regional bias in new firm formation in the uk whittington r c 1984 regional bias in new firm formation in the uk reg studies 18 253 256 theories explaining regional differences in new firm formation rates are tested and refining previous theory a model is constructed the major influences on new firm formation rates are found to be the regional proportions of manual workers and home ownership and the change in the rate of regional unemployment in the preceding year new firm formation rates are measured by new vat registrations the implications of these results for government small firm policy are discussed

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

institutions and progress an insistent theme in richard nelson s work is that of capitalism as an engine of progress in this paper i explore this idea through a sequence of his writing distinguishing progress as outcome from progress as instituted process this leads to a deeper issue within this nelsonian theme namely the incompatibility between progress and equilibrium i argue that evolving systems are ordered and coordinated but they are never in equilibrium capitalism is restless it always generates change from within and the proximate source of this progressive tendency is the uneven accumulation of knowledge capitalism is restless because knowledge is restless copyright 2001 by oxford university press

welfare effects of distortionary fringe benefits taxation the case of employer provided cars in europe many employees receive company cars as fringe benefits induced by taxation we analyze the welfare effects of company car taxation for the netherlands by estimating to what extent car expenditure and private car travel change when employees receive a company car tax treatment of company cars generates an annual welfare loss ranging from 600 to 780 per company car mainly due to a shift toward more expensive cars from 420 to 600 but also due to increased private travel 180 for the whole of europe the annual welfare loss is about 12 billion 2011 by the economics department of the university of pennsylvania and the osaka university institute of social and economic research association

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

technology structural change and bop constrained growth a structuralist toolbox the latin american structuralism las is a significant part of the heterodox tradition in the theory of long run growth with a focus on the problems of developing economies which started their industrialization process when other regions had already accumulated substantial technological capabilities the emergence of a centre periphery system posed specific problems to growth and distribution in laggard economies which las discusses in a systematic way in this paper we presented a simple model which firstly captures key insights of the las school such as the persistency of technological asymmetries and structural heterogeneity secondly it can be used to analyze the impacts of shocks and policies based on how they affect supply side and demand side parameters of the model thirdly it links more closely post keynesian macroeconomics based on the bop constraint with the evolutionary microeconomics concerned with the dynamics of learning lastly it can be used as a toolbox and a teachable model in the analysis of the interactions between structural change technological catching up and long run growth

stacking low carbon policies on the renewable fuels standard economic and greenhouse gas implications this paper examines the economic and ghg implications of stacking a low carbon fuel standard lcfs with and without a carbon price policy on the renewable fuel standard rfs we compare the performance of various policy combinations for food and fuel prices fuel mix and fuel consumption we also analyze the economic costs and benefits of alternative policy combinations and their distributional effects for consumers and producers in the transportation and agricultural sector in the us using a dynamic multi market partial equilibrium model of the transportation and agricultural sectors we find that combining the rfs with an lcfs policy leads to a reduction in first generation biofuels and an increase in second generation biofuels compared to the rfs alone this policy combination also achieves greater reduction in ghg emissions even after considering offsetting market mediated effects imposition of a carbon price with the rfs and lcfs policy primarily induces fuel conservation and achieves larger ghg emissions reduction compared to the other policy scenarios all these policy combinations lead to higher net economic benefits for the transportation and agricultural sectors relative to the no policy baseline because they improve the terms of trade for us

mass car ownership in the emerging market giants the typical urban household in china owns a tv a refrigerator a washing machine and a computer but does not yet own a car in this paper we draw on data for a panel of countries and detailed household level surveys for the largest emerging markets to document a remarkably stable relationship between gdp per capita and car ownership highlighting the importance of within country income distribution factors we find that car ownership is low up to per capita incomes of about us 5000 and then takes off very rapidly several emerging markets including india and china the most populous countries in the world are currently at the stage of development when such takeoff is expected to take place we project that the number of cars will increase by 2 3 billion between 2005 and 2050 with an increase by 1 9 billion in emerging market and developing countries we outline a number of possible policy options to deal with the implications for the countries affected and the world as a whole marcos chamon paolo mauro and yohei okawa

the economic cost of global fuel subsidies by 2015 global oil consumption will reach 90 million barrels per day in part this high level of consumption reflects the fact that many countries provide subsidies for gasoline and diesel this paper examines global fuel subsidies using the latest available data from the world bank finding that road sector subsidies for gasoline and diesel totaled 110 billion in 2012 pricing fuels below cost is inefficient because it leads to overconsumption under baseline assumptions about supply and demand elasticities the total annual deadweight loss worldwide is 44 billion incorporating external costs increases the economic costs substantially

fiscal interactions and the case for carbon taxes over grandfathered carbon permits this paper provides simple formulas for adjusting the costs of carbon taxes and tradable carbon permits to account for interactions with pre existing tax distortions in the labour market both policies reduce labour supply as they increase product prices and reduce real household wages the resulting efficiency losses in the labour market can be substantial relative to partial equilibrium abatement costs however much of this added cost can be offset and perhaps more than offset when additional distortions from the tax system are considered if revenues from carbon taxes or auctioned permits are used to reduce distortionary taxes consequently there can be a strong case on efficiency grounds for using carbon taxes or auctioned permits over grandfathered carbon permits copyright 2003 oxford university press

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

value of time speeding behavior and gasoline prices abstract value of time vot is a key parameter in economics and policy this paper presents an alternative method to estimate vot by analyzing an hourly dataset on drivers speeding behavior as a function of the gasoline price our identification strategy is novel as it is based on the intensive margin in comparison previous studies reveal vot on the extensive margin but choice alternatives have multiple attributes thereby potentially confounding estimates consistent with the range of the prior literature we find a vot of about 50 of the wage rate and analyze sources of bias from accidents and traffic tickets these bias functions suggest that previous stated preference vot estimates are likely downward whereas previous revealed preference estimates are likely upward biased

biofuels tax policies and oil prices in france insights from a dynamic cge model abstract the 2009 renewable energies directive red has set up ambitious targets concerning biofuel consumption in the european union by 2020 nevertheless budgetary constraints and growing concerns about the environmental integrity of first generation biofuels have imposed a phasing out of the fiscal instruments to promote them focusing on france this paper combines an exogenous increase in oil prices and tax policies on fossil fuels the objective is to determine the efficiency of an alternative incentive scheme for biodiesel consumption based on a higher price of the fossil fuel substitute policy simulations are implemented through a dynamic computable general equilibrium cge model calibrated on 2009 french data the results show that the 10 biodiesel mandate set by the red would not be achieved even if the fixed taxes on diesel reach the same level as those on gasoline although integrating the rise in oil prices into the fiscal framework improves the biodiesel penetration rate it remains below the target moreover we find that the effects of biofuel consumption are limited to the biofuel chain sectors in other agricultural sectors the substitution effect of biodiesel with diesel is partially offset by the pricing effect induced by higher energy production costs

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

pricing and congestion economic principles relevant to pricing roads u k expenditures on roads or road costs average l4 34 billion per year from the 24 6 million vehicles registered road taxes of l12 7 billion were collected 2 9 times road costs from 1978 88 the average daily traffic on each km of road rose by 34 percent with a consequent serious increase in congestion road space is a valuable and scarce resource and road users should logically pay the marginal social cost if they are to make efficient transport and location decisions the paper estimates these costs and the appropriate charges for britain and identifies the major policy issues total road charges ignoring hard to quantify accident costs should yield l13 8 billion of which congestion charges would be l12 8 billion though close to road taxes in total amount replacing current taxes by road pricing would reduce congestion improve public transport and avoid perverse consequences from road expansion copyright 1990 by oxford university press

the renewable fuel standard in competitive equilibrium market and welfare effects we construct a tractable multi market equilibrium model designed to evaluate alternative biofuel policies the model integrates the u s agricultural sector with the energy sector and it explicitly considers both u s ethanol and biodiesel production the model provides a structural representation of the renewable fuel standard rfs policies and it uses the arbitrage conditions defining the core value of renewable identification number prices to identify the relevant competitive equilibrium conditions the model is parameterized based on elasticities and technical coefficients from the literature to represent observed 2015 data the model is simulated to analyze alternative scenarios including repeal of the rfs projected 2022 rfs mandates and optimal second best mandates the results confirm that the current rfs program considerably benefits the agriculture sector but also leads to overall welfare gains for the united states mostly via beneficial terms of trade effects implementation of projected 2022 mandates which would require further expansion of biodiesel production would lead to a considerable welfare loss relative to 2015 mandate levels constrained second best optimal mandates would entail more corn based ethanol and less biodiesel than currently mandated

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

environmental policy public finance and the labour market in a second best world abstract environmental and tax policies and the optimal provision of clean and dirty public goods are analysed within the context of a second best framework of optimal taxation households consume both clean and dirty commodities degradation of the natural environment occurs due to the consumption of dirty private and public goods but can be offset when the government engages in abatement activities increased environmental concern implies a higher dirt tax a lower tax on labour less employment more public abatement and a cleaner environment if the elasticity of substitution between private consumption commodities and leisure is large and that between clean and dirty goods is small public consumption may expand while private consumption contracts otherwise public consumption falls

can personal gasoline permit trading be effective an investigation into permit demand this study proposes a personal gasoline permit trading scheme to limit the total gasoline consumption thus reducing its environmental impact we studied the effectiveness of this scheme by analyzing the permit demand of a gasoline driven vehicle in transportation sector a general utility optimization model is formulated and a cobb douglas utility function is further assumed to analyze the response of permit demand to its price changes with the slutsky decomposition of price effects the results when defined in economic terms indicate that the permit demand of consumers in higher income groups are negatively related to permit price permit demand are also negatively related to permit price for consumers in medium income groups but with positive income effect and the direct relationship between permit demand of lower income groups and the price is defined as a giffen good effect that is for those low income groups when the permit price rises their demand for permits would also increase then us and singapore household expenditure data are used to show comparable results of a pilot personal gasoline permit trading scheme further some regulations on critical parameters such as permit allocation and permit prices in the policy design are proposed to make the scheme feasible in different income groups based on these results implications limitation and suggestions for future study are discussed

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

regulating altruistic agents altruism or regard for others can encourage self restraint among generators of negative externalities thereby mitigating the externality problem we explore how introducing impure altruism into standard regulatory settings alters regulatory prescriptions the optimal calibration of both quantitative controls and externality taxes is affected it also leads to surprising results on the comparative performance of instruments under quantity based regulation welfare is increasing in the propensity for altruism in the population under price based regulation the relationship is non monotonic price based regulation is preferred when the population is either predominantly altruistic or predominantly selfish quantity based regulation is preferred for cases in between

the emergence of technology systems knowledge production and distribution in the case of the emilian plastics district the emergence of technology systems is the result of interdependen t dynamics of generation and diffusion of complementary bits of localised technological knowledge technological communication is the crucial element assessing the collective conditions under which technological knowledge is accumulated and diffused the case study of the emerging emilian technological system in the plastics sector shows that the synchronic and diachronic localised interactions among industrial dynamics institutional r d efforts and technological interrelatedness are the determinants of the systematic production accumulation and distribution of localised technological knowledge in turn explaining the origin and development of the technology system itself

are there environmental benefits from driving electric vehicles the importance of local factors we combine a theoretical discrete choice model of vehicle purchases an econometric analysis of electricity emissions and the ap2 air pollution model to estimate the geographic variation in the environmental benefits from driving electric vehicles the second best electric vehicle purchase subsidy ranges from 2 785 in california to 4 964 in north dakota with a mean of 1 095 ninety percent of local environmental externalities from driving electric vehicles in one state are exported to others implying they may be subsidized locally even when the environmental benefits are negative overall geographically differentiated subsidies can reduce deadweight loss but only modestly

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

the social cost of carbon and its policy implications the shadow price or social cost of carbon is an important indicator of the global incremental damage done by emitting greenhouse gases today cost benefit analysis would set the optimal amount of greenhouse gas emission reduction at the point where this social cost just equals the incremental cost of controlling emissions the higher the value for the social cost of carbon the more control is warranted this comparison assumes that cost benefit analysis is the correct way of determining climate change policy and many believe this is not the case because of the very long term irreversible and potentially catastrophic nature of global warming but in the short run at least a comparison of cost and benefits is required and in any event all decisions imply costs and benefits but what is the right figure for the social cost of carbon this paper reviews the uk government s assessment of the cost and concludes that it has been set far too high because of a misreading of the integrated assessment models used to balance costs and benefits moreover adoption of the uk government s shadow price would have formidable implications for energy policy in the uk and for policies on afforestation copyright 2003 oxford university press

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

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

income and price elasticities of electricity demand aggregate and sector wise analyses abstract cointegration and vector error correction modeling approaches are widely used in electricity demand analysis the study rigorously examines the determinants of electricity demand at aggregate and sectoral levels in pakistan in the backdrop of severe electricity shortages our empirical findings give support to the existence of a stable long run relationship among the variables and indicate that electricity demand is elastic in the long run to both income and price at aggregate level at sectoral level long run income and price elasticity estimates follow this pattern except in agricultural sector where electricity demand is found elastic to output but inelastic to electricity price on the contrary the coefficients for income and price are rather small and mostly insignificant in the short run we employed temperature index price of diesel oil and capital stock at aggregate and sectoral levels as exogenous variables these variables account for most of the variations in electricity demand in the short run it shows that mechanization of the economy significantly affect the electricity demand at macro level moreover elastic electricity demand with respect to electricity price in most of the sectors implies that electricity price as a policy tool can be used for efficient use and conservation

entrepreneurship and regional development some conceptual issues o farrell p n 1986 entrepreneurship and regional development some conceptual issues reg studies 20 565 574 this paper attempts to clarify and improve understanding of the concept of entrepreneurship in national and regional development the nature of entrepreneurship is discussed and it is shown that the entrepreneur and the capitalist are conceptually distinct that it is useful to differentiate between the entrepreneurial and managerial functions and that the essence of the concept is the initiation of entrepreneurial acts when the individual is behaving in an innovative way under uncertainty the distinction between entrepreneurship and arbitrage is briefly clarified and the relationship between entrepreneurship and large organizations is discussed our understanding of spatial variations in entrepreneurial behaviour is currently insufficient for the purpose of explanation and policy prescription

how should heavy duty trucks be taxed abstract this paper develops and implements an analytical framework for estimating optimal taxes on the fuel use and mileage of heavy duty trucks in the united states accounting for external costs from congestion accidents pavement damage noise energy security and local and global pollution the analysis allows for endogenous fuel economy increased auto travel in response to reduced truck congestion and distinguishes driving by truck type and region we estimate the optimal second best diesel fuel tax at 1 12 per gallon and implementing it increases welfare by 1 34 billion per annum optimizing over both fuel and mileage taxes and differentiating mileage taxes by vehicle type and region yields progressively higher welfare gains the most efficient tax structure involves a diesel fuel tax of 69 cents per gallon and charges on trucks that vary between 7 and 33 cents per mile implementing this tax structure yields estimated welfare gains of 2 06 billion

new firms and rural industrialization in east anglia gould a and keeble d 1984 new firms and rural industrialization in east anglia reg studies 18 189 201 the paper analyses key aspects of the formation of new independent manufacturing firms in east anglia between 1971 and 1981 special attention is paid to trends in formation rates over time to the spatial bias of new firm origins towards both rural areas and the cambridge region and to the location character and impact of high technology new firms original findings include the contention that spatial variations chiefly reflect variation in the occupational structure of the resident workforce together with industrial mix plant size and previous industrial immigration some implications for government policy to new firms are discussed

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

effective tax rates in macroeconomics cross country estimates of tax rates on factor incomes and consumption abstract this paper proposes a method for computing tax rates using national accounts and revenue statistics using this method we construct time series of tax rates for large industrial countries the method identifies the revenue raised by different taxes at the general government level and defines aggregate measures of the corresponding tax bases this method yields estimates of effective tax rates on factor incomes and consumption consistent with the tax distortions faced by a representative agent in a general equilibrium framework these tax rates compare favorably with existing estimates of marginal tax rates and highlight important international differences in tax policy

comparing the efficiency of alternative policies for reducing traffic congestion abstract this paper compares the efficiency of a single lane toll a uniform congestion tax across freeway lanes a gasoline tax and a transit fare subsidy at reducing congestion there are three conditions for an efficient outcome relating to travel across modes across peak and off peak periods and sorting out drivers with high and low time costs across faster and slower freeway lanes each policy involves some inefficiency indeed the single lane toll gasoline tax and transit subsidy forego at least two thirds of the efficiency gains under an ideal congestion tax that varies across lanes however the uniform congestion tax achieves over 90 of these gains

autonomous efficiency improvement or income elasticity of energy demand does it matter observations of historical energy consumption energy prices and income growth in industrial economies exhibit a trend in improving energy efficiency even when prices are constant or falling two alternative explanations of this phenomenon are a productivity change that uses less energy and a structural change in the economy in response to rising income it is not possible to distinguish among these from aggregate data and economic energy models for forecasting emissions simulate one as an exogenous time trend or the other as energy demand elasticity with respect to income or both processes for projecting energy demand into the future in this paper we ask whether and how it matters which process one uses for projecting energy demand and carbon emissions we compare two versions of the mit emissions prediction and policy analysis eppa model one using a conventional efficiency time trend approach and the other using an income elasticity approach we demonstrate that while these two versions yield equivalent projections in the near term that they diverge in two important ways long run projections and under uncertainty in future productivity growth we suggest that an income dependent approach may be preferable to the exogenous approach

when should drivers be encouraged to carpool in hov lanes policies to encourage carpooling in high occupancy vehicle hov lanes have been adopted in the united states to lower congestion and reduce air pollution we analytically model highway congestion and other vehicle related externalities encouraging carpooling decreases total costs when congestion relief in mainline lanes outweighs increased hov lane congestion importantly entry of new drivers via induced demand can negate the benefits of increased carpooling using 10 years of traffic data from los angeles we estimate time and route specific marginal external costs because costs vary substantially across routes hours and days current policies to promote carpooling will often increase social costs jel r41 r48 q53

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

to rebate or not to rebate fuel economy standards versus feebates we compare the welfare effects in equilibrium of two environmental regulations that aim at increasing the new cars fleet s average fuel efficiency the fuel economy standards and the feebate policies maintaining the same environmental benefit and tax revenue we simulate the implementation of each policy in france and the united states standard type policies have larger negative welfare effects up to 3 2 times those from the feebate effects on manufacturers are heterogeneous some are better of under the standard regulation the addition of a market to trade levels of fuel efficiency dominates the simple standard regulation but not always the feebate we also consider the attribute based standard technological improvements and the equivalence with fuel taxes as extensions

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 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

biofuel subsidies versus the gas tax the carrot or the stick abstract this paper provides an analytical framework to examine the relative efficiencies of a revenue neutral biofuel subsidy and a gas tax in the presence of pre existing distortions and growing substitutability between fuels both policies are set to achieve a targeted reduction in gasoline use at the state level the model is then calibrated for a small open economy such as illinois which is one of the largest producers of biofuels such as ethanol in the u s the main result of the paper shows that raising the biofuel subsidy use reduces overall welfare by more than a higher gas tax both aimed to achieve a targeted reduction in pure gasoline the relative efficiency of the higher gas tax is primarily due to it exacerbating the pre existing distortion in the biofuel market by less than the subsidy moreover for current parameter estimates welfare improving policy combinations for achieving a targeted amount of energy security are higher gas taxes combined with lower biofuel subsidies and a lower tax on income however the preference for a gasoline labor tax swap shrinks as the elasticity of substitution between the two fuels rises

increasing carbon pricing in the eu evaluating the options abstract a streamlined model applied at the member state level is used to evaluate possibilities for greater reliance on carbon pricing to meet the european union s mitigation pledge for the paris agreement the economic welfare costs of currently envisioned policies including the emissions trading system ets requirements for energy efficiency vehicle emission rates and national targets for non ets emissions are estimated at 1 1 of eu gdp in 2030 or 167 per ton of carbon dioxide co2 reduced on net these policies lose a small amount of revenue 0 05 of eu gdp a series of reforms progressively extending emissions pricing across sectors and countries reduces costs by about 0 6 of 2030 eu gdp or 90 per ton of co2 reduced while increasing revenues by almost 1 of eu gdp higher emissions prices in the eu ets would create the largest welfare gain and no country is made worse off from this reform

excise tax avoidance the case of state cigarette taxes we conduct an applied welfare economics analysis of cigarette tax avoidance we develop an extension of the standard formula for the optimal pigouvian corrective tax to incorporate the possibility that consumers avoid the tax by making purchases in nearby lower tax jurisdictions to provide a key parameter for our formula we estimate a structural endogenous switching regression model of border crossing and cigarette prices in illustrative calculations we find that for many states after taking into account tax avoidance the optimal tax is at least 20 smaller than the standard pigouvian tax that simply internalizes external costs our empirical estimate that tax avoidance strongly responds to the price differential is the main reason for this result we also use our results to examine the benefits of replacing avoidable state excise taxes with a harder to avoid federal excise tax on cigarettes

understanding the competitive process a guide to effective intervention in the small firms sector abstract the paper describes a project undertaken within the economic and social research council s competitiveness of british industry research programme the aim of the project was to assist agencies who intervene in a local economy to try to help individual small firms guidance currently available to such agencies was considered to lack an adequate theoretical basis in relation to either the choice of firms who should be granted assistance or the form of assistance which might be given in particular there is a lack of recognition that there is scope for management strategy among smaller firms affecting the way they compete in the market place and having a clear bearing on their revealed performance from a study of 100 small firms located in telford new town criteria were derived for classifying the competitive stance of small firms this was identified as the key to the potential performance of the small firm the extent to which it reveals a potential for future growth can determine whether a firm is or not a suitable candidate for assistance and the strengths and weakness in an individual firm s stance can determine the most suitable form of assistance to give the survey and analysis exercise leading to the identification of components of competitive stance are described and the classification of firms into a range of stance types then the usefulness of the competitive stance classification as a guide to selection of firms and choice of form of assistance is considered

a technology gap interpretation of growth paths in asia and latin america abstract this paper presents a north south technology gap model which combines the schumpeterian approach to technical and structural change with the keynesian perspective on effective demand and the balance of payments bop constraint as drivers of growth three are the contributions of the paper first it develops a model in which the technology gap relative productivity and relative wages co evolve and may generate different paths of convergence or divergence between south and north depending on the parameters of the model second the parameters of the model are associated with different types of policies which allows for discussing how these policies may change the growth path finally the model is used to discuss the contrasting experiences of asia and latin america since 1970 convergence in asia and divergence in latin america have been extensively debated topics in the literature on comparative economic development which highlights the crucial role of industrial policy it is argued that the results of the technology gap model are consistent with the findings of this literature and helps understand the forces behind convergence and divergence

a critical realist interpretation of evolutionary growth theorising the article discusses a critical realist interpretation of evolutionary growth theorising by focusing on some of its basic characteristics the evolutionary ontology is complex differentiated structured systemic open ever changing and radically uncertain its methodology tends to be increasingly based on appreciative theorising retroductive explanations and interdisciplinary analysis after discussing these features the article suggests that critical realism may indeed constitute an important philosophical and methodological foundation for the future development of evolutionary theories of economic growth

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

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

the simple economics of motor vehicle pollution a case for fuel tax the volume of pollution produced by an automobile is determined by driver s behavior along three margins i vehicle selection ii kilometers driven and iii on road fuel economy the first two margins have been studied extensively however the third has received scant attention how significant is this intensive margin what would be the optimal policies when it is taken into account the paper develops and analyzes a simple model of the technical and behavioral mechanisms that determine the volume emissions produced by a car the results show that an optimal fuel tax would provide drivers with appropriate incentives along all three margins and that only public information is needed for a fuel tax to be set optimally in contrast an optimal distance tax would require private information lastly relative to the optimal fuel tax a simple uniform fuel tax is shown to be progressive thus being already deployed worldwide a uniform fuel tax is an attractive second best policy these findings should be accounted for when designing new mechanisms to alleviate motor vehicle pollution

cognitive and institutional perspectives of eco efficiency the paper sketches out a theoretical framework for analysing the interplay between eco efficiency cognition and institutions it derives from analytical shortfalls of the prevailing literature which features strongly engineering and business economics by using insights from new institutional economics from cognitive science and partly from evolutionary economics it emphasises the role cognition and institutions play in the adoption of green technologies by firms a cognitive perspective derives from recent research on simple heuristics and context based rationality it is proposed that those findings can serve to analyse decision making of individual actors respectively firms and thus should complement economic analysis a second proposition is that eco efficiency and normative rules such as a factor four strongly rely upon institutions i e the ability of institutions to evolve over time and the development of those institutions that are most appropriate to enhance technological change in this regard business institutions and competition are crucial but regulatory needs remain in order to safeguard continuity of knowledge creation the framework allows for an analysis why overall adoption of eco efficiency still can be considered relatively slow and why some markets and firms are far ahead as a brief case study the article reflects upon german waste law s ability to enhance eco efficiency

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

optimal environmental taxation in the presence of other taxes general equilibrium analyses this paper examines the optimal setting of environmental taxes in economies where other distortionary taxes are present we employ analytical and numerical models to explore the degree to which in a second best economy optimal environmental tax rates differ from the rates implied by the pigovian principle according to which the optimal tax rate equals the marginal environmental damages both models indicate contrary to what several analysts have suggested that the optimal tax rate on emissions of a given pollutant is generally less than the rate supported by the pigovian principle moreover the optimal rate is lower the larger are the distortions posed by ordinary taxes numerical results indicate that previous studies may have seriously overstated the size of the optimal carbon tax by disregarding pre existing taxes this abstract was borrowed from another version of this item

mapping public support for innovation a comparison of policy alignment in the uk and france this paper proposes and tests a three dimensional model of public support design as a framework to compare public incentives for innovation in firms through time and across countries and consequently to compare forms of policy alignment of innovation objectives in an economy using data on 149 french and british policy programmes from the early 1980s to 2002 this paper shows that policy makers implement programmes within a different three dimensional design space in order to align several distinctive objectives and consequently strengthen the impact of governmental measures moreover as the objectives of the national players and policy makers evolved the portfolio of innovation policies also evolved in their separate ways nevertheless some similar trends are also observed

rational inattention and energy efficiency abstractthis paper argues that it will often be rational for consumers to pay limited attention to energy efficiency when choosing among energy consuming durable goods like automobiles or home appliances the reason is that the proper valuation of energy efficiency requires time and effort but differences in efficiency across products will rarely be pivotal to choice when consumers have strong preferences regarding other product attributes the paper first explains why proper valuation of efficiency is difficult even in the presence of government energy labels it next develops a model that shows how to value additional information about energy efficiency in a discrete choice context it then uses data on automobiles to show that consumers experience only small welfare losses when forced to choose a car without detailed information about fuel costs finally the paper discusses the implications of rational inattention for both economic research and public policy

analysis of the eu policy package on climate change and renewables abstract in 2009 the eu decided to reduce greenhouse gas emissions at least by 20 in 2020 compared to 1990 and to supply 20 of energy needs by 2020 from renewable energy sources this paper uses an energy model coupled with a non co 2 greenhouse gas model to assess the range of policy options that were debated to meet both targets policy options include trading of renewable targets carbon trading in power plants and industry and the use of the clean development mechanism to improve cost efficiency the models also examined fairness by analysing the distribution of emission reduction in the non emission trading sector the distribution of co 2 allowances in the emission trading sector and the reallocation of renewable targets across member states the overall costs of meeting both targets range from 0 4 to 0 6 of gdp in 2020 for the eu as a whole the redistribution mechanisms employed significantly improve fairness compared to a cost effective solution

sustainability in a post keynesian growth model for an open economy the paper expands the bop constraint growth model and kaldorian regimes productivity and demand regimes in order to include some of the concerns raised by ecological economics in post keynesian models for open economies the demand regime is modified by taking into account porter s hypothesis which suggests that environmental innovations spurred by environmental policies can foster competitiveness as a result the equilibrium bop constrained rate of growth increases leading to a different version of thirlwall s law which opens room for analyzing the impact of environmental innovations on convergence between developing and developed economies the productivity regime in turn considers the growth and employment implications of innovations in labor productivity standard innovations and environmental efficiency environmental innovations it is argued that the fiscal policy and composition of public expenditure matter for long run growth employment and sustainability

biofuel economics in a setting of multiple objectives unintended consequences this paper examines biofuels from an economic perspective and evaluates the merits of promoting biofuel production in the context of the policies multiple objectives life cycle implications pecuniary externalities and other unintended consequences the policy goals most often cited are to reduce fossil fuel use and to lower greenhouse gas emissions but the presence of multiple objectives and various indirect effects complicates normative evaluation to address some of these complicating factors we look at a several combinations of policy alternatives that achieve the same set of incremental gains along the two primary targeted policy dimensions making it possible to compare the costs and cost effectiveness of each combination of policies for example when this approach is applied to u s produced biofuels they are found to be 14 31 times as costly as alternatives like raising the gas tax or promoting energy efficiency improvements the analysis also finds the scale of the potential contributions of biofuels to be extremely small in both the u s and eu mandated u s corn ethanol production for 2025 reduces u s petroleum input use by 1 75 and would have negligible net effects on co2 emissions and although eu imports of brazilian ethanol may look better given the high costs of other alternatives this option is equivalent at most to a 1 20 reduction in eu gasoline consumption

planes ships and taxes charging for international aviation and maritime emissions international aviation and maritime transport account for a significant and growing share of global carbon emissions yet they are not only excluded from the kyoto agreement and all current carbon pricing schemes but do not even pay fuel excises of the type standard for other transport activities moreover each sector benefits from preferential tax treatment failure to charge vat on international aviation and the application of tonnage tax regimes rather than the normal corporate tax in maritime this paper considers the design of fuel charges in these sectors to address these distortions and quantifies their impact on emissions revenue and welfare showing amongst other things that the gain from offsetting the pre existing tax distortions may be as significant as those from reducing emissions it shows too how compensation schemes can be designed to protect the poorest countries a key ingredient in the politics of the issue given the practical need for wide applicability of such charges the real challenge is to amass the degree of international cooperation required especially strong for maritime failure of which to some degree explains their current under taxation and unsurprisingly to decide who gets the money technically these charges should if anything be rather easy to implement michael keen ian parry and jon strand

are energy efficiency standards justified abstract this paper develops an analytical framework for comparing the welfare effects of energy efficiency standards and pricing policies for reducing gasoline electricity and nationwide carbon emissions the model is parameterized with us data and includes key externalities in the energy transportation sectors and possible underinvestment in energy efficiency due to misperceptions over energy savings even with large misperceptions the extra welfare gains from complementing efficient pricing policies with energy efficiency standards are zero for reducing gasoline and 5 percent for reducing electricity and when viewed as substitutes these standards forgo 60 percent or more of the potential welfare gains from corresponding pricing policies a combination of energy efficiency and emissions standards is more than three times as costly as carbon pricing when there is no misperception over energy savings and even with large misperceptions combining carbon pricing with gasoline electricity taxes is better than combining it with energy efficiency standards

lose some save some obesity automobile demand and gasoline consumption abstract this paper examines the unexplored link between the prevalence of overweight and obesity and vehicle demand in the united states exploring annual sales data of new passenger vehicles at the model level in 48 u s counties from 1999 to 2005 we find that new vehicles demanded by consumers are less fuel efficient on average as a larger share of people become overweight or obese the ols results show that a 10 percentage point increase in obesity and overweight reduces the average mpg of new vehicles demanded by 1 4 percent an effect requiring a 12 cent increase in gasoline prices to counteract the 2sls results after controlling for possible endogeneity in overweight and obesity prevalence put those two numbers at 5 percent and 54 cent respectively these findings robust to a variety of specifications suggest that policies to reduce overweight and obesity can have additional benefits for energy security and the environment

government failure and market failure on the inefficiency of environmental and energy policy in this article we describe some important themes in energy and environmental policy there are two main reasons for our interest in these policies first such policies will likely be important in the coming decades as issues related to climate change and energy security come to the fore second there are important lessons to be learned from a careful review of the actual performance of energy and environmental policies we undertake a selective survey of the literature to highlight what is known about the efficiency of particular kinds of policies laws and regulations in these areas this paper makes three key contributions the first is to synthesize a large literature on energy and environmental policy in a way that can be easily digested by both non experts and experts the second contribution is to suggest that if history is a guide then we should not expect many interventions in these policy areas to come close to maximizing net economic benefits the third is to suggest what might be needed for the development of more efficient energy and environmental policies copyright 2010 oxford university press

environmental tax interactions when pollution affects health or productivity abstract recent studies indicate that interactions with the tax distorted labor market increase the cost of pollution regulation however these studies make restrictive assumptions regarding preferences and ignore key links between pollution human health and labor productivity together these assumptions imply that pollution does not affect labor supply this paper develops an analytical general equilibrium model that considers several potential benefits from reduced pollution including improved health or productivity it shows that these benefits affect labor supply and thus create a benefit side tax interaction effect that can be of the same magnitude as the familiar cost side interaction when reduced pollution boosts labor productivity the effect substantially magnifies such benefits in contrast when pollution affects consumer health the effect tends to diminish the benefits of reduced pollution the paper considers only environmental regulation but these concepts apply equally to other policies affecting productivity or health such as research subsidies or occupational safety regulations

measuring global gasoline and diesel price and income elasticities abstract price and income elasticities of transport fuel demand have numerous applications they help forecast increases in fuel consumption as countries get richer they help develop appropriate tax policies to curtail consumption help determine how the transport fuel mix might evolve and show the price response to a fuel disruption given their usefulness it is understandable why hundreds of studies have focused on measuring such elasticities for gasoline and diesel fuel consumption in this paper i focus my attention on price and income elasticities in the existing studies to see what can be learned from them i summarize the elasticities from these historical studies i use statistical analysis to investigate whether income and price elasticities seem to be constant across countries with different incomes and prices although income and price elasticities for gasoline and diesel fuel are not found to be the same at high and low incomes and at high and low prices patterns emerge that allow me to develop suggested price and income elasticities for gasoline and diesel demand for over one hundred countries i adjust these elasticities for recent fuel mix policies and suggest an agenda of future research topics

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

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

technology and economic theory technology and technological change play a central role in economics whether in the theory of resource allocation or in the theory of growth and development yet the nature of technology is largely ignored in economic theory it being considered sufficient to treat technology as a constraint on productive opportunities this short essay delves a little deeper into the nature of technology and the material energy and information transformation processes that it represents a deeper understanding of technology leads to a deeper understanding of the main currents of technological advance and to the reasons why the development of technology and its application are so uneven over time and place copyright the author 2009 published by oxford university press on behalf of the cambridge political economy society all rights reserved oxford university press

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

an overview of co2 cost pass through to electricity prices in europe this paper investigates the link between wholesale electricity prices in europe and the co2 cost i e the price of european union allowances euas over the two first phases of the european union emissions trading scheme eu ets we set up a theoretical framework and an empirical model to estimate to what extent daily fluctuations of co2 costs may have impacted electricity prices regarding estimation results for the first phase of the eu ets about 42 of estimated pass through rates appear to be statistically significant while only one third of them are statistically different from zero in the second phase we try to improve those results by proposing alternative estimates based on the eu ets compliance periods

a tale of two market failures technology and environmental policy abstract market failures associated with environmental pollution interact with market failures associated with the innovation and diffusion of new technologies these combined market failures provide a strong rationale for a portfolio of public policies that foster emissions reduction as well as the development and adoption of environmentally beneficial technology both theory and empirical evidence suggest that the rate and direction of technological advance is influenced by market and regulatory incentives and can be cost effectively harnessed through the use of economic incentive based policy in the presence of weak or nonexistent environmental policies investments in the development and diffusion of new environmentally beneficial technologies are very likely to be less than would be socially desirable positive knowledge and adoption spillovers and information problems can further weaken innovation incentives while environmental technology policy is fraught with difficulties a long term view suggests a strategy of experimenting with policy approaches and systematically evaluating their success

revenue recycling and the welfare effects of road pricing the authors explore the interaction between taxes on work related traffic congestion and preexisting distortionary taxes in the labor market a congestion tax raises the overall costs of commuting to work and discourages labor force participation at the margin when revenues are returned in lump sum transfers the resulting efficiency loss in the labor market can be larger that the pigouvian efficiency gains from internalizing the congestion externality by contrast if congestion tax revenues are used to reduce labor taxes the net impact on the labor supply is positive and the efficiency gain in the labor market can raise the overall welfare gains of the congestion tax by as much as 100 percent recycling congestion tax revenues in public transit subsidies produces a positive but smaller impact on the labor supply in short the authors results indicate that the presence of preexisting tax distortions and the form of revenue recycling can crucially affect the size and possibly even the sign of the welfare effect of road pricing schemes the efficiency gains from recycling congestion tax revenues in other tax reductions can amount to several times the pigouvian welfare gains from congestion reduction

revenue raising vs other approaches to environmental protection the critical significance of pre existing tax distortions using analytical and numerical general equilibrium models we show that preexisting factor taxes produce a tax interaction effect that increases the costs of pollution taxes and quotas under policies that raise revenue and recycle it through cuts in marginal factor tax rates this effect is partially offset by a revenue recycling effect grandfathered pollution quotas such as those used under the 1990 clean air act amendments to regulate electric utilities so2 emissions do not benefit from this offset preexisting taxes raise this regulation s cost by over 70 more than half of this additional cost could be avoided by auctioning quotas and exploiting the revenue recycling effect

an evolutionary model of innovation policy conceptualizing the growth of knowledge in innovation policy as an evolution of policy alternatives our purpose is to propose a conceptual model of the growth of knowledge in innovation policy making we explicitly draw upon evolutionary economics to conceptualize learning as an evolutionary proc