vehicles that are more fuel efficient with an estimated elasticity of 0 2 despite the small size of our elasticity estimates there is considerable scope for low price countries to achieve gasoline savings and vehicle fuel economy improvements via reducing gasoline subsidies and or increasing gasoline taxes

climate policies for road transport revisited ii closing the policy gap with cap and trade current policies in the road transport sector fail to deliver consistent and efficient incentives for greenhouse gas abatement see companion article by creutzig et al in press market based instruments such as cap and trade systems close this policy gap and complement traditional policies that are required where specific market failures arise even in presence of strong existing non market policies cap and trade delivers additional abatement and efficiency by incentivizing demand side abatement options this paper analyzes generic design options and economic impacts of including the european road transport sector into the eu ets suitable points of regulation are up and midstream in the fuel chain to ensure effectiveness cover all emissions and avoid double counting efficiency incentivize all abatement options and low transaction costs based on year 2020 marginal abatement cost curves from different models and current eu climate policy objectives we show that in contrast to conventional wisdom road transport inclusion would not change the eu ets allowance price hence industrial carbon leakage induced by adding road transport to the eu ets may be less important than previously estimated

a tale of two tails commuting and the fuel price response in driving abstract pricing greenhouse gases is widely understood as the most efficient approach for mitigating climate change yet distributional effects hamper political acceptance these distributional effects are especially important in transport the fastest growing sector for greenhouse gas emissions using rich data covering the entire population of vehicles and households in denmark this study uncovers an important feature of driving demand two groups of much more responsive households in the lower and upper tails of the work distance distribution we further estimate the causal effect of public transport a critical determinant of the upper tail and show how public transport access can both reconcile differences in fuel price elasticities between the united states and europe and considerably influence the distributional effects of fuel pricing

the effect of fossil energy and other environmental taxes on profit incentives for change in an open economy evidence from the uk this paper argues that the underlying supply and demand analysis of fossil energy and other environmental taxes needs further elaboration when a country a introduces national fossil energy or environmental taxes and b is open to international trade at given world prices we provide evidence that such conditions are plausible for many sectors in the uk a key implication is that the short run effects of such taxes should not be felt in final good prices since these are determined in world markets but in terms of underlying profitability these changes in underlying profits provide two key incentives for producers to change to more environmentally friendly production techniques and to switch resources to production of less environmentally harmful goods using input output techniques we provide evidence for the uk to show how existing fossil energy and other green taxes have affected underlying profitability the evidence shows quite strong profit incentives to shift resources from a small number of energy intensive industries to others

road fuel demand and regional effects of carbon taxes in sweden abstract this study estimated national and regional level gasoline and diesel demand elasticities in sweden using county level panel data from 2001 to 2018 the estimated elasticities were used to calculate county cost effect of the swedish co2 emission reduction policy in the transport sector the national level elasticities were estimated by employing general method of moments gmm estimators while county level elasticities were calculated by considering the weight of each fuel type share at county and national levels own prices per capita income and per capita vehicle stocks were statistically significant at national level in determining gasoline and diesel demand the calculated regional price elasticities showed variation between counties with the highest being almost 4 times higher than the lowest in absolute terms a simulation of fuel taxes to achieve the swedish 2030 emission target for the transport sector under the national and regional price elasticities indicated minor differences at the national level with respect to co2 taxes costs and regressivity in the taxes the results showed considerable differences at the regional level where costs and carbon tax payments can be considerably higher for some counties with the use of national price elasticities and the opposite is the case for other counties

analysing gasoline demand elasticities a survey this paper is a survey of studies on gasoline demand although there are very many dxerent studies in this eld which sometimes appear to arrive at contradictory results we find that with proper stratification of studies by model and data type much of the contict turns to consensus in this survey we classtfy studies by data type and by ten d erent categories of model and with the exception of estimates on seasonal data which tend to be unstable and of certain inappropriate model formulations we find a fair degree of agreement concerning average short run and even long run income and price elasticities

distributional effects of subsidy removal and implementation of carbon taxes in mexican households abstract this paper presents a microsimulation using data from the national households income and expenditure survey nhies from 1994 to 2010 to determine the distributional effects of the price changes arising from energy and environmental policies and their impact on mexican households we reported simulations of several changes in energy prices as a result of partial or total energy subsidy removal including carbon tax in order to examine whether the subsidy mechanism and carbon tax tend to be progressive or regressive we evaluated the households burden in different income levels these simulations respond to the need for an assessment of economic and environmental impacts of energy subsidies in mexico this is of great importance for mexico because of effort that has been taken in the development of energy policies and the rising interest of the mexican government in mitigating carbon dioxide co2 emissions and their concomitant environmental damage

poverty and distributional effects of carbon pricing in low and middle income countries a global comparative analysis abstract even though concerns about adverse distributional implications for the poor are one of the most important political challenges for carbon pricing the existing literature reveals ambiguous results for this reason we assess the expected incidence of moderate carbon price increases for different income groups in 87 mostly low and middle income countries building on a consistent dataset and method we find that for countries with per capita incomes of below usd 15 000 per year at ppp adjusted 2011 usd carbon pricing has on average progressive distributional effects we also develop a novel decomposition technique to show that distributional outcomes are primarily determined by differences among income groups in consumption patterns of energy rather than of food goods or services we argue that an inverse u shape relationship between energy expenditure shares and income explains why carbon pricing tends to be regressive in countries with relatively higher income since these countries are likely to have more financial resources and institutional capacities to deal with distributional issues our findings suggest that mitigating climate change raising domestic revenue and reducing economic inequality are not mutually exclusive even in low and middle income countries

revealed and stated preferences for co2 emissions reduction the missing link abstract in this paper we combine data collected from two strands of literature dealing with revealed preferences expressed by conventional vehicle drivers for fuel price variation and stated preferences expressed by consumers for alternative fuel vehicles we employ a meta analysis approach drawing data on 30 primary studies reflecting two important policy interventions which are fuel price taxation and subsidies for alternative fuel vehicles this is a new contribution in environmental and energy economics in that we rescale all primary information into a unique index which captures consumers economic attitude towards carbon dioxide co2 emission reduction in monetary terms focusing on the transport sector we compute the implicit price for the avoidance of a kilogram of co2 emissions named pco2 explaining the existing heterogeneity from several points of view the results of the meta analysis show that contextual and individual characteristics influence the implicit price for co2 emissions avoidance this implicit price is on average positive in the case of revealed preferences studies whereas it is negative in the stated preferences studies although there are some important geographical differences our results show that fuel taxes could be an important additional instrument for environmental policy

reverse auction with buyer supplier negotiation using bi level distributed programming this study presents a framework for solving a sealed bid multi issue and multi sourcing reverse auction problem in which negotiation takes place between the buyer and the suppliers during the bidding process the problem is formulated as a bi level distributed programming model in which the buyer is the upper level decision maker while suppliers at the lower level make decisions independent of each other the negotiation process between the buyer and the suppliers is facilitated via the iterative exchange of decision information between the upper and lower levels of the model the outcome of the sealed bid auction is determined using an algorithm designed to establish the optimum quantity allocation and delivery time at the upper level and the corresponding optimized production plans at the lower level the feasibility of the proposed approach is demonstrated via an illustrative example

how price inelastic is demand for gasoline in fuel subsidizing economies abstract in recent years governments that have historically subsidized domestic fuel consumption face an ever growing challenge in maintaining fuel subsidies and have embarked on subsidy reform this paper estimates the price and income elasticity of demand for gasoline in countries where fuel prices are government subsidized we make use of biennial panel road sector data for 32 countries over the 1998 2010 period and find demand for gasoline to be price inelastic both in the short run and long run we estimate the short run price and income elasticities at 0 05 and 0 16 and the long run price and income elasticities at 0 25 and 0 81 respectively it is our contention that concerned governments should play an active role in identifying and committing to a road map to progressively abandoning fuel subsidies they should also not be discouraged by relatively small consumption corrections in the short run a reduction in subsidies can eventually release considerable amount of resources for more crucial and potentially growth enhancing public services such as education and health

responding to customer enquiries in make to order companies problems and solutions make to order companies are in the business of supplying products in response to a customer order in competition with other companies on the basis of price technical expertise delivery time and reliability in meeting due dates dealing properly with enquiries is the major problem that mto companies face a lack of co ordination between sales and production at the customer enquiry stage often leads to confirmed orders being delivered later than promised and or being produced at a loss the treatment of an enquiry is a multi stage decision process the initial decision is whether or not to prepare a bid and if so how much effort to put into the specification and estimation process the mto company has the choice of putting in a lot of effort to prepare a competitive bid or making a quick estimate with a high safety margin to allow for errors and unforeseen problems expecting further later negotiation with the customer consideration has to be given to the likely accuracy of the cost estimates produced the feasibility of being able to produce the order with the current work load at different delivery times needs to be evaluated together with any extra costs incurred an input output planning approach based on the control of a hierarchy of backlogs of work is proposed to produce a dynamic capacity planning model to determine the capacity to provide at each work centre in future time periods allocating overtime transferring operators process as split batches etc in setting the price and lead time to quote to the customer the probability of winning the order plays an important role a model based on a chi squared analysis of data on past enquiries is proposed to divide the market into sectors of similar orders it is extended to produce a strike rate matrix for each sector giving the probability if winning orders in that sector as a function of the price and lead time quoted a general model for the whole enquiry process is presented together with a decision support expert system this indicates where the qualitative judgmental rules typically used by companies could be used to advantage

lifetime incidence and the distributional burden of excise taxes this implies that low income households in one year have some chance of being higher income households in other years and significantly affects the estimated distributional burden of excise taxes this paper shows that household expenditures on gasoline alcohol and tobacco as a share of total consumption a proxy for lifetime income are much more equally distributed than expenditures as a share of annual income from a longer horizon perspective excise taxes on these goods are therefore much less regressive than standard analyses suggest this abstract was borrowed from another version of this item this abstract was borrowed from another version of this item this abstract was borrowed from another version of this item this abstract was borrowed from another version of this item

energy efficiency versus gains in consumer amenities an example from new cars sold in sweden technological developments that increase energy efficiency result in net energy saving benefits provided the increased efficiency is not offset by enhanced consumer amenities this paper analyzes the technology development consumer amenities trade off for new cars sold in sweden between 1975 and 2010 we combine lessons learned from the policies in place and interviews with key actors in the car purchasing process with statistical modeling of trends in vehicle attributes and technological development until 2007 consumer amenities were continuously enhanced offsetting most of the efficiency gains of technological development there was no strong policy push toward energy efficiency in recent years two major shifts have occurred first there has been a shift in the majority of new cars sold from gasoline powered engines to diesel engines flex fuel vehicles have also contributed to a decline in the sales share of pure gasoline engines the observed shift of fuels especially to flex fuels has been encouraged by policies second after 2007 there have been major technological improvements while attributes related to consumer amenities have remained flat reversing the trends so that 77 of the technological development resulted in actual reduction of specific fuel consumption eu targets tax reforms and consumer awareness have contributed to this trend change

distributional effects of a carbon tax on chinese households a case of shanghai abstract as an effective policy instrument to reduce co 2 emissions the effects of a carbon tax on distribution have been the critical factor in determining whether a carbon tax will be acceptable in china taking shanghai as an example which is the economic center and front runner of china this paper estimates the distributional effect of a carbon tax on households in various income groups by using the input output model and the suits index the results indicate that the comprehensive distributional effect of the carbon tax is regressive the expenditure of the low income group caused by the carbon tax accounts for 0 853 of the total expenditure while that of the high income group 0 712 the direct distributional effect presents a weak progressivity while the indirect one is significantly regressive and the latter is much larger than the former moreover the suits index of the carbon tax is 0 078 implying that the carbon tax burden on the low income group is the highest and thus that a carbon tax can intensify income inequality therefore when introducing a carbon tax some rational associated redistribution or compensation measures such as purposive transfer payments should be implemented to restrict or even eliminate the regressivity of the carbon tax

jeux sans frontieres tax competition and tax coordination when countries differ in size closer international integration is putting increasing pressure on existing national tax structures this paper uses a simple two country model to address a range of consequent policy concerns focusing particularly on the role of country size differences in size exacerbate the inefficiency from noncooperative behavior harming both countries the smaller country loses from harmonization to any tax rate between those set in the noncooperative equilibrium but both countries gain from the imposition of a minimum tax anywhere in that range the fully optimal response to freer cross border trade however may be to do nothing jel h20 h77

from regressive pollution taxes to progressive environmental tax reforms european countries have increased their use of environmental tax instruments by designing new tax bases but many countries face opposition from public opinion for fear of the distributive consequences of these environmental tax reforms this paper sheds light on the distributive consequences of environmental tax policies when households are heterogeneous the objective is to assess whether an environmental tax reform could be pareto improving when the revenue of the pollution tax is recycled by a change in labor tax properties we show that whatever the degree of regressivity of the environmental tax alone it is possible to design a recycling mechanism that renders the tax reform more pareto efficient by simultaneously decreasing the wage tax and increasing its progressivity

differentiated carbon prices and the economic cost of decarbonization employing a numerical general equilibrium model with multiple fuels end use sectors heterogeneous households and transport externalities this paper examines three motives for differentiated carbon pricing in the context of swiss climate policy fiscal interactions with the existing tax code non hbox co 2 related transport externalities and social equity concerns interaction effects with mineral oil taxes reduce carbon taxes on motor fuels and transport externalities increase them we show that the cost effective overall carbon tax on motor fuels should be lower than the one on thermal fuels this is found in spite of the fact that pre existing taxes on motor fuels are well below our estimate of the transport externality per unit of transport fuel consumption differentiating taxes in favor of motor fuels yields only slightly more equitable incidence effects among households suggesting that equity considerations play a minor role when designing differentiated carbon pricing policies

the framing of unconventional natural gas resources in the foreign energy policy discourse of the russian federation the advent of unconventional resources of natural gas has altered the order on global as well as continental gas markets with rising liquidity the position of established dominant suppliers is eroding we focus on the initial response of russia the leading supplier of natural gas to europe to the new situation building the research on unit level constructivism and discourse analysis we use frame analysis to reveal what image of unconventional resources was constructed in russian foreign energy policy discourse fepd in the period between 2009 and 2011 when the unconventional revolution did not yet have any sharp contours we conclude that in russian fepd the unconventionals are considered as a distinctive and inferior source of energy compared to conventional natural gas emphasis is put on their economic irrationality and environmental hazards the bottom line of the discourse is the idea that there is a choice between conventional and unconventional sources with this choice being framed as one between good and bad or right and wrong

distributional effects of alternative vehicle pollution control policies abstract previous work shows that policies that subsidize new vehicles and tax size miles or gasoline efficiently reduce pollution less is known about their distributional effects this paper examines distributional effects by estimating the joint demand for vehicles and miles using the consumer expenditure survey greater price responsiveness among low income households enhances progressivity of gas or miles taxes across lower incomes and mitigates regressivity across upper incomes taxes on engine size or subsidies to new vehicles are significantly more regressive than gas or miles taxes