Gasoline demand and car choice: estimating gasoline demand using household information

By H. Kayser. 2000

194 citations recorded by the source corpus.

Subfields: Economics and Econometrics, Renewable Energy, Sustainability and the Environment, Transportation

View Paper: https://www.semanticscholar.org/paper/77702e5c42651f918e1ab187bff9e1b9c57b4272

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Citations in the corpus

Gasoline Demand with Heterogeneity in Household Responses (2010, methodology): “Archibald and Gillingham (1980) first utilized such a framework, which was later followed by Greening et al. (1995), Puller and Greening (1999) and Kayser (2000) as well.”
Car buyers and fuel economy (2007, background): “Studies based on this model have addressed, for examples, household response to higher gasoline prices (Espey and Nair, 2005; Kayser, 2000; Pitts et al., 1981; Puller and Greening, 1999), aggregate economic impacts of inaccurate EPA mileage estimates including impacts on consumer surplus (Senauer…”
Heterogeneity in the rebound effect: Further evidence for Germany (2012, unknown): “On the other hand, due to income constraints lowincome households may already be driving as little as possible, so that they are unable to further reduce their driving level, resulting in a low fuel price elasticity (KAYSER, 2000).”
Forecasting the Impact of Connected and Automated Vehicles on Energy Use: A Microeconomic Study of Induced Travel and Energy Rebound (2019, result): “We do not attempt to explain these findings here, but we note that both positive and negative relationships between demand elasticity and wealth have been found in the existing economics literature [19,39–41].”
Evidence of a Shift in the Short-Run Price Elasticity of Gasoline Demand (2006, unknown): “Kayser (2000) conducts a similar study using data from the Panel Study of Income Dynamics and includes adjustments in household vehicle stock.”
Distributional Effects of Alternative Vehicle Pollution Control Policies (2004, background): “Many studies find that because gasoline and miles have income elasticities of less than one, taxes on them would be regressive (see for example Kayser, 2000; Sipes and Mendelsohn, 2001; Walls et al., 1994).5 Most of these studies measure income as annual”
Automobile Fuel Demand: A Critical Assessment of Empirical Methodologies (2007, background): “Kayser ( 2000 ), apparently unaware of the work by Hausman and Newey ( 1995 ) and Schmalensee and Stoker ( 1999 ), argued that car ownership and gasoline consumption decisions are jointly made.”