are emissions permits regressive grandfathered emissions permits redistribute income to wealthy households by creating firm rents that ultimately accrue to shareholders consequently they can be highly regressive even if the poor do not have large budget shares for polluting goods using an analytical model this paper estimates the burden of emissions permits borne by different income groups under control of power plant emissions of carbon so2 and nox we also compare the burden borne by poor households under permits with that under emissions taxes performance standards technology mandates and input taxes and we show how the social costs of policies differ from efficiency costs when society has aversion to inequality

the welfare effects of fuel conservation policies in a dual fuel car market evidence from india we estimate a model of vehicle choice and kilometers driven to analyze the long run impacts of fuel conservation policies in the indian car market we simulate the effects of petrol and diesel fuel taxes and a diesel car tax taking into account their interactions with the pre existing petrol fuel tax and car sales taxes at levels sufficient to reduce total fuel consumption by 7 the increased diesel and petrol fuel taxes both yield deadweight losses net of externalities of about 4 2010 rs l however at levels sufficient to reduce total fuel consumption by 2 the increased petrol fuel tax results in a deadweight loss per liter of fuel conserved that is greater than that caused by the diesel fuel tax this reflects both the high pre existing tax on petrol fuel and the high own price elasticities of fuel demand in india a tax on diesel cars that results in the same diesel market share as the large diesel fuel tax actually has a negative deadweight loss per liter of fuel conserved the welfare effects of all three policy instruments are positive once the external benefits of reducing fuel consumption are added to the excess burden of taxation

distributional effects of a carbon tax on car fuels in france this paper analyses the distributional effects of alternative scenarios of carbon taxes on car fuels using disaggregated french panel data from 2003 to 2006 it incorporates household price responsiveness that differs across income groups into a consumer surplus measure of tax burden carbon taxation is regressive before revenue recycling however taking into account the benefits from congestion reduction induced by the tax mitigates regressivity we show also that recycling additional revenues from the carbon tax either in equal amounts to each household or according to household size makes poorest households better off

sustainability impacts of car road pricing a computable general equilibrium analysis for austria abstract nationwide car road pricing schemes are discussed across europe we analyse the impacts of such schemes with respect to environmental economic and social indicators of sustainability also quantifying the trade offs among these three dimensions under different charging principles and revenue recycling options in our analysis we employ a computable general equilibrium cge approach develop a modelling structure for private transport and provide detailed empirical analysis for the case of austria regarding the social dimension it has often been argued that poorer households and commuters would have to bear a disproportionate share of the road pricing burden we find the contrary i e a stronger negative policy impact on richer households and on a small group of intensive car users the choice of revenue recycling is able to ameliorate the negative social and economic effects of road pricing without reversing the desired positive environmental effects for political feasibility questions of distributional impacts are most urgent and therefore we address them systematically within a quantitative framework

the effectiveness of gasoline taxation to manage air pollution abstract higher gasoline taxes can be justified because cars cause significant local regional and global air pollution damages this study examines whether charging higher taxes would result in significant emission reductions both experimental survey data and actual behavior in southern california and connecticut are evaluated to explore whether people would change their driving behavior in response to higher gasoline prices both sets of results reveal that drivers are price inelastic in the short run 0 4 to 0 6 and long run 0 5 to 0 7 imposing environmental surcharges on gasoline will result in only a small reduction in driving and thus only a small improvement in the environment such taxes will place a heavy and clear burden on drivers however making gasoline taxes extremely unpopular finally the study finds that the income elasticity of gasoline is low 0 1 0 2 so that the gas tax will fall heavily on the poor

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

estimating the supply and demand of gasoline using tax data abstract we estimate supply and demand functions for the u s gasoline market using information from excise tax returns provided by the irs for the period 1990 2009 we find price and income elasticities of demand similar to those found using eia data we find a price elasticity of supply of 0 29 which differs from the common assumption of a perfectly inelastic short run supply curve by using a novel data source the analysis provides a robustness check of aggregate studies of gasoline demand and a consistent econometric estimate of the price elasticity of gasoline supply the results are useful in guiding tax and regulatory policies regarding gasoline consumption

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

a decomposition of the price and income elasticity of the consumer demand for gasoline the authors specify and estimate a model of the short run demand for gasoline which allows them to decompose a consumer s gasoline demand elasticities into miles driven and driving efficiency components their model is estimated using detailed household survey data which allows direct focus on the short run holding both the household s automobile stock and demographic profile fixed among the most interesting results are 1 the data allow interesting insights to be drawn into the interrelationship between these important variables and household behavior with respect to gasoline consumption miles driven and driving efficiency 2 the gasoline demand behavior of one car and multi car households differ significantly from each other evaluated at overall sample means one car households have higher in absolute value price elasticites for gasoline miles driven and fuel efficiency demand conversely multi car households have higher in absolute value total expenditure elasticities for each category 3 for both one car and multi car households roughly 75 of the estimated price elasticity and roughly 80 of the estimated total expenditure elasticity of gasoline demand stem from the miles driven component the estimated fuel efficiency elasticities though smaller than their standard errors indicate that households respond to changes in prices and total expenditure levels not only by changing the number of miles theymore drive but also by changing the efficiency with which they drive them 23 references 3 tables less

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

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

optimal control of externalities in the presence of income taxation a substantial literature examines second best environmental policy focusing particularly on how the pigouvian directive that marginal taxes should equal marginal external harms needs to be modified in light of the preexisting distortion due to labor income taxation additional literature is motivated by the possibility that distributive concerns should amend the internalization prescription it is demonstrated however that simple first best rules unmodified for labor supply distortion or distribution are correct in a natural basic formulation of the problem specifically setting all commodity taxes equal to marginal harms and subsidies equal to marginal benefits can generate a pareto improvement likewise a marginal reform in the direction of the first best can yield a pareto improvement qualifications and explanations for differences from previous work are also presented

exact consumer s surplus and deadweight loss consumer s surplus is a widely used tool in applied welfare economics both economic theorists and cost benefit analysis often use consumer s surplus despite its somewhat dubious reputation the basic idea is to evaluate the value to a consumer or his willingness to pay for a change in price of a good from say pricep to pricep because price changes affect consumer welfare an evaluation of this effect is often a key input to public policy decisions yet consumer s surplus is probably the most controversial of widely used economic concepts both paul samuelson and ian little conclude that the economics profession would be better off without it it is my feeling of the situation that substantial agreement exists on the correct quantities to be measured the amount the consumer would pay or would need to be paid to be just as well off after the price change as he was before the price change the quantities correspond to john hicks compensating variation measures an alternative measure which takes ex post price change utility as the basis of comparison is hicks equivalent variation the controversy arises in the measurement of these quantities the usual measurement procedure is to use the area to the left of the marshallian market demand curve between two price levels jules dupuit originated this measure of welfare change and alfred marshall and hicks derived appropriate conditions for its use the primary condition for the area to the left of the demand curve to correspond to the compensating variation is to have constant marginal utility of income marshall gave this condition and if it holds the same quantity will be derived as the area to the left of the compensated hicksian demand curve this area to the left of the compensated demand curve is exactly what the compensating variation and equivalent variation measure thus the constant marginal utility of income is a sufficient condition for marshallian consumer s surplus to be equal to hicks consumer s surplus in this case arnold harberger s plea to use the welfare triangle as one half times the product of the price change times the quantity change to measure deadweight loss corresponds to the correct theoretical amount of welfare change in a recent paper robert willig derives bounds for the percentage difference between the correct measure of either the compensating or equivalent variation and the marshallian measure derived form the market demand curve his bounds which depend on the income elasticity of demand for the single good in the region of price change being considered as well as the proportion of the consumer s income spent on the good demonstrate that the marshallian consumer s surplus is often a good approximation to hicks consumer s surplus the fact that the proportion of the consumer s income spent matters as well as the income elasticity was first pointed out by harold hotelling willig contends that the approximation error will be less than the errors involved in estimating the demand curve thus he hopes to remove the need for apology that applied economists often need to give to theorists who remark on the inappropriateness of using marshallian consumer s surplus to measure welfare change however in this paper i show that for the case primarily considered by willig of a single price change which is also the situation in which consumer s surplus is often used in applied work no approximation is necessary professor of economics massachusetts institute of technology and research associate national bureau of economic research i would like to thank peter diamond erwin diewert daniel mcfadden robert merton robert solow hal varian joel yellin and the referees for help and comments research support from the national science foundation is acknowledged the reason that we still have two rather than one of samuelson s six measures of consumer s surplus arises from an index number problem of the correct basis for the welfare comparison i will give both measures but plan to concentrate on the compensating variation

consumer responses to gasoline price and non price policies abstract gasoline consumption in emerging economies have been rising rapidly due to economic growth and increasing urbanization rate in recent years however the development has brought about new socio economic and environmental challenges leading governments to adopt various policies to control the trend although the impacts of price changes on gasoline consumption are well researched in the literature studies on different policies in a specific country is limited in this paper we investigate the impact of three distinct policies price reform rationing and fuel efficiency on consumer responses in iran we estimate price income and efficiency elasticities across household characteristics income groups and provinces using the aids model and the household expenditures data for the period 2005 2016 the results show that the average price elasticity is 76 however it varies across household characteristics time and space the price responses are greater in provinces neighbouring the countries with high price differentials and welfare losses of price reform are more sever for lower income families the estimated elasticities under different policy regimes show that energy price reform has led to significantly higher elasticities while rationing has led to decreased elasticities the more stringent efficiency regulation and increasing imports of fuel efficient cars have also increased elasticities

income distribution impacts of climate change mitigation policy in the susquehanna river basin economy we examine the cost side income distribution impacts of a carbon tax in the susquehanna river basin srb region of the united states utilizing a computable general equilibrium model we find the aggregate impacts of a 25 ton carbon tax on the srb economy are likely to be negative but modest an approximately one third of 1 reduction in gross regional product grp in the short run and double that amount in the long run however unlike many previous studies we find that the carbon tax is mildly progressive as measured by income bracket changes per capita equivalent variation and gini coefficient changes based on expenditure patterns the dominant factors affecting the distributional impacts are the pattern of output income and consumption impacts that affect lower income groups relatively less than higher income ones an increase in transfer payments favoring lower income groups and decreased corporate profits absorbed primarily by higher income groups

coordination in markets with nonconvexities as a mathematical program with equilibrium constraints part i a solution procedure this paper is concerned with developing an algorithm for solving the coordination problem that arises in a new equilibrium model which for the purpose of this presentation applies to a static no time coupling costs or constraints electricity pool market with price inelastic demand and no network the new equilibrium model has the following main properties i every scheduled generator satisfies its minimum surplus or bid profit condition ii the energy price is a system marginal cost lagrange multiplier associated with the power balance constraint in the related economic dispatch problem where all of the discrete variables are fixed to their optimal values iii the power balance and all the generators technical constraints are satisfied to solve the coordination problem which is a subproblem of the new equilibrium model it is mathematically convenient to cast the former as a three level nested optimization problem we substitute the ensuing lower level subproblems with an equivalent set of explicit algebraic equalities and inequalities hence we obtain a one level problem which is a discrete continuous mathematical program with complementarity or equilibrium constraints mpec finally we transform the one level mathematical program into mixed integer linear form by substitution of the complementarity terms and the remaining nonlinear terms

market price and income elasticities of new vehicles demand recent evidence from aggregate models of automobile demand indicates that when not corrected for quality differences market price elasticity of demand is substantially biased downwards this note presents new information on market price and income elasticities derived from a disaggregate demand model that controls for cost household income vehicle attributes and perceived quality consumer search and manufacturer based on an extensive household survey of new vehicle purchasers in 1989 market price and income elasticities are estimated to be 0 87 and 1 70 respectively moreover excluding vehicle quality from a well specified model is found to have little effect upon the estimated market elasticities copyright 1996 by mit press

disequilibrium models with rational expectations an application to the uk labour market this paper develops and estimates an explicit switching model for the u k labour market which includes expectations terms in the labour demand function these expectations terms are dealt with by using the rational expectations hypothesis

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

an indirect utility model of car ownership and private car use abstract in this paper a model is developed for the simultaneous determination of private car ownership and private car use measured as the annual number of kilometers this model is a micro economic utility model in which the fixed and variable car costs enter through the budget restriction this allows us to do micro simulations of increasing those costs which is a policy issue in the netherlands it turns out that in this model both fixed and variable car costs are effective measures for reducing traffic growth the former working primarily through decreasing car ownership levels the latter having a more direct effect on car use

a bayesian sampling approach to measuring the price responsiveness of gasoline demand using a constrained partially linear model partial linear models provide an intuitively appealing way to examine gasoline demand because one can examine how response to price varies according to the price level and people s income however despite their intuitive appeal partial linear models have tended to produce implausible and or erratic price effects blundell et al 2012 propose a solution to this problem that involves using slutsky shape restrictions to improve the precision of the nonparametric estimate of the demand function they propose estimating a constrained partially linear model through three steps where the weights are optimized by minimizing an objective function under the slutsky constraint bandwidths are selected through least squares cross validation and linear coefficients are estimated using profile least squares a limitation of their three step estimation method is that bandwidths are selected based on pre estimated parameters we improve on the blundell et al 2012 solution in that we derive a posterior and develop a posterior simulation algorithm to simultaneously estimate the linear coefficients bandwidths in the kernel estimator and the weights imposed by the slutsky condition with our proposed sampling algorithm we estimate a constrained partially linear model of household gasoline demand employing household survey data for the united states for 1991 and 2001 and for canada for 2006 2009 and find plausible price effects

heterogeneity in the rebound effect further evidence for germany rebound effects measure the behaviorally induced offset in the reduction of energy consumption following efficiency improvements using both panel estimation and quantile regression methods on household travel diary data collected in germany between 1997 and 2009 this study investigates the heterogeneity of the rebound effect in private transport with the average rebound effect being in the range of 57 to 62 our results are in line with a recent german study by frondel peters and vance 2008 but are substantially larger than those obtained from other studies furthermore our quantile regression results indicate that the magnitude of estimated fuel price elasticities from which rebound effects can be derived depends inversely on the household s driving intensity households with low vehicle mileage exhibit fuel price elasticities and hence rebound effects that are significantly larger than those for households with high vehicle mileage

winning or losing from dynamic bottleneck congestion pricing the distributional effects of road pricing with heterogeneity in values of time and schedule delay abstract this paper analyses the efficiency and distributional impacts of congestion pricing in vickrey s 1969 dynamic bottleneck model of congestion allowing for continuous distributions of values of time and schedule delay we find that congestion pricing can leave a majority of travellers better off even without returning the toll revenues to them we also find that the consumer surplus losses or gains from tolling are not strictly monotonic in the value of time because they also depend on the value of schedule delays the greatest losses are not incurred by drivers with the lowest value of time but by users with an intermediate value of schedule delays and the lowest value of time for that value of schedule delays for second best pricing with an untolled alternative the pattern of distributional effects is quite similar to that for first best pricing in contrast with results from prior static models users who are indifferent between the two alternative routes are not the ones who gain least from this type of second best pricing our results suggest that in assessing the distributional impacts of road congestion pricing it is important to take into account both the distribution of the value of time and of the value of schedule delays as well as the dynamics of departure time choice

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

disaggregate analysis of the demand for gasoline in this paper we adopt a disaggregate approach to modelling the components of gasoline demand gasoline demand in our model is viewed as the outcome of the fol lowing household decisions vehicle holdings number and type and vehicle usage non discretionary and discretionary usage modelling gasoline demand in this way correctly specifies gasoline as an input into the production of transportation services and allows for the interdependence between household decisions on vehicle holdings and usage moreover estimation of the components of gasoline demand allows policy makers to identify the means by which individuals will respond to policy changes this leads to more effective policies designed to reduce gasoline consumption we use this model to estimate price and fuel efficiency elasticities of vehicle usage and gasoline demand

new car sales and used car stocks a model of the automobile market this article develops a short run general equilibrium model of the automobile market by combining a discrete choice model of consumer automobile demand with simple models of new automobile production and used vehicle scrappage the theoretical model allows an unlimited degree of heterogeneity of both consumers and automobiles with equilibrium defined as aggregate demand equal to supply for every vehicle type econometric estimates of the scrappage and demand functions are then used to create a simulation model of the automobile market which is used to provide forecasts of automobile sales stocks and scrappage for the 1978 1990 period

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

optimal control of externalities in the presence of income taxation optimal control of externalities a substantial literature examines second best environmental policy focusing particularly on how the pigouvian directive that marginal taxes should equal marginal external harms needs to be modified in light of the preexisting distortion due to labor income taxation additional literature is motivated by the possibility that distributive concerns should amend the internalization prescription it is demonstrated however that simple first best rules unmodified for labor supply distortion or distribution are correct in a natural basic formulation of the problem specifically setting all commodity taxes equal to marginal harms and subsidies equal to marginal benefits can generate a pareto improvement likewise a marginal reform in the direction of the first best can yield a pareto improvement for other reforms a simple efficiency test characterizing when a pareto improvement is possible is offered qualifications and explanations for the substantial departure from results in previous work are also elaborated

gasoline demand and car choice estimating gasoline demand using household information in recent years calls for carbon taxes as a policy tool to combat global warming have kept a discussion of the price and income elasticities of gasoline demand alive to date gasoline demand elasticity estimates are almost exclusively based on aggregate data that are subject to aggregation problems and make distributional concerns impossible to address by using household level data from the panel study of income dynamics psid and imputed fuel efficiency measures and gasoline prices i estimate household demand for gasoline and the corresponding price and income demand elasticities an attempt is made to include data on the car stock in the estimation since car portfolio and gasoline demand decisions are closely related empirical results from a selection corrected gasoline demand regression suggest low short run price and income elasticities and clear differences in gasoline demand across the population these results suggest that a gasoline tax is not likely to result in large decreases in gasoline consumption while potentially imposing hardship on identifiable segments of the population

regulating automobile pollution under certainty competition and imperfect information abstract this paper studies an integrated economic model of automobile emissions that incorporates consumer mileage automobile feature and fuel content choices subject to informational constraints that bind the government optimal regulatory policies are shown to include fuel content standards gasoline taxes and direct automobile regulation or taxation optimal automobile taxes are tied to the mileage that regulators can anticipate will be driven on a given car in dynamic environments constrained efficiency can be achieved by periodic automobile taxes or under some circumstances a combination of new car regulation and accelerated vehicle retirement subsidies desired properties of vehicle retirement programs are discussed

voting for environmental policy under income and preference heterogeneity we examine the design of policies for promoting the consumption of green products under preference and income heterogeneity using organic food products as an example two instruments are considered a price subsidy for the organic food products and a tax on the conventional products under income disparity consumers with high income always prefer a socially optimal subsidy to a socially optimal tax while low income consumers prefer a tax on conventional products when environmental policy is determined by the median voter the policies implemented tend to be stricter than socially optimal policies if income differences are large

discussion of equilibrium of auction markets with unit commitment the need for augmented pricing the author comments on the paper by l alexis et al see ibid vol 17 p 798 805 2002 the author asks alexis et al to comment on the two additional issues regarding the applicability of the approach

gasoline price and new vehicle fuel efficiency evidence from canada abstract using data on all new vehicles registered in canada from 2000 to 2010 we estimate the elasticity of the fuel economy of the new vehicle stock with respect to gasoline price we find that a 10 increase in gasoline price causes a 0 8 improvement in the fuel economy of new vehicles however we also show that consumers respond much more strongly to fuel taxes than to other components of the gasoline price finally we provide evidence that consumers in dense urban areas are more responsive to changes in fuel prices than consumers living on the urban periphery

the incidence of fuel taxation in india abstract fuel taxes have returned to centre stage as a potential policy instrument for greenhouse gas abatement on the basis of some studies in developed countries critics have complained that a fuel tax would be regressive this paper uses data from a representative household survey covering more than 124 thousand indian households to examine this claim it finds that a fuel tax would be progressive as would a carbon tax using an input output approach it is found that the progressivity results holds good even when one considers indirect consumption of fuel through its use as an intermediate input sensitivity checks allowing for differing price elasticities of demand between rich and poor confirm this result for most of fuels a tax on kerosene is the only fuel tax that is regressive in all situations

economy wide rebound effects for non energetic raw materials material efficiency is increasingly being seen as a means to save resources and achieve greater security of supply whether these aims can be achieved to the desired extent depends among other things on the presence of rebound effects this article estimates economy wide rebound effects for non energetic raw materials in the context of a set of material efficiency projects carried out in germany under the assumption that the efficiency technologies developed in these projects are scaled up to the national level input output analysis is used to calculate changed material requirements and corresponding rebound effects reduced material flows in monetary terms together with economic data are aggregated to an economy wide impulse which can cause re increases in the demand for the considered raw materials depending on the project specific framework conditions and subject to the modeling assumptions our estimates suggest that individual materials display a wide range of rebound effects ranging from close to zero to low double digit percentages these results point towards the conclusion that economy wide rebound effects do not make these efficiency measures obsolete however they also suggest that rebound effects should not be ignored in the assessment of the role of efficiency in future resource consumption

do high oil prices matter evidence on the mobility behavior of german households focusing on travel survey data from germany this paper investigates the determinants of automobile travel with the specific aim of quantifying the effects of fuel prices and fuel economy the analysis is predicated on the notion that car mileage is a two stage decision process comprising the discrete choice of whether to own a car and the continuous choice of distance traveled to capture this process we employ censored regression models consisting of probit and ols estimators which allows us to gauge the extent to which sample selectivity may bias the results our elasticity estimates indicate a significant positive association between increased fuel economy and increased driving and a significantly negative fuel price elasticity which ranges between 35 and 41 taken together these results suggest that fuel taxes are likely to be a more effective policy measure in reducing emissions than fuel 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

distributional impacts of car road pricing settlement structures determine divergence across countries abstract social questions of distribution and equity are of major importance for the political acceptance of car road pricing the argument that kilometre based private vehicle charging disadvantages the poor is often the core reason for opposing its introduction an article in this journal steininger k w friedl b gebetsroither b 2007 sustainability impacts of car road pricing a computable general equilibrium analysis for austria ecological economics 63 pp 59 69 proved the opposite for one european country i e that the rich bear most of the burden in the present paper we use the very same model structure and apply it in a simulation to the data of another country while macroeconomic and environmental conclusions are similar we find a different distributional impact of car road pricing in our case this issue is also of relevance in the analysis of the distributional implications concerning recently significant gasoline price increases

analyzing co2 emissions from passenger cars in europe a dynamic panel data approach abstract road transport accounts for 92 per cent of co2 emissions from all transport services and car transport makes the largest contribution to the total we examine the dynamic relationship between car co2 emissions in western european union countries eu 13 with the dieselization of the passenger vehicle fleet technological progress fuel efficiency mobility indicator economic activity and motorization rate we take advantage of a panel data set of 13 eu countries between 1990 and 2015 and estimate a dynamic panel data dpd model using alternative econometric methods this approach allows us to estimate the effect on car co2 emissions of induced indirect channels involving the reaction of economic agents to changes in aforementioned explanatory variables we provide evidence that co2 emissions have been benefited from global technological progress and changes in average fuel efficiency while increases of economic activity motorization rate and the dieselization process hold positive and significant relationship with car co2 emissions these results are consistent with alternative model specifications and econometric methods

reconciling social welfare agent profits and consumer payments in electricity pools under a common condition called profit suboptimality market equilibrium cannot be reached in electricity pools in other words no system marginal price exists for which the profit driven independent generators would self schedule to levels that exactly meet the demand on the other hand although a centrally imposed generation schedule satisfies power balance it may force some agents to operate at a profit below what they could achieve under self scheduling this paper examines these incompatible goals and proposes a conflict resolution scheme based on the notion of generalized uplift functions these functions are defined such that they i change the offered generation cost characteristics so as to increase the system marginal price thus forcing the consumers to compensate the generators for part of their combined loss of profit ii execute an equitable transfer of revenues among the generators so that these also participate in any loss of profit compensation iii ensure market equilibrium at the centralized minimum cost solution and iv ensure that the net sum of the uplifts adds up to zero

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