Pollution tax heuristics: An empirical study of willingness to pay higher gasoline taxes

Hsu, Shi-Ling; Walters, Joshua; Purgas, Anthony

doi:10.1016/j.enpol.2008.06.010

Cited by 80 publications

(69 citation statements)

References 30 publications

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“…Similar results are found by for instance Banister (2003), Harrington et al (2001), Hsu et al (2008), Ison (2000), Schade and Schlag (2003), Schuitema and Steg (2008), Steg et al (2006) and Thalmann (2004). One weakness shared by many of the existing studies is that the respondents face only two different options: an earmarked tax and a non-earmarked tax, hence they arrive at a point estimate of how much earmarking can increase acceptability, but are unable to draw any more general conclusions.…”

Section: Literature Reviewsupporting

confidence: 58%

A choice experiment on fuel taxation and earmarking in Norway

Sælen

Kallbekken

2011

Ecological Economics

103

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Section: Literature Reviewsupporting

confidence: 58%

A choice experiment on fuel taxation and earmarking in Norway

Sælen

Kallbekken

2011

Ecological Economics

103

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“…The median, mean and standard deviation of the coefficient itself can be computed by exp(b), exp(b + s 2 /2) and exp(b + s 2 /2) × exp(s 2 ) − 1, respectively (Shimizu and Crow 1988). 16 For easier interpretation we give these values for all CO 2 terms in Table 4.…”

Section: Empirical Results and Discussionmentioning

confidence: 99%

“…15 For example, there are only 22 women who are 45 or older and possess an HEEQ in our sample. 16 For fuel costs and CO 2 emissions, actually, the median and the mean formulas have to be additionally multiplied by minus one. This is due to the sign change introduced in the estimation process (Hole 2007).…”

Section: Empirical Results and Discussionmentioning

confidence: 99%

“…On average, for example, women are more likely than men to state a high willingness to pay for environmental protection. In their recent study Hsu et al (2008) identify income as a strong determinant of the willingness to support gasoline tax increases. 2 They also find some effects of educational level and gender 1 Improving the emission performance (i.e.…”

Section: Introductionmentioning

confidence: 99%

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German car buyers’ willingness to pay to reduce CO2 emissions

Achtnicht

2011

Climatic Change

182

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Die Dis cus si on Pape rs die nen einer mög lichst schnel len Ver brei tung von neue ren For schungs arbei ten des ZEW. Die Bei trä ge lie gen in allei ni ger Ver ant wor tung der Auto ren und stel len nicht not wen di ger wei se die Mei nung des ZEW dar.Dis cus si on Papers are inten ded to make results of ZEW research prompt ly avai la ble to other eco no mists in order to encou ra ge dis cus si on and sug gesti ons for revi si ons. The aut hors are sole ly respon si ble for the con tents which do not neces sa ri ly repre sent the opi ni on of the ZEW.Download this ZEW Discussion Paper from our ftp server:ftp://ftp.zew.de/pub/zew-docs/dp/dp09058.pdf Non-technical SummaryMotorised individual transport strongly contributes to global CO 2 emissions, due to its intensive usage of fossil fuels. Current political efforts addressing this issue (i.e. emission performance standards in the EU) are directed towards car manufacturers. Concretely, the whole car industry has to comply with an average of 120 grams of CO 2 per kilometre between 2012 and 2015, with interim targets. The long-term target for 2020 is an average of 95 grams of CO 2 per kilometre (by way of comparison, passenger cars currently emit 160 grams of CO 2 per kilometre on average). Manufacturers who exceed the specified standard will have to pay fines.From an economic point of view this measure has to be regarded critically. But given the present EU regulation the question arises as to what the optimal strategy for car manufacturers is. Exceeding the emission standard generates costs (through the payment of fines) -but so does complying with the emission standard (through costly abatement measures). Depending on the amount consumers are willing to pay for a specific reduction in CO 2 emissions it could well be optimal for manufacturers to exceed the mandatory standard.This paper focuses on the demand side. It examines whether CO 2 emissions per kilometre is a relevant attribute in car choices. Based on a stated preference experiment among potential car buyers from Germany, different mixed logit specifications are estimated. In addition, distributions of willingness to pay measures for an abatement of CO 2 emissions are obtained. The results suggest that the emissions performance of a car matters substantially, but its consideration varies heavily across the sampled population. In particular, some evidence on gender, age and education effects on climate concerns is provided. So, we find that women are willing to pay more for an abatement of CO 2 than men, people under 45 years more than people 45 and older, and people who possess a higher education entrance qualification more than those who do not. Abstract Motorised individual transport strongly contributes to global CO 2 emissions, due to its intensive usage of fossil fuels. Current political efforts addressing this issue (i.e. emission performance standards in the EU) are directed towards car manufacturers. This paper focuses on the demand side. It examines whether CO 2 emissions per kilometre is a rel...

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“…to internalise external costs of atmospheric emissions and it provide public revenues which can be recycled (Chiroleu-Assouline & Fonha, 2014). Economists agree, in concept, pollution taxes are the most cost-effective means of reducing pollution, nonetheless it remains unpopular mostly due to public distrust of politicians to spend environmental taxes solely on environmental measures and issues of tax distribution -there is concern such a tax burden will be unfairly distributed (Hsu, Walters, & Purgas, 2008).…”

Section: Comparative Assessment Of External Costs and Pollution Taxesmentioning

confidence: 99%