do greens drive hummers or hybrids environmental ideology as a determinant of consumer choice this paper uses several california data sets to test for differences in consumption patterns between greens and browns a person s environmentalism is rarely observed in consumer data sets in california a community s share of green party registered voters is a viable proxy for community environmentalism environmentalists are more likely to commute by public transit purchase hybrid vehicles and consume less gasoline than non environmentalists

how much damage will climate change do recent estimates two reasons to be concerned about climate change are its unjust distributional impact and its negative aggregate effect on economic growth and welfare although our knowledge of the impact of climate change is incomplete and uncertain economic valuation is difficult and controversial and the effect of other developments on the impacts of climate change is largely speculative the authors find that poorer countries and people are more vulnerable than are richer countries and people a modest global warming is likely to have a net negative effect on poor countries in hot climates but may have a net positive effect on rich countries in temperate climates if one counts dollars the world aggregate may be positive if one counts people the world aggregate is probably negative negative impacts would become more negative and positive impacts would turn negative for more substantial warming the marginal costs of carbon dioxide emissions are uncertain and sensitive to assumptions that partially reflect ethical positions but are unlikely to be larger than 50 per tonne carbon

the entrepreneur s idea and outside finance theory and evidence about entrepreneurial roles abstract we study the problem faced by the entrepreneur seeking outside support to turn an entrepreneurial idea into a successful innovation specifically a successful technological innovation resulting from research and development the paper develops and tests the hypothesis that as an entrepreneur s innovative idea becomes more complex the entrepreneur will find it more difficult to obtain outside finance and then outside support more generally for the commercialization of the idea consequently the entrepreneur will be more likely to take on additional roles beyond providing the essential idea the evidence supports the hypothesis that other things being the same an entrepreneur with a more complex idea will have greater difficulty obtaining outside finance and will be more likely to take on the additional roles of development production marketing and distribution that are necessary for successful innovation

a new look at the returns and risks to pharmaceutical r d this study investigates the returns to r d for 100 new drugs introduced into the united states during the decade of the 1970s in contrast to prior studies it incorporates several significant structural changes that have occurred in the pharmaceutical industry during the 1980s these include higher real drug prices and a greater degree of generic competition a major finding is that the return on r d for the average new drug is approximately equal to the 9 percent industry cost of capital however the performance of new drugs introduced during the latter half of the 1970s was markedly better than that of early 1970s introductions this latter finding is consistent with the more rapid rate of industry growth in real r d expenditures the study also finds that the variation in returns is highly skewed with only the top 30 drugs covering mean r d costs on a fully allocated basis finally it is shown that real drug price increases in the 1980s were necessary for the average new drug introduction to recover its r d costs

the drawbacks and opportunities of carbon charges in metropolitan areas a spatial general equilibrium approach in cities there is a variety of economic and spatial forces that may influence to what extent a travel related co2 emission pricing can be an effective instrument to contribute to the achievement of co2 reduction goals therefore we examine the effectiveness and impact of co2 emission charges using a spatial general equilibrium model of an urban economy calibrated according to an average german city our analyses suggest that the imposition of a pigouvian type co2 emission charge on urban passenger travel may be able to reduce emissions by about 1 11 depending on the estimated social damage cost of carbon dioxide such a policy increases urban welfare mainly on account of a reduction of congestion costs however pricing congestion directly not only provides higher urban welfare but also higher emission reductions pricing congestion and co2 emissions simultaneously allows to achieve a wide range of emission reduction goals if however the reduction goal is very ambitious the emission charge must be raised to higher levels then distortions in the urban markets and in spatial travel decisions lower labor supply and thus urban production income of city residents federal tax revenue income of landowners outside the city all together implying losses in welfare

on the electrification of road transport learning rates and price forecasts for hybrid electric and battery electric vehicles abstract hybrid electric vehicles hevs and battery electric vehicles bevs are currently more expensive than conventional passenger cars but may become cheaper due to technological learning here we obtain insight into the prospects of future price decline by establishing ex post learning rates for hevs and ex ante price forecasts for hevs and bevs since 1997 hevs have shown a robust decline in their price and price differential at learning rates of 7 2 and 23 5 respectively by 2010 hevs were only 31 22 2010 kw 1 more expensive than conventional cars mass produced bevs are currently introduced into the market at prices of 479 171 2010 kw 1 which is 285 213 2010 kw 1 and 316 209 2010 kw 1 more expensive than hevs and conventional cars our forecast suggests that price breakeven with these vehicles may only be achieved by 2026 and 2032 when 50 and 80 million bevs respectively would have been produced worldwide we estimate that bevs may require until then global learning investments of 100 150 billion which is less than the global subsidies for fossil fuel consumption paid in 2009 these findings suggest that hevs including plug in hevs could become the dominant vehicle technology in the next two decades while bevs may require long term policy support

study on the optimal supervision strategy of government low carbon subsidy and the corresponding efficiency and stability in the small world network context abstract the optimal strategy for the government to supervise low carbon subsidy is studied in this paper as well as the problem of supervision efficiency and supervision stability firstly the evolutionary game models are constructed in un supervision and supervision cases respectively based on agents of the government and enterprises and three supervision strategies and related rules are given secondly the supervision efficiency and supervision stability are discussed based on the established small world network model then the optimal supervision strategy and the corresponding optimal supervision probability are obtained moreover parameter sensitivity analysis is carried out based on benefit stability the simulation results show that 1 the optimal strategy for the government to supervise low carbon subsidy is random supervision of enterprises who declare high subsidy with the optimal probability of supervision 0 48 and the overall optimal supervision probability 0 24 2 the supervision efficiency and supervision stability can not achieve at the same time however in order to maximize the revenues of both agents the measure of efficiency first and stability second can be considered 3 when there is more noise in the environment the average revenues of both agents are lower and the benefit stability is worse when the supervision cost is higher the result is the same as the case with more noise in the environment however the increase in punishment cost does not necessarily lead to the increase in revenue when punishment cost increases to a certain extent and continues to increase the revenues of both agents reduce first and then increase and the benefit stability becomes worse first and then better finally the related policy recommendations and future work are presented

testing alternative theories of the firm transaction cost knowledge based and measurement explanations for make or buy decisions in information services firms boundary choices have undergone careful examination in recent years particularly in information services while transaction cost economics provides a widely tested explanation for boundary choice more recent theoretical work advances competing knowledge based and measurement cost explanations similar to transaction cost economics these theories examine the impact of exchange attributes on the performance of markets and hierarchies as institutions of governance these theories however offer alternative attributes to those suggested by transaction cost economics or offer alternative mechanisms through which similar attributes influence make buy choices traditional empirical specifications of make buy models are unable to comparatively test among these alternative theories by developing and testing a model of comparative institutional performance rather than institutional choice we examine the degree of support for these competing explanations of boundary choice hypotheses are tested using data on the governance of nine information services at 152 companies our results suggest that a theory of the firm and a theory of boundary choice is likely to be complex requiring integration of transaction cost knowledge based and measurement reasoning 1998 john wiley sons ltd

ambiguity aversion in buyer seller relationships a contingent claims and social network explanation negotiations between buyers and sellers or suppliers of goods and services have become increasingly important due to the growing trend towards international purchasing outsourcing and global supply networks together with the high uncertainty associated with them this paper examines the effect of ambiguity aversion on price negotiations using multiple priors based real options with non extreme outcomes we study price negotiation between a buyer and seller in a dual contingent claims setting call option holding buyer vs put option holding seller to derive optimal agreement conditions under ambiguity with and without social network effects we find that while higher ambiguity aversion raises the threshold for commitment for the seller it has equivocal effects on the buyer s negotiation prospects in the absence of network control conversely when network position and relative bargaining power are accounted for we find the buyer s implicit price or negotiation threshold decreases or increases unequivocally with increasing aversion to ambiguity extending extant real options research on price negotiation to the case of ambiguity this set of results provides new insights into the role of ambiguity aversion and network structures in buyer seller relationships including how they influence the range of negotiation agreement between buyers and sellers the results also help assist managers in formulating robust buying selling strategies for bargaining under uncertainty by knowing their network positions and gathering background information or inferring the other party s ambiguity tolerance beforehand buyers and sellers can anticipate where the negotiation is heading in terms of price negotiation range and mutual agreement possibilities

modelling electric vehicle usage intentions an empirical study in malaysia in the new global economy carbon emission has become an important worldwide issue one key reason for this is the magnification of the transport sector as millions of gasoline based vehicles are plying on roads producing carbon emission throughout day and night in order to impede these vulnerabilities and promote a more sustainable economy one solution is to switch from gasoline based vehicles to using green technology vehicles there is growing agreement that electrification and the ability to decarbonize this sector seems to be significant as it helps to mitigate the high reliance on fossil fuels and reduce carbon emissions the introduction of electric vehicles has led the automotive industry to a whole new echelon one with zero fuel dependency and increased fuel efficiency while the usage of greener and cleaner vehicles such as electric vehicles is well supported with government policies and programmes it is surprising that little information is divulged about the public acceptance of electric vehicles from the social perspective public acceptance and diffusion of this new green technology is relatively fresh and unknown in malaysia in fact public acceptance can appear as a prevailing obstacle for market diffusion and encumber the development of technology adoption the rationale of this paper is to conduct an exploration to determine the key predictors affecting the usage of electric vehicles acceptance in malaysia malaysia has been referred to here as electric vehicles are just being introduced as one of the initiatives to encourage a low fossil carbon technology within the transportation sector more specifically an empirical study using a survey questionnaire was distributed to 1000 private vehicle drivers in malaysia an electric vehicle usage model was proposed based on a literature review and a multiple regression model the results demonstrated that electric vehicles acceptance in malaysia can be explained as being significantly related to social influences performance attributes financial benefits environmental concerns demographics infrastructure readiness and government interventions in addition the study offers a valuable wealth of information on the public acceptance of automotive players planning to market electric vehicles in malaysia it also offers sensible guidelines for the formulation of marketing strategies that will address the real wants and needs of future electric vehicles users in the meanwhile policy makers should concentrate on the appropriate intervention and policy to encourage the development of electric vehicles as part of the strategy towards a transition to a low carbon society in malaysia

asymmetric preference and loss aversion for electric vehicles the reference dependent choice model capturing different preference directions abstract greenhouse emissions from internal combustion engines have become a serious social issue as of 2019 most vehicles in the south korean car market have internal combustion engines although the south korean government is adopting and implementing various policies to facilitate the penetration of battery electric vehicles evs in the car market its efforts have been in vain several studies on ev diffusion strategies have analyzed consumer preference for evs using discrete choice experiments with virtual alternatives however they do not consider that consumers choose a new product based on the properties of products they already own this aspect has a significant effect on consumer preferences and has several implications therefore this study uses a discrete choice model with a reference point to investigate asymmetric consumer preferences for the major attributes of evs and analyzes the related loss aversion parameters the results are then used to conduct a sensitivity analysis for fuel efficiency and infrastructure attribute to explore which factor is more influential to consumers evs choice probability

why are some independent inventors heroes and others hobbyists the moderating role of technological diversity and specialization abstract despite a substantial body of research investigating the market significance of inventions by independent inventors relatively little attention has been devoted to understanding their technological significance a recent study conducted by dahlin k taylor m fichman m 2004 today s edisons or weekend hobbyists technical impact and success of inventions by independent inventors res policy 33 1167 1183 on the tennis racket industry shows that independent inventors are a heterogeneous group which includes both heroes who contribute substantially to technological progress and hobbyists who make only a marginal contribution what is not asked and therefore not explained is why this distinction arises in this paper we focus on the type of prior technological knowledge in terms of technological specialization and diversity applied by independent inventors and their corporate counterparts as a factor explaining differences in technological impact our empirical setting is the field of medical equipment technology we find that independent inventors are more sensitive to the negative effects of technological diversity than their corporate counterparts furthermore our study reveals that technological specialization pays off more for independent inventors than for their corporate counterparts therefore those independent inventors who apply low degrees of diversity and high degrees of specialization are capable of reaching the same level as or even outperforming their corporate counterparts thus becoming heroes based on our findings we discuss implications for research and corporate practice

filling a gap in traditional transaction cost economics towards transaction benefits based analysis abstract this paper analyzes dyadic partnership formation between asymmetric buyers and specialized suppliers in the first part of the paper different economics of organization based approaches are evaluated their basic implications concerning the rise of partnerships are derived in the second part a dynamized transaction cost and benefit model is introduced to analyze the most critical elements of a typical partnership decision the final part is based on insights from practice and in depth interviews among 12 specialized suppliers and their four large incumbent partners in the information and telecommunications industry

road transport externalities during the last decade much progress has been made in defining measuring the external costs of transport as the cost of tolling equipment falls the set of realistic policy options to internalise these externalities will continue to grow this will determine the research and policy agenda we make three points firstly empirical work is still necessary to better identify marginal external costs including congestion accident and environmental costs secondly any assessment of policy options should treat externalities simultaneously the use of pricing instruments and emissions standards are discussed within this framework thirdly we emphasise the role of government designing the optimal road pricing institutions requires consideration of horizontal and vertical tax competition while double dividend arguments are central to the question of securing public support

implications of delaying transport decarbonisation in the eu a systems analysis using the primes model abstract the transport sector decarbonisation represents an essential part of the ghg emissions reduction strategy of the eu for the 2030 and 2050 horizon the strategy presumes a far reaching structural system change towards the marketing of advanced electrified powertrains and use of energy carriers such as electricity and hydrogen that are generated in a carbon free way the decade 2020 2030 is expected to set in motion the complex process of the necessary transformation of the power generation and transport systems which mandates the successful coordination of the interrelated market actors consumers and policy makers this paper presents a systems analysis that aims to assess what would happen if the decarbonisation strategy fails to develop as anticipated during the decade 2020 2030 we refer to this timeframe as the lost decade to answer this question our analysis is based on counterfactual scenarios quantified using the primes energy systems model the analysis concludes that the decade 2020 2030 is a critical point in this transformation limited progress in the coming decade would require the adoption of stringent policy measures beyond 2030 which along with the pressure to reduce emissions in a short period are found to increase substantially the total costs of the system

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

marginal tax reform externalities and income distribution the paper examines welfare improving and revenue neutral directions marginal policy reforms for an economy with nonidentical individuals and an externality that has a feedback effect on the consumption of taxed goods it considers three types of policy instruments the indirect taxes the uniform poll transfer and public abatement this extends the framework set up by ahmad and stern 1984 bovenberg and de mooij 1994 and schob 1996 the theoretical model is illustrated for a specific externality namely congestion caused by peak car transport

a new product growth for model consumer durables this article originally appeared in management science january 1969 volume 15 number 5 pp 215 227 published by the institute of management sciences a growth model for the timing of initial purchase of new products is developed and tested empirically against data for eleven consumer durables the basic assumption of the model is that the timing of a consumer s initial purchase is related to the number of previous buyers a behavioral rationale for the model is offered in terms of innovative and imitative behavior the model yields good predictions of the sales peak and the timing of the peak when applied to historical data a long range forecast is developed for the sales of color television sets

electric vehicles rising from the dead data needs for forecasting consumer response toward sustainable energy sources in personal transportation abstract since standard vehicles are powered by internal combustion mechanisms that rely on fossil fuels electric vehicles that are propelled by one or more electric engines have been proposed as an alternative to promote sustainable personal transportation in this paper we propose a general demand model for vehicle purchases at the individual level assuming that the necessary microdata is available we then list the ideal microdata that would be needed for estimating this general demand model for elaborating this list we take into account the particularities of low emission vehicles with emphasis in their cost reliability environmental benefits tradeoff as well as the potentiality for evaluation of welfare improving policies related to adoption of energy efficient technologies we discuss data sources and collection strategies for the different attributes of the model especially for those characteristics that are nonstandard such as symbolic values for instance we discuss the role of range anxiety as a barrier of adoption of electric vehicles and the implied relevance of including driving range to get consumers willingness to pay for better performing electric batteries

an evaluation of vendor selection models from a total cost of ownership perspective abstract many different vendor selection models have been published in the purchasing literature however there has been no systematic approach to compare the relative efficiency of the systems in this paper we propose to use the concept of total cost of ownership as a basis for comparing vendor selection models we illustrate the comparison with a real life data set of the purchasing problem of ball bearings at cockerill sambre a belgian multinational company in the steel industry from a total cost of ownership perspective mathematical programming models outperform rating models and multiple item models generate better results than single item models for this specific case study

gasoline prices fuel economy and the energy paradox abstract policymakers often assert that consumers undervalue future gasoline costs when they buy automobiles we test this by measuring whether relative prices of vehicles with different fuel economy ratings fully adjust to variation in gasoline prices vehicle prices move as if consumers are indifferent between 1 00 in discounted future gas cost and 0 76 in vehicle purchase price we show how corrections for endogenous market shares and utilization measurement error and different gasoline price forecasts affect the results we also provide unique evidence of sticky information vehicle markets respond to changes in gasoline prices with up to a six month delay

discounting and distributional considerations in the context of global warming the economics of global warming is reviewed with special emphasis on how the cost depends on the discount rate and on how costs in poor and rich regions are aggregated into a global cost estimate both of these factors depend on the assumptions made concerning the underlying utility and welfare functions it is common to aggregate welfare gains and losses across generations and countries as if the utility of money were constant but it is not if we assume that a e co2 equivalent dlubling implies costs equal to 1 5 of the income in both high and low income countries a pure rate of time preference equal to zero and a utility function which is logarithmic in income then the marginal cost of co2 emissions is estimated at 260 590 usd ton c for a time horizon in the range 300 1000 years an estimate which is large enough to justify significant reductions of co2 emissions on purely economic grounds the estimate is approximately 50 100 times larger than the estimate made by nordhaus in his dice model and the difference is almost completely due to the choice of discount rate and the weight given to the costs in the developing world as well as a more accurate model of the carbon cycle finally the sensitivity of the marginal cost estimate with respect to several parameters is analyzed

applied welfare economics with discrete choice models economists have been paying increasing attention to the study of situations in which consumers face a discrete rather than a continuous set of choices such models are potentially very important in evaluating the impact of government programs upon consumer welfare but very little has been said in general regarding the tools of applied welfare economics indiscrete choice situations this paper shows how the conventional methods of applied welfare economics can be modified to handle such cases it focuses on the computation of the excess burden of taxation and the evaluation of quality change the results are applied to stochastic utility models including the popular cases of probit and logit analysis throughout the emphasis is on providing rigorous guidelines for carrying out applied work this abstract was borrowed from another version of this item

reducing petroleum consumption from transportation diesel fuels alone account for 60 percent of oil consumption the economic argument for seeking to reduce this level of consumption of petroleum based liquid ment for seeking to reduce this level of consumption of petroleum based liquid fuel begins with the externalities associated with high levels of u s consumption of fuel begins with the externalities associated with high levels of u s consumption of petroleum based fuels petroleum based fuels

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

second best road taxes in polycentric networks with distorted labor markets this paper examines the interaction of road taxes with spatially invariant labor taxation in a polycentric network it derives analytical expressions for the network counterparts of the traditional double dividend effects i e pigouvian tax interaction and revenue recycling effects and computes them under different policy regimes the analysis reveals a series of conditions under which a system of cordons around the major nodes of a network might be more efficient than marginal external cost pricing with a high elasticity of labor supply and limited public transport coverage it is shown that the pigouvian tax rule might reduce welfare even when the generated revenue is used to finance labor tax cuts

over confidence may reduce negotiation delay abstract when a seller negotiates with multiple buyers how does over confidence affect the timing of trade in this paper we distinguish between over confidence about trade opportunities and over confidence about the terms of trade in bargaining environments without externalities both types of over confidence can cause delays in agreement if externalities are present the two forms of subjective bias have very different impacts on delay in particular over confidence about trade opportunities may reduce bargaining delay

and a vision appeared unto them of a great profit evidence of self deception among the self employed evidence is presented that the self employed expect better financial outcomes than do employees but experience worse realisations this is consistent with theories that entrepreneurship is driven by unrealistic optimism

explaining the swollen middle why most transactions are a mix of market and hierarchy why are firms sometimes more efficient than markets at organizing transactions why are most transactions arrayed neither at the pure market nor at the pure hierarchy end of the continuum but rather in the swollen middle incorporating features of both market and hierarchy why don t firms make greater use of price incentives this paper addresses these three questions by developing a model of the choice of institution one key building block is the distinction between organizing methods hierarchy and the price system and institutions firms and markets hierarchy and the price system are two distinct methods for organizing transactions each with particular costs and benefits markets and firms are institutions which use one or both of these methods although markets predominantly use prices and firms rely principally on hierarchy there is not a one to one correspondence between prices and markets or between hierarchy and firms indeed the paper argues that it is generally more efficient to use a mix of both methods than to specialize in either the paper focuses on the enforcement properties of prices and hierarchy hierarchy controls individuals directly by constraining their behavior by imposing behavior constraints while prices do it indirectly by measuring their outputs through price constraints under hierarchy individuals receive a salary to do as told while self employed individuals governed by the price system are rewarded on the basis of their output each system has its own biases using prices maximizes effort minimizes shirking but incites individuals to inflate the price and or reduce the quality of their output it encourages cheating relying on hierarchy results in the opposite bias under hierarchy individuals are not paid in function of their output but instead are rewarded for following directives they have thus strong incentives to minimize effort to shirk unless properly supervised but being paid a fixed sum to follow orders they have few incentives to cheat hence the price system experiences low shirking but potentially high cheating costs while hierarchy faces low cheating but high shirking costs organizing costs are the sum of shirking and cheating costs any given transaction will be organized by the mix of price and hierarchy i e by the mix of price and behavior constraints that minimizes organizing costs a transaction will be organized within a firm if the reduction in cheating costs achieved by replacing price constraints by behavior constraints exceeds the resulting increase in shirking costs and by the market in the opposite case the paper shows that cheating and shirking costs increase more than proportionately as one concentrates in either pure price or behavior constraints hence using a mix of both methods generally minimizes the sum of cheating and shirking costs this explains why most transactions exhibit features of both markets and hierarchy the paper shows clearly the tradeoff involved between price and behavior constraints it explains the costs and benefits of using two types of price incentives in firms piecework and profit centers and predicts when they will be used

innovation threats and strategic responses in oligopoly markets this paper deals with the strategic reaction of firms to competitive threats stemming from newly developed products of actual competitors product innovation projects go through multiple time consuming stages with several continuation termination decisions hence competitors can react to the threat before the new product is introduced and thereby may prevent or facilitate the product s introduction we consider a duopoly model where firm 1 can start a two stage product innovation project for obtaining a horizontally and vertically differentiated product in between the two stages firm 2 can react by making an investment that improves the competitive position of the current product we find that under weak vertical differentiation firm 2 wants firm 1 to innovate horizontal differentiation softens competition and firm 2 over invests to induce firm 1 to launch the new product second under strong vertical differentiation firm 1 starts the product innovation project triggering under investment by firm 2 but never finishes it the under investment makes firm 2 a weaker competitor which induces firm 1 not to innovate third under very strong vertical differentiation firm 2 prevents a launch of the new product by over investing this results in a strong competitive position of firm 2 it therefore captures such a big market share that firm 1 will not introduce the new product the situation of firm 1 in the old market has worsened the option to complete the innovation created by initiating the first stage of the innovation project has a negative value for firm 1

optimal electric vehicle production strategy under subsidy and battery recycling abstract government subsidy and battery recycling are two common practical issues in the electric vehicle ev market this study investigates a loss averse ev manufacturer s optimal production strategy under uncertain market demand in the presence of both government subsidy and battery recycling an analytical model is built and related optimal solution and numerical experiments are provided results indicate that increased subsidy promotes the manufacturer s optimal production quantity and expected utility increased battery recycling rate promotes the manufacturer s optimal production quantity however the manufacturer s expected utility decreases with the battery recycling rate if the optimal production quantity is sufficiently small this result implies that the manufacturer may prefer a relatively small battery recycling rate when the market scale is small consequently the government should establish regulations to promote battery recycling for environmental protection we find that either subsidy or battery recycling can offset the negative effects of loss aversion on the optimal production quantity and expected utility the majority of our results still hold if we consider multiple repurposing options for used batteries or an alternative subsidy mechanism in particular the manufacturer s optimal production quantity and expected utility are higher under cost subsidy mechanism than under consumer subsidy mechanism

household adjustment to gasoline price change an analysis using 9 years of us survey data this paper examines the dynamics and composition of household adjustment to changes in the real price of gasoline using a panel of us households by decomposing the demand for gasoline into the demand for vehicle miles traveled and the demand for household composite miles per gallon we are able to add rich detail to the description of how households respond to gasoline price changes while obtaining total price elasticity estimates well within the range found in the literature we find that consumers initially respond to a price rise with a much larger decrease in consumption than would be indicated by the total elasticity in addition households respond to price changes by adjusting vehicle miles traveled more than composite miles per gallon in the year after a price change

the economics of organization the transaction cost approach the transaction cost approach to the study of economic organization regards the transaction as the basic unit of analysis and holds that an understanding of transaction cost economizing is central to the study of organizations applications of this approach require that transactions be dimensionalized and that alternative governance structures be described economizing is accomplished by assigning transactions to governance structures in a discriminating way the approach applies both to the determination of efficient boundaries as between firms and markets and to the organization of internal transactions including the design of employment relations the approach is compared and contrasted with selected parts of the organization theory literature

the effect of risk sensitivity on a supply chain of mobile applications under a consignment contract with revenue sharing and quality investment abstract the paper provides a thorough investigation of the revenue sharing contract format typically used in the mobile applications apps industry the platform provider sets the level of revenue sharing and the app developer determines the investment in quality and the selling price of the app the demand for an app which depends on both price and quality investment is assumed to be uncertain so the risk attitude of the supply chain members has to be considered specifically we focus on how risk sensitive behavior of supply chain members affects chain performance the members equilibrium strategies are analyzed under different attitudes toward risk averse neutral and seeking we show that the retailer s utility function has no effect on the equilibrium strategies and suggest schemes to identify these strategies for any utility function of the developer we find that i the revenue sharing contract circumvents the double marginalization effect associated with vertical competition and therefore yields the best selling price for the customer ii a decentralized supply chain sometimes performs better than a centralized one and iii a risk seeking developer may obtain a higher expected profit than does a risk neutral developer

the theory of reform and indian indirect taxes abstract given a set of value judgements an initial state and a model of the economy one can ask whether some feasible tax change would increase welfare we do this by defining the marginal cost in terms of welfare of raising an extra rupee from the i th good the inverse optimum problem is the calculation of non negative welfare weights on households which imply that the initial state is optimum if no such welfare weights exist then a pareto improvement is possible we illustrate the concepts and results using data from the indian economy for 1979 1980 directions of tax reform for a number of specific social welfare functions and for pareto improvements are presented

transaction cost economics in global sourcing assessing regional differences and implications for performance this paper addresses two gaps in current research on transaction cost economics tce first the fundamental claim suggesting that firms that align their governance structure to transactions according to tce perform better than those that do not and second the application of tce to global sourcing transactions a research model is presented and evaluated using a set of 150 relationships between swiss buyers and foreign suppliers the findings suggest that there are significant differences in how transactions and governance structures are aligned with varying performance and with suppliers from western europe as compared to suppliers from other regions

does patenting help high tech start ups abstract using data on all high and medium tech start ups in the uk in 2000 this paper assesses the effect associated with a firm s decision to patent on a firm s subsequent growth between 2001 and 2005 we propose a new approach to addressing well known issues challenging identification of any patent effect firm heterogeneity simultaneity between firm performance and patenting and sample selection our findings suggest that patentees have higher asset growth than non patentees of between 8 and 27 per annum 2011 elsevier b v all rights reserved

entrepreneurial learning and the existence of credit markets abstract i explore the economic implications of learning by doing by borrower entrepreneurs who are initially imperfectly informed about their innate abilities it is shown how entrepreneurial learning worsens the adverse effects of moral hazard causing the possible disappearance of otherwise viable credit markets and thereby decreasing social welfare the reason is that learning reduces subjective uncertainty about risky future outcomes thus encouraging excessive risk taking behaviour

the return to independent invention evidence of unrealistic optimism risk seeking or skewness loving examining a sample of 1 091 inventions i investigate the magnitude and distribution of the pre tax internal rate of return irr to inventive activity the average irr on a portfolio investment in these inventions is 11 4 this is higher than the risk free rate but lower than the long run return on high risk securities and the long run return on early stage venture capital funds the portfolio irr is significantly higher for some ex ante identifiable classes of inventions the distribution of return is skew only between 7 9 reach the market of the 75 inventions that did six realised returns above 1400 60 obtained negative returns and the median was negative

economists views about parameters values and policies survey results in labor and public economics specialists in labor economics and public economics at 40 leading research universities provided opinions of policy proposals quantitative best estimates and 95 percent confidence intervals for economic parameters and answers to values questions regarding income redistribution efficiency versus equity and individual versus social responsibility their positions on policy are more closely related to their values than to their estimates of relevant economic parameters average best estimates of the economic parameters agree well with the relevant literature but individual best estimates are usually widely dispersed the individual 95 percent confidence intervals are much narrower than the substantial cross respondent variation in estimates would warrant

risky innovation the impact of internal and external r d strategies upon the distribution of returns a b s t r a c t external innovation increases the profits of the median firm but also increases dispersion and the kur tosis of the distribution of profits this means that external strategies are risky and may require a very large number of attempts before average returns are obtained this puts smaller firms into a position of disproportionately high risk despite the earlier evidence that the rewards from innovation are positively skewed we find no effect of innovation strategies upon the skewness of the distribution of firms profits

improving behavioral realism in hybrid energy economy models using discrete choice studies of personal transportation decisions hybrid energy economy models combine top down and bottom up approaches to explore behaviorally realistic responses to technology focused policies this research uses empirically derived discrete choice models to inform key behavioral parameters in cims a hybrid model the discrete choice models are estimated for vehicle and commuting decisions from a survey of 1150 canadians with the choice models integrated into cims we simulate carbon taxes gasoline vehicle disincentives and single occupancy vehicle disincentives to show how different policy levers can motivate technological change we also use the empirical basis for the choice models to portray uncertainty in technological change costs and emissions

congestion land use and job dispersion a general equilibrium model abstract in dispersed cities congestion tolls would drive up central wages and rents and would induce centrally located producers to want to disperse closer to their workers and their customers paying lower rents and realizing productivity gains from land to labor substitution but the tolls would also induce residents to want to locate more centrally in order to economize on commuting and shopping travel in a computable general equilibrium model we find that the centralizing effect of tolls on residences dominates on the decentralizing effect of tolls on firms causing the dispersed city to have more centralized job and population densities under stylized parameters we find that efficiency gains from levying congestion tolls on work and shopping travel are 3 0 of average income about 80 of such gains come from road planning and 20 from tolls

overoptimism and the performance of entrepreneurial firms recent theoretical and empirical research on cognitive bias in decision making suggests that overoptimism critically influences entrepreneurs decisions to establish and sustain new ventures we investigate whether such cognitive bias influences entrepreneurial venture performance using data on commercialization efforts for university inventions in contrast to prior studies our results suggest that entrepreneurial overoptimism does not appear to be the determining factor in the decision to found a firm we do find that entrepreneurs continue unsuccessful development efforts for longer periods of time than do established firms which is consistent with entrepreneurial overoptimism in the development of technologies with uncertain market prospects this latter finding is also consistent with rationality based models of decision making behavior however we find that the economic returns associated with many of the technologies in our sample are realized after the start up has been acquired by an established firm suggesting that start ups may serve as a transitional organizational form in the market for technology commercialization

optimal taxes and the structure of preferences if optimal tax theory is to be the basis for calculating tax rates a close understanding is required of the relationship between the structure of preferences and the configuration of optimal tax rates otherwise hypotheses chosen by the econometrician for practical convenience may completely determine the results independently of measurement this paper explores the relationship between various types of separability particularly weak and implicit separability and optimal tax rates in the various models discussed in the literature the use of distance functions and the antonelli matrix provides a significant unification of previously disparate results in the final analysis optimal tax theory should be the basis for actual calculation of tax rates although recently there have been great advances in theoretical results and in our understanding of their meaning we are still some way from a working knowledge of whether uniform commodity taxes are in practice optimal or if not which commodities should be discriminated against present theoretical formulae do not yield clear cut results except in special cases and it has recently become clear that optimal rates depend crucially on the detailed structure of consumer preferences for example atkinson and stiglitz 3 show that with an optimal nonlinear income tax discriminatory commodity taxes are only necessary to the extent that individual commodities are not weakly separable from leisure more recently deaton 6 has shown that a similar result holds for what is perhaps the most interesting of the standard models that where there are many consumers and only a linear income tax and proportional commodity taxes are allowed in this case separability between goods and leisure together with linear engel curves for goods removes the need for differential commodity taxation in consequence nothing can be learned about commodity taxes from consumer demand studies in which commodity demands are explained conditionally on total expenditure and commodity prices and which assume linear engel curves all such studies require separability from leisure as a maintained hypothesis and so are consistent with uniform commodity taxation these results suggest that the prospects for meaningful empirical calculations of tax rates are bleak econometricians estimating commodity demand and labor supply equations make generous use of separability assumptions to enable estimation at all in consequence it is likely that empirically calculated tax rates based on econometric estimates of parameters will be determined in structure not by the measurements actually made but by arbitrary untested and even unconscious hypotheses chosen by the econometrician for practical convenience to remedy this situation and as a prelude to fruitful empirical work it is necessary to have a more explicit understanding of how preference structure affects optimal tax rates such is the object of this paper three different

transport tax reform commuting and endogenous values of time abstract we consider a model of urban transport with two trip purposes commuting assumed perfectly complementary to labour supply and noncommuting to analyse the effects of transport tax reform on the value of time and marginal external congestion costs higher commuting taxes plausibly reduce time values but higher noncommuting transport prices will typically raise the value of time the intuition for this latter finding is that the reduction in congestion that follows from the tax increase itself raises net wages per hour of work inclusive of commuting time empirical illustrations with belgian data show a potentially large effect of transport tax reform on time values in quite a few of the tax reforms studied traffic levels are reduced but the increase in time values implies that marginal external congestion costs actually increase

reference dependent electric vehicle production strategy considering subsidies and consumer trade offs abstract in this paper we extend previous reference dependence newsvendor research by incorporating both consumer trade offs and government subsidies to evaluate the relevant influences on the optimal electric vehicle ev production decisions we present the properties of the model derive the closed form solutions for the model given the relevant constraints and use numerical experiments to illustrate the results we find that subsidies loss aversion the performance of both evs and internal combustion engine powered vehicles icevs and the coefficient of variation of demand are significant factors influencing the optimal production quantity and the expected utilities of ev production the high selling price and other high costs of icevs help offset the influence of loss aversion whereas the high costs of ev enhance loss aversion our study enriches the literature on subsidies for evs by establishing a behavioral model to incorporate the decision bias in terms of loss aversion at the firm level these findings provide guiding principles for both policymakers and ev managers for making better strategies to promote evs in the early immature market

a control function approach to endogeneity in consumer choice models abstract endogeneity arises for numerous reasons in models of consumer choice it leads to inconsistency with standard estimation methods that maintain independence between the model s error and the included variables the authors describe a control function approach for handling endogeneity in choice models observed variables and economic theory are used to derive controls for the dependence between the endogenous variable and the demand error the theory points to the relationships that contain information on the unobserved demand factor such as the pricing equation and the advertising equation the authors approach is an alternative to berry levinsohn and pakes s 1995 product market controls for unobserved quality the authors apply both methods to examine households choices among television options including basic and premium cable packages in which unobserved attributes such as quality of programming are expected to be correlated with price without correcting for endogeneity aggregate d

on the market for venture capital we propose a theory of the market for venture capital that links the excess return to venture equity to the scarcity of venture capitalists vcs high returns make the vcs more selective and eager to terminate nonperforming ventures because they can move on to new ones the scarcity of vcs enables them to internalize their social value and the competitive equilibrium is socially optimal moreover the bilaterally efficient contract is a simple equity contract we estimate the model for the period 1989 2001 and compute the excess return to venture capital which turns out to be 8 6 percent finally we back out the return of solo entrepreneurs which is increasing in their wealth and ranges between zero and 3 5 percent

accounting for preference and scale heterogeneity in establishing whether it matters who is interviewed to reveal household automobile purchase preferences the choice of automobile purchases in households often involves participation of more than one household member each of which exerts some degree of influence on the final choice outcome the influence of more than one agent has been recognised for many years and yet the majority of automobile choice studies develop choice models as if a single agent is involved in the preference revelation process what is not clear is whether it makes any substantive difference in preference revelation according to who is interviewed in a household using a generalised mixed logit framework that accounts for preference and scale heterogeneity we estimate a series of models to investigate whether there are significant differences between the preferences of each individual in a household when assessed in isolation from other household members as well as their joint preferences when expressing their preferences through a group choice task the context is choosing amongst petrol diesel and hybrid fuelled vehicles associated with specific levels of fuel efficiency and engine capacity when faced with a mix of vehicle prices fuel prices fixed annual registration fees annual emission surcharges and vehicle kilometre emission surcharges using a stated choice experiment we find that sampling a single individual as a representative of the household s preferences is less appropriate than utilising preference information from the relevant group of decision makers in the household

consumer learning and hybrid vehicle adoption we study the effect of differences in product quality on new technology diffusion we propose a model in which heterogeneity in perceived product quality affects consumer adoption if consumers experientially infer the quality of a technology an increase in initial exposure to a low quality product may inhibit subsequent diffusion incentives intended to speed up adoption may in fact have the opposite effect if they propagate low quality signals we examine the predictions of the model using sales data for 11 hybrid vehicle models between 2000 and 2006 consistent with press reports that the first generation insight was perceived to be of lower quality than the first generation prius we find that conditional on overall hybrid vehicle adoption in the first 2 years locations with a relatively high prius market share experienced faster subsequent adoption than states with a relatively high insight market share we estimate the elasticity of new hybrid sales with respect to the prius penetration rate is 0 30 0 58 while the elasticity with respect to the insight penetration rate is 0 14 to 0 44

toward an optimal u s ethanol fuel subsidy abstract enhanced environmental quality fuel security and economic development along with reduced prices of ethanol gasoline blends are often used as justifications for the u s federal excise tax exemption on ethanol fuels however the possible effect of increased overall consumption of fuel in response to lower total price mitigating the environmental and fuel security benefits are generally not considered taking this price response into account the optimal u s ethanol subsidy is derived estimated values of the optimal subsidy reveal that the subsidy s environmental and security benefits are questionable however positive environmental and security benefits from the ethanol tax exemption subsidy may be obtained if the subsidy is combined with an increase in the excise tax on gasoline

automobile externalities and policies this paper discusses the nature and magnitude of externalities associated with automobile use including local and global pollution oil dependence traffic congestion and traffic accidents it then discusses current federal policies affecting these externalities including fuel taxes fuel economy and emissions standards and alternative fuel policies summarizing insofar as possible the welfare effects of those policies finally we discuss emerging pricing policies including congestion tolls and insurance reform and summarize the appropriate combination of policies to address automobile externalities

the optimal subsidy on electric vehicles in german metropolitan areas a spatial general equilibrium analysis abstract e mobility and diffusion of electric vehicles have become a major policy issue in many countries for example the german federal government pursues the strategy of achieving one million electric vehicles by 2020 in this paper we examine whether it is optimal to subsidize the use of electric vehicles by granting electric power subsidies and how large the corresponding optimal rate is we first analytically derive the optimal power tax in a spatial model of a city with two zones where commuting carbon emissions endogenous labor supply fuel and power taxes are considered it is shown that in a spatial urban environment the optimal tax rate depends in particular on transport related externalities tax interaction effects and redistribution effects working via the urban land market second we extend the model to a full spatial general equilibrium model and employ simulations to calculate sign and size of the optimal tax subsidy rate this model is calibrated to a typical german metropolitan area the results show that electric vehicles should not be subsidized but taxed the results are robust with respect to changes in the willingness to adopt electric vehicles the costs of driving electric vehicles and even if emissions of electric vehicles are zero

the neighbor effect simulating dynamics in consumer preferences for new vehicle technologies abstract understanding consumer behaviour is essential in designing policies that efficiently increase the uptake of clean technologies over the long run expert opinion or qualitative market analyses have tended to be the sources of this information however greater scrutiny on governments increasingly demands the use of reliable and credible evidence to support policy decisions while discrete choice research and modeling techniques have been applied to estimate consumer preferences for technologies these methods often assume static preferences this study builds on the application of discrete choice research and modeling to capture dynamics in consumer preferences we estimate canadians preferences for new vehicle technologies under different market assumptions using responses from two national surveys focused on hybrid gas electric vehicles and hydrogen fuel cell vehicles the results support the relevance of a range of vehicle attributes beyond the purchase price in shaping consumer preferences towards clean vehicle technologies they also corroborate our hypothesis that the degree of market penetration of clean vehicle technologies is an influence on people s preferences the neighbor effect finally our results provide behavioural parameters for the energy economy model cims which we use here to show the importance of including consumer preference dynamics when setting policies to encourage the uptake of clean technologies

uncertainty loss aversion and markets for energy efficiency increasing energy efficiency is critical to mitigating greenhouse gas emissions from fossil fuel combustion reducing oil dependence and achieving a sustainable global energy system the tendency of markets to neglect apparently cost effective energy efficiency options has been called the efficiency gap or energy paradox the market for energy efficiency in new energy using durable goods however appears to have a bias that leads to undervaluation of future energy savings relative to their expected value this paper argues that the bias is chiefly produced by the combination of substantial uncertainty about the net value of future fuel savings and the loss aversion of typical consumers this framework relies on the theory of context dependent preferences the uncertainty loss aversion bias against energy efficiency is quantifiable making it potentially correctible by policy measures the welfare economics of such policies remains unresolved data on the costs of increased fuel economy of new passenger cars taken from a national research council study illustrate how an apparently cost effective increase in energy efficiency would be uninteresting to loss averse consumers

complementarities between jit purchasing practices an economic analysis based on transaction costs the objective of this paper is to analyse the complementarities and interrelationships between the different jit purchasing practices which have extended in industrial markets in recent years the incorporation of trust as an explicative element in a framework based on transaction costs economics leads us to propose that the success of logistics related jit purchasing practices which fundamentally transform the physical exchange process depends on the implementation of additional practices which transform the way of governing and controlling the relationships and which support and rely on a co operation climate empirical tests carried out over a sample of 148 spanish auto components suppliers confirm this reasoning