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 limits of market oriented regulatory techniques the case of automotive fuel economy the search for more efficient market oriented regulatory techniques has produced significant recent advances in several areas among these would appear to be the corporate average fuel economy cafe approach to reducing gasoline consumption by the domestic automobile fleet the 1975 energy policy and conservation act required manufacturers to sell fleets with a sales weighted average of 18 miles per gallon in the 1978 model year 19 mpg in 1979 20 mpg in 1980 and 27 5 mpg in 1985 1 the standards for the four intervening years were subsequently set by the national highway traffic safety administration at 22 24 26 and 27 miles per gallon the advantages of the averaging approach over uniform vehicle standards or a gas guzzler tax are two fold first cafe permits each firm to increase its overall fuel efficiency in the cheapest manner since the costs of mileage improvements for different vehicles may be rather different 2 and second it permits the continuation of a diverse product mix to the consumer since a uniform standard would probably result in the demise of certain models these arguments for averaging are now so widely accepted that the principle is being proposed inter alia for automotive emissions standards as well that is instead of maximum allowable emissions for each and every model manufacturers could produce models with various levels of pollutants

marriage bequest and assortative matching in rural ethiopia abstract this article examines the determinants of human and physical capital at marriage using detailed data from rural ethiopia we find that assets brought to marriage are distributed in a highly unequal manner for first unions assets brought to marriage are positively associated with parents wealth indicating that a bequest motive affects assets at marriage parental wealth affects the inheritance of neither groom nor bride sibling competition from brothers affects grooms inheritance but sisters have no effect the marriage market is a major conduit for rural and gender inequality although avenues do exist for couples to accumulate wealth over their life cycle

new vehicle feebates new vehicle feebate programs encourage improved fleet wide vehicle fuel efficiency yet analyses of these policies have been limited to ad hoc proposals in this paper we exploit an extensive multi year dataset which includes more than 16 million observations to evaluate the welfare implications of a long standing vehicle feebate program in the canadian province of ontario we 1 show that second best optimal feebates can be written as a function of new vehicle pigouvian taxes 2 find that ontario s feebate program was welfare enhancing relative to a no feebate scenario but that a second best optimal benchmark would have yielded additional welfare while reducing fleet wide emissions and 3 find that ontarian consumers responded asymmetrically to fees versus rebates

international remittances and human capital formation summary this article investigates the effect of international migration on children left behind in peru the theoretical model is based on human capital theory and educational investment decision linked to remittances the model analyzes the role of international remittances on the investment decision between sending children to a public school or to a private school using data for the period 2007 10 this study addressed the problem of a left censored endogenous variable for panel data by using a two step estimation and found that international remittances have a positive effect on the likelihood to send children to private schools controlling for absenteeism of parents

e ztax tax salience and tax rates this paper examines whether the salience of a tax system affects equilibrium tax rates i analyze how tolls change after toll facilities adopt electronic toll collection etc drivers are substantially less aware of tolls paid electronically i estimate that in steady state tolls are 20 to 40 percent higher than they would have been without etc consistent with a salience based explanation for this toll increase i find that under etc driving becomes less elastic with respect to the toll and toll setting becomes less sensitive to the electoral calendar alternative explanations appear unlikely to be able to explain the findings

labor migration and risk aversion in less developed countries in this paper we question the pioneering work of todaro which states that rural to urban labor migration in less developed countries ldcs is an individual response to a higher urban expected income we demonstrate that rural to urban labor migration is perfectly rational even if urban expected income is lower than rural income we achieve this under a set of fairly stringent conditions an individual decision making entity a one period planning horizon and global risk aversion we obtain the result that a small chance of reaping a high reward is sufficient to trigger rural to urban labor migration

the distributional incidence of the gasoline tax in chile abstract this paper analyzes the distributional incidence of the excise tax on gasoline in chile using household budget surveys the incidence is calculated with respect to both income and expenditure distributions in order to consider the potential differences between transitory and permanent income the suits index is estimated as a measure of the degree of progressivity of the tax and confidence intervals are calculated using a bootstrap methodology to statistically compare changes in the incidence given changes in the tax the results show that the tax contrary to the evidence for several developed countries is slightly or moderately progressive with a lower degree of progressivity observed in the calculations based on income than those based on expenditure the simulation of the 25 reduction in the tax rate implemented in 2008 shows that in terms of incidence its effect is to reduce the progressivity of the gasoline tax which is the opposite of what was sought by the government with this policy

beyond death do us part the long term implications of divorce perceptions on women s well being and child schooling in rural ethiopia summary this paper examines how women s perception of the division of household assets upon divorce affects women s well being and child schooling outcomes in rural ethiopia findings suggest that women who perceive that their husband would get all the assets in case of a divorce also tend to perceive less control over their lives implications of perceptions of unequal divorce allocations on child schooling are more striking not only do children in households where perceived divorce allocations favor the husband do worse compared to children of the same age but girls fare even worse than boys in these households

clearing the air the costs and consequences of higher cafe standards and increased gasoline taxes abstract concerns about energy security and climate change have sparked legislators interest in reducing gasoline consumption by increasing corporate average fuel economy cafe standards using an empirically rich simulation model and cost estimates for anticipated fuel economy technologies we estimate annual costs of reducing long run gasoline consumption by 10 via a 3 8 miles per gallon increase in the standards and the potential cost savings from allowing manufacturers to buy and sell fuel economy credits maximum gasoline savings would be realized only after all existing vehicles were replaced or 14 years in our model a gasoline tax would produce greater immediate savings by encouraging people to drive less and eventually to choose more fuel efficient vehicles we demonstrate the advantage of a tax by comparing the cost of the higher cafe standards over the first 14 years against the cost of a gasoline tax that would save the same amount of gasoline over that time

marriage market matching and conspicuous consumption in china i introduction a preference for sons coupled with the one child policy has combined to generate a relative shortage of females in china estimates from china s population census suggest that for cohorts bom over the period 1970 2000 males have grown in share from 51 to 57 of the total population qian 2008 1251 estimates of the share of missing women in the country now exceed 40 million women bulte et al 2011 existing research has shown that these skewed sex ratios are producing widespread social and economic upheaval including higher saving rates ballooning housing prices wei and zhang 2011 wei et al 2012 higher rates of bachelorhood guilmoto 2012 and reduced overall welfare bhaskar 2011 recent research also suggests that spending on status goods appears to be growing in magnitude even in poorer parts of rural china brown et al 2011 chen et al 2012 in this article we investigate the extent to which skewed sex ratios influence expenditure decisions in a broad sample of roughly 24 000 automobile transactions across china over the period 2009 2011 using a differences indifferences in differences approach we show that unmarried male consumers who reside in an area with an unfavorable sex ratio purchase more expensive vehicles than their married peers we also identify specific luxury vehicle models and confirm that the cars purchased by these consumers are more likely to be classified as higher end models the pressure generated by skewed sex ratios on individuals to consume conspicuously may vary along a number of dimensions we are able to explore two sources of heterogeneity in our sample first we show that the estimated relationship is both larger in magnitude and more precisely estimated among the quartile of individuals living in areas with the most highly skewed sex ratios second we find that the poorest quartile of unmarried males in our sample exhibit the largest changes in expenditure 1 this result is consistent with a situation in which individuals of varying income and potentially of varying reference groups use different sets of commodities to signal wealth as documented by chai and kaus 2012 for south african consumers finally we investigate whether this behavior generates negative externalities in the form of lower average fuel economy and higher average vehicle weight a factor that can significantly increase mortality in traffic accidents anderson and auffhammer 2014 our results suggest that consumption signaling skews the pool of purchased automobiles to lower gas mileage vehicles but has little impact on overall vehicle weight the use of consumption expenditure to signal social status has attracted a great deal of attention in the economics literature recent work has focused on empirically identifying consumption visibility and exploring the determinants and motivations for signaling charles et al 2009 heffetz 2011 these efforts routinely classify automobiles as among the most conspicuous of purchases and a number of papers focus specifically on vehicle purchases for instance grinblatt et al 2008 show that finnish consumers are directly influenced by the automobile purchases of their nearest neighbors particularly for recent purchases positional spending has also been studied in developing countries with research highlighting the fact that the allocation of expenditure for this purpose has the potential to act as a poverty trap in this setting banerjee and duflo 2007 brown et al 2011 case et al 2013 kaus 2013 moav and neeman 2010 2012 these effects appear to be amplified by marriage market conditions for instance chen et al 2012 show that relative to families with daughters poor chinese households with sons undertake higher levels of social gift giving associated with maintaining guanxi networks of influence in chinese society our analysis sample confers several unique advantages in this context

control and ownership of assets within rural ethiopian households this article investigates how the control and devolution of productive assets are allocated among husband and wife theory predicts that bargaining power within marriage depends on the division of assets upon divorce and on control over assets during marriage using detailed household data from rural ethiopia we show that assets brought to marriage ownership of assets control within marriage and disposition upon death or divorce are only partly related productive resources are controlled by the household head disposition upon death or divorce only loosely depends on individual ownership during marriage but control is associated with larger claims upon divorce assets brought into marriage have little impact on disposition upon death but matter in case of divorce

incorporating affirmative action into the welfare state abstract in this paper we discuss a novel aspect of affirmative action policy we examine its redistributive role asking whether in an egalitarian society supplementing the tax transfer system with an affirmative action policy would enhance social welfare we demonstrate that affirmative action could be a desirable policy tool even if racial discrimination does not exist in the labor market

remittances and household consumption instability in developing countries this paper analyzes the impact of remittances on household consumption instability in a large panel of developing countries there are four main results first remittances significantly reduce household consumption instability second remittances play an insurance role by dampening the effects of various sources of consumption instability in developing countries natural disasters agricultural shocks discretionary fiscal policy systemic financial and banking crises and exchange rate instability third the stabilizing role played by remittances is stronger in less financially developed countries fourth the overall stabilizing effect of remittances is mitigated when remittances exceed 6 of gdp

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

remittances financial development and growth abstract despite the increasing importance of remittances in total international capital flows the relationship between remittances and growth has not been adequately studied this paper studies one of the links between remittances and growth in particular how local financial sector development influences a country s capacity to take advantage of remittances using a newly constructed dataset for remittances covering about 100 developing countries we find that remittances boost growth in countries with less developed financial systems by providing an alternative way to finance investment and helping overcome liquidity constraints this finding controls for the endogeneity of remittances and financial development does not depend on the particular measure of financial sector development used and is robust to a number of robustness tests including threshold estimation we also provide evidence that there could be an investment channel trough which remittances can promote growth especially when the financial sector does not meet the credit needs of the population

immigration and the family this article studies the role of the family in determining the skill composition and labor market experiences of immigrants in the united states our theoretical framework based on the assumption that family migration decisions maximize household income shows that the family attenuates the selection characterizing the skills of the immigrant population the empirical analysis uses the 1970 and 1980 public use samples of the u s census and reveals that an immigrant s skills and labor market performance are greatly influenced by the composition of the household at the time of migration and by his placement in the immigration chain

a theory of remittances as an implicit family loan arrangement abstract the idea of an implicit and informal loan agreement between family members to explain migrants remittances is not new but its implications have not been fully explored in the theoretical literature many empirically testable propositions may be derived from this hypothesis when trying to explain why emigrants remit what the time profile of remittances is how it depends on the intent to stay on the expected length of stay and on interest rates what use people make of remittances and how the home family consumption behavior is affected by the economic prospects in the receiving country furthermore this theory yields many interesting policy prescriptions for less developed countries wishing to maximize the remittance flow from emigrants

is pay as you drive insurance a better way to reduce gasoline than gasoline taxes gasoline taxes are widely perceived as the most efficient instrument for reducing gasoline consumption because they exploit all behavioral responses for reducing fuel use including reduced driving and improved fuel economy at present however higher fuel taxes are viewed as a political nonstarter pay as you drive payd auto insurance which involves replacing existing lump sum premiums with premiums that vary in proportion to miles driven should be more practical since they do not raise driving costs for the average motorist we show that when impacts on a broad range of motor vehicle externalities are considered payd also induces significantly higher welfare gains than comparable gasoline tax increases for fuel reductions below 9 the reason is that under payd all of the reduction in fuel use rather than just a fraction comes from reduced driving this produces a substantial additional efficiency gain because mileage related external costs especially congestion and accidents are relatively large in magnitude this abstract was borrowed from another version of this item

pounds that kill the external costs of vehicle weight heavier vehicles are safer for their own occupants but more hazardous for other vehicles simple theory thus suggests that an unregulated vehicle fleet is inefficiently heavy using three separate identification strategies we show that controlling for own vehicle weight being hit by a vehicle that is 1000 pounds heavier generates a 40 50 increase in fatality risk these results imply a total accident related externality that exceeds the estimated social cost of us carbon emissions and is equivalent to a gas tax of 0 97 per gallon 136 billion annually we consider two policies for internalizing this external cost a weight varying mileage tax and a gas tax and find that they are similar for most vehicles the findings suggest that european gas taxes may be much closer to optimal levels than the us gas tax language en

energy efficiency policy in a non cooperative world abstract in this paper we explore energy efficiency policies in the presence of a global environmental problem and international cost interdependency associated with r d activities we develop a simple model with two regions where the cost of an appliance in one region depends upon the level of energy efficiency in that region and the level of r d activities by the appliance industry in our model the cooperative outcome can be decentralized by imposing a tax on energy however we show that when regions do not cooperate they have an incentive to adopt additional instruments to increase energy efficiency the reason is that the lack of cooperation leads to under taxation of the environmental externality which in turn creates an incentive to try to reduce emissions produced abroad we illustrate this phenomenon with the californian vehicle greenhouse gas standards

the effects of transport regulation on the oil market does market power matter instruments used to regulate the consumption of oil in the transport sector include fuel taxes biofuel requirements and fuel efficiency standards however the effects that these have on oil consumption and price vary if market power is present in the oil market the directions of change in consumption and price might contrast with those in a competitive market as a result the market structure affects not only the effectiveness of the policy instruments used to reduce oil consumption but also the terms of trade and carbon leakage in particular reduced oil consumption as a result of increased fuel efficiency standards will unambiguously increase the price of oil under a monopoly

intergenerational mobility and interpersonal inequality in an african economy how much economic mobility is there across generations in a poor primarily rural economy how much do intergenerational linkages contribute to current inequality we address these questions using original survey data on senegal that include a sub household measure of consumption for cells within the household while intergenerational linkages are evident we find a relatively high degree of mobility across generations associated with the shift from farm to non farm sectors and greater economic activity of women male dominated bequests of land and housing bring little gain to consumption and play little role in explaining inequality though they have important effects on sector of activity inheritance of non land assets and the education and occupation of parents especially the mother and their choices about children s schooling are more important to adult welfare than property inheritance significant gender inequality in consumption is evident though it is almost entirely explicable in terms of factors such as education and non land inheritance there are a number of other pronounced gender differences with intergenerational linkages appearing through the mother rather than the father

the accident externality of driving evidence from observance of the jewish sabbath in israel we document and measure an externality of driving whereby a driver s decision to take to the road affects fellow drivers risk of accident because religious jews refrain from driving during the sabbath traffic on israeli roads decreases sharply when the sabbath begins each friday at a precisely defined time before sundown and increases after the sabbath ends on saturday evening at a precisely defined time after sunset using plausibly exogenous variation in traffic volume associated with the sabbath we estimate the effect of traffic volume on the risk of fatal or injurious accident we find that a positive accident externality emerges only at the sabbath exit when traffic volumes are greater remarkably similar results arise when the analysis is confined to non jewish drivers whose travel choices are not bound by the precise timing of the sabbath supporting the interpretation that our findings reflect an externality finally the effect emerges mainly on a class of road sections that is considered highly perilous suggesting that the interaction of traffic volume and road perilousness is important for understanding this issue and shaping implicated policy

remittances liquidity constraints and human capital investments in ecuador summary over the last decade ecuador has experienced a strong increase in financial transfers from migrated workers this paper investigates how remittances via trans national networks affect human capital investments through relaxing resource constraints and facilitate households in consumption smoothing by reducing vulnerability to economic shocks our results show that remittances increase school enrollment and decrease incidence of child work especially for girls and in rural areas furthermore we find that aggregate shocks are associated with increased work activities while remittances are used to finance education when households are faced with these shocks 2008 elsevier ltd all rights reserved

motivations to remit evidence from botswana in this article a theory of motivations to send remittances is described and tested with data from botswana altruism is one of the motivations tested and found to be an insufficient explanation for remittances among migrants in botswana a refinement of the model stipulates a modified altruism or enlightened self interest in this model the relationship between the migrant and family is tempered by an implicit understanding of mutual benefit the household strategy may be to encourage some members to migrate as a means of spreading risk and sharing gains the household strategy is similar to an insurance policy where migration is to places where market potential is high the risks incurred might be high the example is given of migration during a drought in botswana migrant remittances were greater in households with more cattle or households with more to lose drought alone was not statistically related to remittances increases in remittances were related to increased levels of education it is suggested that repayment was the motive for parents investment in migrants education migrants gains are identified as the potential for an inheritance the security of channeling investments through a trusted family member and security in having a home to return to it is pointed out that the altruism and family remittances from urban migration were strategies that bridged the simple dynamic of either urban development or rural development impacting on family welfare it is suggested that household models of economy adopt some measure to express the relationship of household wealth to remittances from urban migrants

workers remittances and the real exchange rate a paradox of gifts abstract we test the impact of workers remittances on the real exchange rate using a panel of 13 latin american and caribbean countries the analysis reveals that workers remittances have the potential to inflict economic costs on the export sector of receiving countries by reducing its international competitiveness our findings raise concerns parallel to those raised by dutch disease or resource boom models where resource discoveries result in real exchange rate appreciation and shifting of resources from the traded to the nontraded sectors of the economy

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

environmental policy and vehicle safety the impact of gasoline taxes i introduction public policy to address the environmental externalities associated with automobile use will likely lead to substantial changes in the composition of the u s passenger vehicle fleet while many economists suggest pigovian taxation as the best approach to this problem anderson et al 2011 the main policy instrument in the united states has been the corporate average fuel economy cafe standards which have recently been dramatically increased environmental protection agency and department of transportation 2012 while most of the improvement in fuel economy will necessarily come from technological improvements an inexpensive way to improve fuel economy is simply to lower vehicle weights indeed the text of the new regulations states that we expect manufacturers to reduce vehicle mass as a compliance strategy p 62741 the reduction in vehicle weight that occurred in response to the oil price shocks of the 1970s and the initial cafe standards was estimated by crandall and graham 1989 to substantially increase automobile accident fatalities the passenger vehicle fleet has changed greatly since 1989 with one of the most notable features being the increase in the prevalence of light trucks a category that includes minivans pickup trucks and sport utility vehicles suvs several authors have suggested that the external impacts on the safety of occupants of other vehicles may exceed the protective benefit afforded to light truck owners so that the now heavier vehicle fleet might actually be detrimental to overall safety see especially gayer 2004 white 2004 and anderson 2008 the negative safety and environmental externalities associated with vehicle weight could potentially be addressed simultaneously via pigovian taxation further strengthening the argument for taxation over fuel economy standards an important problem that must be addressed in interpreting automobile accident data is to disentangle vehicle fatality rates into a vehicle safety component treatment effect and a driver safety component selection effect this paper presents a novel model that allows simultaneous estimation of the relationship of vehicle weight with the safety of the own vehicle occupants internal impacts and that of other vehicle occupants external impacts conditional upon an accident occurring these estimates can then be used to estimate the relative riskiness of drivers of different types of vehicles the model is estimated using maximum likelihood techniques and data from the fatality analysis reporting system fars which includes data on every fatal accident that occurs in the united states but excludes all non fatal accidents the main empirical finding of the paper is that the protective effects of weight on own occupants are diminishing while the destructive external effects on other vehicle occupants are increasing for marginal vehicle weight changes above approximately 3 800 pounds the external costs outweigh the internal benefits in two vehicle crashes while the protective effect of vehicle weight in single vehicle crashes partly compensates for this a substantial fraction of the vehicle fleet is above the weight where net safety costs exceed benefits the safety externalities associated with these heaviest vehicles substantially exceed the environmental externalities associated with carbon emissions the nature of the model lends itself to simulating the potential impact of relatively arbitrary changes to the vehicle fleet composition simulations of hypothetical changes in the vehicle weight distribution establish that reducing vehicle weight can either increase or decrease automobile accident fatalities depending upon whether the reductions are concentrated at the lower or higher end of the current weight distribution recent empirical changes to the weight distribution of cars sold in the united states are incorporated into the simulation model which predicts little impact on accident fatalities

relaxing cafe foreign direct investment nafta and domestic product standards this paper studies the effects of domestic product standards on the offshoring behaviour of automotive firms in particular we examine an important non tariff barrier to trade within us fuel economy policy the corporate average fuel economy cafe two fleet rule by leveraging the removal of the two fleet rule upon implementation of nafta and exploiting a policy discontinuity based on vehicle characteristics we present evidence that the costs of offshoring were reduced to a larger degree for varieties that were subject to us fuel economy rules specifically we estimate that prices fell between 5 to 10 for varieties subject to the cafe two fleet rule relative to varieties that were exempt from the rule these effects are persistent not present for manufacturers that did not offshore prior to nafta and are robust to variety specific trends these effects also reconcile the post nafta differences in implied compliance costs between cars and trucks for our treatment manufacturer chrysler overall the results highlight the potential costs of regional enforcement of otherwise location neutral product standards which may act as a barrier to natural patterns of efficient specialization resume assouplissement de cafe investissement direct a l etranger alena et standards domestiques des produits ce texte etudie les effets de standards domestiques des produits sur le comportement de sous traitance a l etranger des producteurs automobiles en particulier on examine une importante barriere non tarifaire qui existe le cadre de la politique d economie du carburant des etats unis cafe corporate average fuel economy et sa regle des deux flottes en utilisant le retrait de la regle des deux flottes lors de la mise en oeuvre de l alena et une discontinuite de la politique portant sur les caracteristiques des vehicules on montre que les couts de la delocalisation ont ete reduits d un plus fort degre pour les varietes de vehicules qui etaient sujets aux regles de cafe specifiquement on estime que les prix ont chute de 5 a 10 pour les varietes sujettes aux regles de cafe par rapport aux varietes exemptees de la regle ces effets sont persistants ne s appliquent pas pour les manufacturiers qui ne s etaient pas delocalises avant l alena et robustes face aux tendances dans la specificite des varietes ces effets reconcilient aussi les differences apres alena dans les couts a se conformer des voitures et des camions dans le cas particulier chrysler etudie d un point de vue plus general les resultats soulignent les couts potentiels de l application regionale de regles de standards censement neutres regionalement qui peuvent etre une barriere a un pattern naturel assurant une specialisation plus efficiente

do international migration and remittances reduce poverty in developing countries summary few studies have examined the impact of international migration and remittances on poverty in the developing world this paper fills this lacuna by constructing and analyzing a new data set on international migration remittances inequality and poverty from 71 developing countries the results show that both international migration and remittances significantly reduce the level depth and severity of poverty in the developing world after instrumenting for the possible endogeneity of international migration and controlling for various factors results suggest that on average a 10 increase in the share of international migrants in a country s population will lead to a 2 1 decline in the share of people living on less than 1 00 per person per day after instrumenting for the possible endogeneity of international remittances a similar 10 increase in per capita official international remittances will lead to a 3 5 decline in the share of people living in poverty

new vehicle characteristics and the cost of the corporate average fuel economy standard by 2016 the corporate average fuel economy cafe standard will increase by 40 this article focuses on the medium run effects of fuel economy regulation we estimate consumers willingness to pay for vehicle characteristics we employ a novel empirical strategy that accounts for the characteristics endogeneity by using variation of engine models used in vehicle models the results imply that consumers value an increase in power more than an increase in fuel economy simulations of the effects of an increase in the cafe standard suggest that regulatory costs are significantly smaller in the medium run than in the short run

short run pricing strategies to increase corporate average fuel economy short run pricing strategies to increase corporate average fuel economy i introduction in 1974 the average fuel efficiency of new automobiles sold in the united states reached a low of 14 2 miles per gallon mpg close on the heels of the arab opec oil embargo of 1973 74 and the ensuing petroleum price shocks congress passed the 1975 energy policy and conservation act the act required each manufacturer to meet sales weighted corporate average fuel economy cafe standards beginning with 18 mpg in 1978 and gradually increasing each year to 27 5 mpg in 1985 figure 1 the expressed purpose of the cafe standards was to stimulate the development of technology to improve fuel efficiency the possibility of raising the relative prices of the least energy efficient models as a strategy to meet the standards was considered but only as a last resort 1 although there continues to be intense debate as to whether fuel price increases or the cafe regulations drove the fuel economy improvements of the 1970s and 80s several studies agree that improvements in automotive engineering and design rather than pricing strategies played an overwhelmingly dominant role 2 no empirical evidence supports the effectiveness of using pricing strategies to increase the overall level of automotive fuel economy every year since 1985 automobile manufacturers have successfully petitioned the national highway traffic safety administration which determines the level of the cafe standard to reduce the target from 27 5 to 26 mpg in 1986 88 and 26 5 mpg in 1989 in each case at least one manufacturer argued that it would be unable to meet the original target with its planned product offerings and would have to resort to other strategies that would result in unacceptable economic costs this paper explores a method of estimating the costs of achieving fuel economy goals when pricing strategies are used to alter the distribution of sales the method employs the closed form equation for consumers surplus derived from the multinational logit model of discrete choice discussed by mcfadden 1973 and assumes that manufacturers must bear the full cost of meeting the fuel economy target the estimated cost represents an upper bound on the losses firms would incur by setting prices to minimize loss of profit using econometric estimates of the sensitivity of vehicle choice to vehicle price together with market shares and fuel efficiencies for 1986 i estimate the costs of short term improvements in average fuel economy using pricing strategies for general motors ford and chrysler minor adjustments of up to 1 mpg cost 1 2 percent of the price of a 10 000 car for improvements of 2 mpg or more however pricing strategies become a costly way to improve fuel economy the technique also estimates the market shares for each car line that correspond to the pricing solution it thereby identifies which car lines would be most affected the technique produces precise price changes and market shares for each car line readers should not place too much weight on the apparent precision but should consider the estimates as an approximation the usefulness of which lies in measuring the difficulty of meeting fuel economy targets via pricing strategies alone one can compare the size of these estimates to the fines for failing to meet the standards 50 per mpg per car or to typical manufacturer rebates to stimulate sales often 100 to 2 000 per car ii a formulation of the pricing problem faced with the cafe requirements a firm can respond with engineering and design improvements or by raising the prices of less efficient models and lowering the prices of those that exceed the standard technological improvements generally require a lead time of three to five years very large fluctuations in fuel prices have occurred in far shorter perids figure 1 creating the risk that a manufacturer s product offering could be out of step with the market

gasoline price uncertainty and the design of fuel economy standards abstract what are the implications of gasoline price volatility for the design of fuel economy policies i show that this problem has a strong parallel to weitzman s 1974 classic model of using price or quantity controls to regulate an externality changes in fuel prices act as shocks to the marginal cost of complying with the standard assuming constant marginal damages from fuel consumption an application of weitzman 1974 implies that a fixed fuel economy standard reduces expected welfare relative to a price policy such as a feebate or equivalently a fuel economy standard that is indexed to the price of gasoline when the regulator is constrained to use a fixed standard i show that the usual approach to setting the standard equate expected marginal compliance cost to marginal damage is likely to be sub optimal because the standard may not bind if the realized gasoline price is sufficiently high instead the optimal fixed standard will be relatively relaxed and may be non binding even at the expected gasoline price finally i show that although an attribute based standard allows vehicle choices to flexibly respond to gasoline price shocks the resulting distortions imply that the optimal fuel economy standard is not attribute based

fuel economy car class mix and safety fuel economy standards change the composition of the vehicle fleet potentially influencing accident fatality risks i estimate the direction and magnitude of this impact introducing a correction for selection on driver behavior a policy application using my new estimates shows that the present distinction between light trucks and cars in fuel economy rules has very negative consequences for overall safety each mpg increment to the standard results in an additional 150 fatalities per year in expectation my correction for selection is pivotal in this finding i then demonstrate a simple alternative regulation that can produce near zero changes in accident fatalities

motives for private transfers over the life cycle an analytical framework and evidence for peru abstract this paper tests for the motives for private income transfers we consider two motives altruism and exchange the question of private transfer motives is important because such motivation can influence the effects of public income transfers on the distribution of income using a household survey for peru we find that transfer amounts received increase with recipient pre transfer income which contradicts a key prediction of the strong form of the altruism hypothesis but is consistent with exchange we also find that capital market imperfections are likely to be an important cause of private transfers and that social security benefits crowd out the incidence of private transfers

quantifying the premium externality of the uninsured in some insurance markets the uninsured can generate a negative externality on the insured leading insurance companies to pass on costs as higher premia using a novel panel data set and a staggered policy change that exogenously varied the rate of uninsured drivers at the county level in california we quantitatively investigate the effect of uninsured motorists on automobile insurance premia consistent with predictions of theory we find uninsured drivers lead to higher insurance premia specifically a 1 percentage point increase in the rate of uninsured drivers raises insurance premia by between 1 2 we also discuss corrective pigouvian taxes

the effects of the corporate average fuel efficiency standards in the us this paper examines the effects of the corporate average fuel economy standards cafe on automobile sales prices and fuel consumption first a discrete choice model of automobile demand and a continuous model of vehicle utilization are estimated using micro data from the consumer expenditure survey for 1984 1990 next the demand side model is combined with a model of oligopoly and product differentiation on the supply side with these elements in place the effects of the cafe regulation are assessed through simulations and compared to the effects of alternative policy instruments such as an increase in gasoline tax

collective labor supply and welfare the paper develops a general collective model of household labor supply in which agents are characterized by their own possibly altruistic preferences and household decisions are only assumed to be pareto efficient an alternative interpretation is that there are two stages in the internal decision process agents first share nonlabor income according to some given sharing rule then each one optimally chooses his or her own labor supply and consumption this setting is shown to generate testable restrictions on labor supplies moreover the observation of labor supply behavior is sufficient for recovering individual preferences and the sharing rule up to a constant finally the traditional tools of welfare analysis can be adapted to the new setting

the geography of trade and technology shocks in the united states abstract this paper explores the geographic overlap of trade and technology shocks across local labor markets in the united states regional exposure to technological change as measured by specialization in routine task intensive production and clerical occupations is largely uncorrelated with regional exposure to trade competition from china while the impacts of technology are dispersed throughout the united states the impacts of trade tend to be more geographically concentrated owing in part to the spatial agglomeration of labor intensive manufacturing our findings highlight the feasibility of separately identifying the impacts of recent changes in trade and technology on us regional economies

this is what happened to the oil price macroeconomy relationship abstract many of the quarterly oil price increases observed since 1985 are corrections to even bigger oil price decreases the previous quarter when one looks at the net increase in oil prices over the year recent data are consistent with the historical correlation between oil shocks and recessions

the accident externality from driving we estimate auto accident externalities more specifically insurance externalities using panel data on state average insurance premiums and loss costs externalities appear to be substantial in traffic dense states in california for example we find that the increase in traffic density from a typical additional driver increases total statewide insurance costs of other drivers by 1 725 3 239 per year depending on the model high traffic density states have large economically and statistically significant externalities in all specifications we check in contrast the accident externality per driver in low traffic states appears quite small on balance accident externalities are so large that a correcting pigouvian tax could raise 66 billion annually in california alone more than all existing california state taxes during our study period and over 220 billion per year nationally

the new economics of labor migration this paper reviews selected theoretical and empirical developments in the field of labor migration economics the migration behavior of individuals differs in accordance with their perceived relative deprivation those who are relatively more deprived tend to have stronger incentive to migrate than those who are relatively less deprived moreover a reference group characterized by more income inequality is likely to generate more relative deprivation highly skilled workers are also more likely to migrate migration decisions are often made jointly by the migrant and nonmigrant with a contractual arrangement regarding the sharing of costs and returns the exchange of commitments to share income provides coinsurance of particular interest are the determinants of the speed of adoption of migration as an innovation and the characteristics associated with the delay in the adoption of innovation new econometric techniques including techniques for the analysis of qualitative dependent variables techniques that correct for sample selection bias and those for the analysis of longitudinal data have substantially benefited empirical research in this area new methods that can correct for the biased estimate of the wages particular individuals would receive at 2 or more locations at the same point in time allow researchers to test locational decsion making models estimates of these structural models of labor migration support the hypothesis that individuals respond to income incentives in making the decsion to migrate further research is needed on the pazzling observation that migrant workers earn less than native born workers with similar characteristics during the 1st few years after migration but more thereafter other topics that need further research include the macroeconomic effects of migration the microeconomic and macroeconomic relationships between aging and labor migration and the migration behavior of dual earner families

international migration remittances and schooling evidence from el salvador abstract we examine the effect of remittances from abroad on households schooling decisions using data for el salvador following the massive war related emigration of the 1980s remittances became a significant source of household income throughout the 1990s we use the cox proportional hazard model to examine the determinants of school attendance measuring income from a source that is uncorrelated with parental schooling remittances we find that remittances have a large significant effect on school retention we estimate that while household income net of remittances has a small though significant impact on the hazard of leaving school in rural and urban areas remittances have a much larger impact on the hazard of leaving school in urban areas the effect of remittances is at its smallest 10 times the size of the effect of other income in rural areas the effect of remittances is about 2 6 times that of other income our finding is of interest in that it suggests that subsidizing school attendance particularly in poor areas may have a large impact on school attendance and retention even if parents have low levels of schooling

remittances and the brain drain revisited the microdata show that more educated migrants remit more two of the most salient trends in migration and development over the last two decades are the large rise in remittances and in the flow of skilled migrants however recent literature based on cross country regressions has claimed that more educated migrants remit less leading to concerns that further increases in skilled migration will impede remittance growth micro data from surveys of immigrants in 11 major destination countries are used to revisit the relationship between education and remitting behavior the data show a mixed pattern between education and the likelihood of remitting and a strong positive relationship between education and amount remitted intensive margin conditional on remitting at all extensive margin combining these intensive and extensive margins yields an overall positive effect of education on the amount remitted for the pooled sample with heterogeneous results across destinations the micro data allow investigation of why the more educated remit more showing that the higher income earned by migrants rather than family characteristics explains much of the higher remittances migration brain drain and education

what is the optimal speed limit on freeways abstract when choosing his speed a driver faces a trade off between private benefits time savings and private costs fuel cost and own damage and injury driving faster also has external costs pollution adverse health impacts and injury to other drivers this paper uses large scale speed limit increases in the western united states in 1987 and 1996 to address three related questions first do the social benefits of raising speed limits exceed the social costs second do the private benefits of driving faster exceed the private costs third what is the optimal speed limit i find that a 10 mph speed limit increase on highways leads to a 3 4 mph increase in travel speed 9 15 more accidents 34 60 more fatal accidents and elevated pollutant concentrations of 14 24 carbon monoxide 8 15 nitrogen oxides 1 11 ozone and 9 higher fetal death rates around the affected freeways using these estimates i find that the social costs of speed limit increases are two to seven times larger than the social benefits in contrast many individual drivers would enjoy a net private benefit from driving faster privately a value of a statistical life vsl of 6 0 million or less justifies driving faster but the social planner s vsl could be at most 0 9 2 0 million to justify higher speed limits i conclude that the optimal speed limit was lower but not much lower than 55 mph

intra household resource allocation an inferential approach if household income is pooled and then allocated to maximize welfare then income under the control of mothers and fathers should have the same impact on demand with survey data on family health and nutrition in brazil the equality of parental income effects is rejected unearned income in the hands of a mother has a bigger effect on her family s health than income under the control of a father for child survival probabilities the effect is almost twenty times bigger the common preference or neoclassical model of the household is rejected if unearned income is measured with error and income is pooled then the ratio of maternal to paternal income effects should be the same equality of the ratios cannot be rejected there is also evidence for gender preference mothers prefer to devote resources to improving the nutritional status of their daughters fathers to sons

the impact of remittances on investment and poverty in ghana summary this paper analyzes the impact of internal remittances from ghana and international remittances from african or other countries on investment and poverty in ghana it has three findings first when compared to what they would have spent without the receipt of remittances households receiving remittances spend less at the margin on food second households receiving remittances spend more at the margin on three investment goods education housing and health third the receipt of remittances greatly reduces likelihood of household poverty these findings support the growing view that remittances can reduce poverty and increase investment in developing countries

testing the neoclassical model of family labor supply and fertility the mcelroy horney nash bargaining model of family demand behavior relaxes the restriction that nonearned income of husband and wife has the identical effect on family labor supply and commodity demands this restriction of the neoclassical model offamily behavior is tested for the determination of husband and wife labor supply andfertility based on the 1981 socioeconomic survey of thailand the neoclassical restriction is rejected for female labor supply andfertility another unexplored limitation offamily demand studies due to the sample self selection of intact marriages is empirically treated through alternative estimation strategies in this case a more sharply focused theory of marital behavior is needed to identify family demand models

why has the introduction of natural gas vehicles failed in germany lessons on the role of market failure in markets for alternative fuel vehicles despite private investments exceeding two billion euros and tax incentives of more than 500 million euros the market share of natural gas vehicles ngvs in germany has lagged far behind expectations and behind market developments in other countries with total cost of ownership being on average lower for ngvs than for gasoline and diesel vehicles this raises the question of the existence of market failure in the german ngv market we use a case study approach where we combine quantitative data with insights from a multi industry expert panel and in depth interviews with experts from industry government and civil society in order to examine whether and how different types of market failure contribute to the status quo in the german market for ngvs we conclude that coordination failure in complementary markets an artificially created monopoly of service stations at motorways imperfect information bounded consumer rationality and principle agent problems are the most prominent market failures inhibiting the development of a functioning market for ngvs our results are instructive for the design of effective public policies and investor strategies aiming to create markets for alternative fuel vehicles

vehicle miles not traveled fuel economy requirements vehicle characteristics and household driving abstract a major concern with addressing the negative externalities of gasoline consumption by regulating fuel economy rather than increasing fuel taxes is that households respond by driving more this paper exploits a discrete threshold in the eligibility for cash for clunkers to show that fuel economy restrictions lead households to purchase vehicles that have lower cost per mile but are also smaller and lower performance whereas the former effect can increase driving the latter effect can reduce it results indicate that these households do not drive more suggesting that behavioral responses do not necessarily undermine the effectiveness of fuel economy restrictions at reducing gasoline consumption

environmentalism stimulus and inequality reduction through industrial policy did cash for clunkers achieve the trifecta the 2009 american cash for clunkers program which subsidized consumers who scrapped old vehicles and purchased new vehicles was promoted by appealing to multiple constituencies we evaluate the policy and alternatives according to its stated goals emissions reductions economic stimulus and reducing inequality we calibrate a dynamic partial equilibrium portfolio model to match consumer expenditure data from 1998 to 2011 focusing on heterogeneity across cars and trucks we find the program generated 0 17 in environmental benefits 0 28 in consumer surplus and 0 31 in net discounted additional spending per subsidy dollar since subsidies largely went to middle income infra marginal consumers the program exacerbated consumption inequality we evaluate alternative policy designs and find no policy which simultaneously improves all outcomes jel h23 l52 l92 d63

will skill based immigration policies lead to lower remittances an analysis of the relations between education sponsorship and remittances as more and more developed countries adopt policies that favour highly educated immigrants the impact of such policies on developing countries remains unclear some researchers have argued that mi

comparing alternative policies to reduce traffic accidents abstract this paper derives and implements formulas for the welfare effects of uniform mileage taxes gasoline taxes per mile insurance premiums and mileage taxes differentiated across vehicle and driver groups for reducing the external costs of passenger vehicle accidents the average external accident cost is estimated at 2 2 6 6 cents per mile accidents costs differ substantially across driver groups but only moderately across vehicles groups annual welfare gains from a mileage tax equal to marginal external costs for each driver vehicle group are 9 4 billion in the benchmark case the uniform mileage tax and per mile insurance reform can achieve 76 and 65 of this welfare gain respectively while the gasoline tax can achieve only 28 of the welfare gain unlike other policies the gasoline tax induces costly improvements in average fleet fuel economy that have little effect on reducing external costs

migration and cross border financial flows migration facilitates the flow of information between countries thereby reducing informational frictions that potentially hamper cross country financial flows using a gravity model migration is found to be highly correlated with financial flows from the migrant s host country to her home country the correlation is strongest where information problems are more acute e g between culturally more distant countries for asset types that are more informational sensitive and for the type of migrants that are most able to enhance the flow of information on their home countries namely skilled migrants these differential effects are interpreted as evidence for the role of migration in reducing information frictions between countries

policy watch the economics of fuel economy standards one of the most hotly contested of all energy policy issues involves corporate average fuel economy or cafe standards for new cars and light duty trucks tighter standards would reduce gasoline consumption and hence both greenhouse gas emissions as well as this country s vulnerability to oil price shocks but they would also increase the price of new vehicles worsen traffic congestion and depending on how they are phased in possibly even reduce occupant safety these effects are amenable to economic analysis and we review the evidence to date bearing on this interesting and important question

migrants intentions to return home and capital transfers a study of tongans and samoans in australia this article examines the attributes of migrants from the pacific island states of tonga and samoa living in australia to assess the extent to which return migrants could contribute to the human and physical capital stock of the migrant sending countries it also examines the impact of intention to return on remittances and asset accumulation the study finds that very few migrants plan to return home and very little evidence that those who plan to return embody significant human capital education experience and skills intention to return may be important nevertheless since those who plan to return remit significantly more than those that do not and also accumulate far more physical capital at home than those that do not intend to return

the effect of vehicle fuel economy standards on technology adoption abstract many countries are tightening passenger vehicle fuel economy standards this paper provides the first empirical evidence on the effects of fuel economy standards on technology adoption we investigate changes in the rate and direction of technology adoption that is the extent to which technology is used to increase fuel economy at the expense of other vehicle attributes we find that recent changes in u s and european standards have both increased the rate of technology adoption and affected the direction of technology adoption producers reduced horsepower and torque compared to a counterfactual in which fuel economy standards remained unchanged we estimate opportunity costs from reduced horsepower and torque to be economically significant relative to the gains from fuel savings

the economics of attribute based regulation theory and evidence from fuel economy standards in many countries fuel economy standards mandate that vehicles meet a certain fuel economy but heavier or larger vehicles are allowed to meet a lower standard this has the perverse implication of allowing automakers to meet standards either by improving fuel economy or by increasing weight which lowers fuel economy and increases externalities related to accidents this is but one example of an attribute based regulation in which the regulation imposed on a product depends on both the externality it creates and some other attribute attribute basing potentially motivates rms and individuals to strategically alter the attribute thereby endogenously altering the stringency of the regulation this paper develops a theory of attribute basing to demonstrate the costs and benets of its use the paper then empirically examines the consequences of attribute based fuel economy standards in japan where fuel economy standards are a notched attribute based function of vehicle weight we use cross sectional and panel techniques to demonstrate that attribute based regulation has signicantly altered the distribution of vehicle weight in japan where 10 of vehicles bunch at weight notches for cars whose weight is altered in response to the policy we estimate that the alteration generates a welfare loss from the exacerbation of weight related externalities of 1 500 per unit sold which translates into a 700 million annual loss across the japanese auto market

are remittances insurance evidence from rainfall shocks in the philippines several facts motivate this study first life in developing countries is prone to many kinds of risk such as crop and income loss due to natural disasters weather insect infestations and fire and civil conflict second international migration and remittance flows are substantial and growing between 1965 and 2000 individuals living outside their country of birth grew from 2 2 to 2 9 percent of the world population totaling 175 million people in 2000 the remittances that these migrants send to their countries of origin are an important but poorly understood type of international financial flow this article examines a mechanism for coping with shocks ex post on which previous micro level studies have not focused remittances from family members overseas at the international level it is commonly posited that remittance flows from overseas buffer economic shocks in migrants home countries but there have been relatively few empirical tests of this claim with micro level household data related research on the role of domestic migration in pooling risk within extended families includes lucas and stark 1985 rosenzweig and stark 1989 and paulson 2000

are consumers myopic evidence from new and used car purchases abstract we investigate whether car buyers are myopic about future fuel costs we estimate the effect of gasoline prices on short run equilibrium prices of cars of different fuel economies we then compare the implied changes in willingness to pay to the associated changes in expected future gasoline costs for cars of different fuel economies in order to calculate implicit discount rates using different assumptions about annual mileage survival rates and demand elasticities we calculate a range of implicit discount rates similar to the range of interest rates paid by car buyers who borrow we interpret this as showing little evidence of consumer myopia jel d12 h25 l11 l62 l71 l81

gender inequalities in ownership and control of land in africa myth and reality lack of clarity behind measurement and interpretation of statistics on gender and land leads to an inability to clearly articulate a policy response to the potential inequalities faced by women and men this article sets out to explore conceptually and empirically the levels and relative inequalities in land rights between women and men in african countries the first section of the article engages in a conceptual discussion of how to measure gendered land outcomes what ownership and control mean in different contexts and why attention to these factors is important for the development of gender and land statistics the second section of the article systematically reviews existing evidence from microlevel large sample studies to summarize recent trends in land access ownership and control by sex the third section presents new statistics from a variety of nationally representative and large scale unpublished data on gender and land in africa results provide not only a nuanced understanding of the importance of measuring land indicators for gendered development in africa and globally but also new statistics on a variety of land outcomes to aid stakeholders in the discussion of gender land inequalities

remittances and the brain drain do more skilled migrants remit more in most destination countries immigration policies are tilted more and more in favor of skilled individuals whether this shift hurts economic prospects in sending countries as argued by the traditional brain drain literature is somewhat controversial the most recent literature focuses on the link between skilled outmigration and educational achievements in the home country this article emphasizes a different channel it considers the argument that skilled migrants raise economic welfare at home by sending a relatively larger flow of remittances while skilled migrants typically earn more and so might be expected to remit more they are also likely to spend more time abroad and to reunite with their close family in the host country these second two factors should be associated with a smaller propensity to remit thus the sign of the impact of the brain drain on total remittances is an empirical question a simple model has been developed showing that skilled migrants may indeed have a lower propensity to remit from a given flow of earnings an empirical equation of remittances is estimated as a measure of the brain drain in developing countries using the docquier and marfouk 2004 data set evidence is found that the brain drain is associated with a smaller propensity to remit

effect of remittances on poverty and financial development in sub saharan africa summary this paper assesses the effect of the steadily growing remittance flows to sub saharan africa though the region receives only a small portion of the total recorded remittances to developing countries and the volume of aid flows to sub saharan africa swamps remittances this paper finds that remittances which are a stable private transfer have a direct poverty mitigating effect and promote financial development these findings hold even after factoring in the reverse causality between remittances poverty and financial development the paper posits that formalizing such flows can serve as an effective access point for unbanked individuals and households