The responsiveness of fuel demand to gasoline price change in passenger transport: a case study of Saudi Arabia

Gasoline demand in Saudi Arabia: are the price and income elasticities constant?

“…Moreover, the absence of alternative transportation modes in Saudi Arabia (Algunaibet and Matar 2016) limits the scope of consumer responses to a price change. Algunaibet and Matar (2016) find that Saudi Arabian consumers' responses to these price changes are not constant.…”

“…These papers use GDP as an income measure. Algunaibet and Matar (2016) employ a cost-minimization (monetary and non-monetary [time budget] costs) approach and find that price elasticity is not constant, changing around −0.1, depending on the magnitude of the price change. This conclusion is in line with earlier studies such as Gately (1992), which states that the responses of consumers to changes in gasoline prices vary depending on how significant these price changes are.…”

“…Although Algunaibet and Matar (2016) concluded that the gasoline price elasticity is not constant for Saudi Arabia, they did not investigate the varying nature of elasticity over time.…”

Elasticity Analysis of Fossil Energy Sources for Sustainable Economies: A Case of Gasoline Consumption in Turkey

“…Similarly, Baranzini and Weber [23], Brons [24], Lin and Prince [8] and Lim and Yoo [7] examined different countries such as Korea, Switzerland and the Netherlands and emphasized the same result. In addition, Zhu et al [25] and Algunaibet and Matar [26] are other studies that state that gasoline prices are one of the main drivers of gasoline demand.…”

Life cycle burden-shifting in energy systems designed to minimize greenhouse gas emissions: Novel analytical method and application to the United States

“…While no statistical framework was developed to assess burden-shifting, some attempted to address the responsiveness of an impact to given economic driving forces via elasticities -a concept wildly used in economics (Mas-Colell et al, 1995). Though the concept of elasticities is typically used to measure the consumed commodities' responsiveness to their price and consumers' income levels (e.g., gasoline price elasticities (Algunaibet and Matar, 2018)), others attempted to adapt such concept to quantify the driving forces of environmental impacts. For instance, the IPAT (Ehrlich and Holdren, 1972) and ImPACT (Chertow, 2000) models proposed mathematical frameworks to illustrate how a given environmental impact could be altered by the population, affluence and technology while assuming a proportional functional form (i.e., doubling the affluence results in doubling the impact when the other explanatory variables are held constant).…”