The effect of annual changes in automobile fuel economy standards

Since 1978 the Federal government has regulated the fuel economy of new cars sold in the United States. The purpose of Corporate Average Fuel Economy (CAFE) standards is to lessen the national dependence on foreign oil. Through the use of theoretical and empirical models this paper examines the impact of CAFE standards on the automobile industry and on energy consumption. It is shown that CAFE standards may or may not save energy. If CAFE does save energy, it does so at a prohibitive cost to the economy. CAFE standards are also shown to have a number of perverse impacts on the automobile industry as well as consumers.     

Relaxing CAFE: Foreign direct investment,NAFTA and domestic product standards

This paper studies the effects of domestic product standards on the offshoring behaviour of automotive firms. In particular, we examine an important non‐tariff barrier to trade within US fuel economy policy—the Corporate Average Fuel Economy (CAFE) “two‐fleet rule.” By leveraging the removal of the two‐fleet rule upon implementation of NAFTA and exploiting a policy discontinuity based on vehicle characteristics, we present evidence that the costs of offshoring were reduced to a larger degree for varieties that were subject to US fuel economy rules. Specifically, we estimate that prices fell between 5% to 10% for varieties subject to the CAFE two‐fleet rule relative to varieties that were exempt from the rule. These effects are persistent, not present for manufacturers that did not offshore prior to NAFTA and are robust to variety‐specific trends. These effects also reconcile the post‐NAFTA differences in implied compliance costs between cars and trucks for our treatment manufacturer (Chrysler). Overall, the results highlight the potential costs of regional enforcement of otherwise location‐neutral product standards, which may act as a barrier to natural patterns of efficient specialization.     

Economic Impacts of Reducing NOx Emissions in Norway

Using a multisector computable general equilibrium model for the Norwegian economy, the impacts on main macroeconomic indicators of reducing NO_x emissions are analyzed. Seven specific technical measures regarding passenger cars, trucks, ships and industrial processes are studied. The measures have somewhat different impacts on the macroeconomy. Especially the measure pertaining to light and heavy duty trucks leads to an increase in GDP, because of higher income from indirect taxes. However, the sum of value added in the production sectors is reduced. The other measures cause a decrease in GDP. All in all, we find that the costs, in terms of reductions in GDP and private consumption, incurred from the introduction of additional NO_x emissions control measures are quite small.     

The importance of timing in the U.S. response to undocumented immigrants: A recursive dynamic approach

In an attempt to control the flow of undocumented immigrants, successive U.S. governments have considered large scale deportation, amnesties, expanding visa programs, and fining firms who hire undocumented workers. Using a comparative static model, Aguiar and Walmsley (2013), find that amnesties have a positive impact on the U.S. economy. However, such policies are one-time changes in the labor force, whose benefits diminish over time, and which are unlikely to stop the flow of undocumented workers or fulfill the demands of U.S. firms for cheap foreign labor. In this paper, we use a global dynamic model to investigate the long run implications of three policy scenarios: 1) a one-time amnesty for undocumented workers living in the U.S.; 2) a permanent increase in the number of foreign worker visas; and 3) enhanced border security. We find that an amnesty is much less effective than a permanent increase in the number of visas at promoting economic growth in the U.S., while enhanced border control by the U.S. has a small negative effect due to the relative size of the undocumented labor market in the U.S. Combined, the three policies offer a mechanism for supporting U.S. short- and long-term economic growth, while also benefiting suppliers of migrant workers, such as Mexico.     

Fiscal Policy and $$\hbox {CO}_{2}$$ Emissions of New Passenger Cars in the EU

To what extent have national fiscal policies contributed to the decarbonisation of newly sold passenger cars? We construct a simple model that generates predictions regarding the effect of fiscal policies on average \(\hbox {CO}_{2}\) emissions of new cars, and then test the model empirically. Our empirical strategy combines a diverse series of data. First, we use a large database of vehicle-specific taxes in 15 EU countries over 2001–2010 to construct a measure for the vehicle registration and annual road tax levels, and separately, for the \(\hbox {CO}_{2}\) sensitivity of these taxes. We find that for many countries the fiscal policies have become more sensitive to \(\hbox {CO}_{2}\) emissions of new cars. We then use these constructed measures to estimate the effect of fiscal policies on the \(\hbox {CO}_{2}\) emissions of the new car fleet. The increased \(\hbox {CO}_{2}\)-sensitivity of registration taxes have reduced the \(\hbox {CO}_{2}\) emission intensity of the average new car by 1.3 %, partly through an induced increase of the share of diesel-fuelled cars by 6.5 percentage points. Higher fuel taxes lead to the purchase of more fuel efficient cars, but higher diesel fuel taxes also decrease the share of (more fuel efficient) diesel cars; higher annual road taxes have no or an adverse effect.     

Fuel Economy Standards, New Vehicle Sales, and Average Fuel Efficiency

The average fuel efficiency of new automobiles sold in the United States increased substantially from 1975 to 1981. This trend stagnated in 1981, however, and average fuel efficiency has actually fallen since 1987. Corporate Average Fuel Economy (CAFE) standards—the major policy tool in the United States directed at improving fuel efficiency—may have contributed to the stagnation and decline of average fuel efficiency by shifting automobile sales toward lower mileage vehicles. This paper illustrates how changes in vehicle sales act to dilute the intended effects of CAFE standards, and can actually lead to a decrease in average fuel efficiency.     

FOREIGN THREATS,TECHNOLOGICAL PROGRESS AND THE RISE AND DECLINE OF IMPERIAL CHINA

This paper addresses why technological progress occurred off‐and‐on in Imperial China but came to a standstill at around the time of the European Renaissance, leading to the decline of Imperial China. We suggest that the threat of war could have induced innovative activities as well as the accumulation of public capital, which led to the development of a modern sector in Imperial China. Using numerical simulation, we find a stagnated equilibrium in an agrarian economy under low threats of war and another with a high level of technological knowledge, public capital and a vibrant modern sector under strong threats. Long periods of peace would have the opposite effect. Some supportive historical evidence from urbanization is provided.     

技术会聚对创新绩效的作用机制研究

随着社会经济快速发展,技术会聚备受关注。基于美国专利商标局授权的2 025项中国专利数据,利用负二项回归模型,探讨组织机构技术会聚程度对创新绩效的作用机制,并引入技术知识成熟度和技术知识流动性作为调节变量。研究结果表明：组织机构技术会聚程度与其创新绩效呈倒U型关系;组织机构技术知识成熟度削弱了技术会聚程度与创新绩效之间的关系;组织机构技术知识流动性削弱了技术会聚程度与创新绩效间的关系。研究结论可为组织机构提高创新绩效提供理论依据。     

Preferences for alternative fuel vehicles of company car drivers

Costs of car ownership for company cars drivers and private car owners are very different. Car use, car choice decisions and preferences for car characteristics may therefore differ substantially between these two markets. In this paper, we present results of a study on the preferences of company car drivers for alternative fuel vehicles and their characteristics, based on data from an online stated choice experiment in the Netherlands. Results show that, assuming current car characteristics, preferences for alternative fuel vehicles, and for electric and fuel cell cars in particular, are substantially lower than those for the conventional technology. Limited driving ranges, long recharge/refuelling times and limited availability of refuelling opportunities, are to a large extent responsible for this. Preferences for alternative fuel vehicles increase considerably with improvements on these aspects, especially for the hybrid and flexifuel car. Under the current company car tax system in the Netherlands, which favours cleaner technologies, these two car types are even preferred to the conventional technology, assuming equal catalogue prices and personal monthly cost contributions. Comparing results with those from a similar choice experiment among private car owners shows that willingness to pay patterns for AFV improvements regarding driving range, recharge and refuelling times, fuel availability and diversity in AFV supply, are considerably different for company car drivers than for private car owners. Company and private car drivers may therefore react (very) differently to future improvements in AFV technology and fuel availability. We finally show that preferences of company car drivers for fuel cell and electric cars depend to a large extent on annual mileage. Market share simulations show that potential early adopters of electric and fuel cell cars can be found among people with a relatively low annual mileage.     

中美日三国经济增长质量比较:基于技术进步的角度

本文通过构造一个包含资本质量的柯布-道格拉斯形式的总量生产函数,对中美日三国1980—2007年的经济增长质量进行了详细的分析。分析结果表明,在整个考察期内,不同要素对于不同国家的经济发展所发挥的作用是不同的。但是,从总体上来看,全要素生产率的发展在三个国家的经济发展过程中均占据了非常重要的地位。同时,体现在资本质量上的技术进步对于不同国家则有不同的影响。尤其是对于日本经济而言,资本质量对日本经济发展发挥了关键性的作用,日本经济的资本质量状况长期阻碍了日本经济的发展,这一点能够为日本经济自20世纪90年代以来的长期低迷提供一种可能的解释。为了进一步分析三国的技术进步与经济增长之间的关系,本文同时又将整个考察期划分为三个子时期,并对三个子时期内不同要素对各个国家的经济发展贡献程度进行了考察,分析结果进一步确认了前面的结论。     

On the incentives to provide fuel-efficient automobiles

We argue that the provision of more fuel-efficient cars necessitates specific aerodynamic shapes. We show that the presence of this technological constraint may reduce the incentives to provide fuel efficiency. In equilibrium, cars become more similar and aerodynamic as fuel prices increase. However, the provided level of fuel efficiency falls short of the social optimal one such that a fuel-economy standard is welfare-enhancing.     

Technology Shocks and Job Flows

We consider a version of the Solow growth model where technological progress can be investment specific or investment neutral. The labour market is subject to search frictions, and the existing productive units may fail to adopt the most recent technological advances. Technological progress can lead to the destruction of technologically obsolete jobs and cause unemployment. We calibrate the model to replicate the high persistence that characterizes the dynamics of firms' neutral technology and the frequency of firms' capital adjustment. We find that neutral technological advances increase job destruction and job reallocation and reduce aggregate employment. Investment-specific technological advances reduce job destruction, have mild effects on job creation, and are expansionary. Hence, neutral technological progress prompts Schumpeterian creative destruction, while investment-specific technological progress operates essentially as in the standard neoclassical growth model. Using structural VAR models, we provide support to the key dynamic implications of the model.     

What are good R&D investment strategies for leaders and followers?

Research and development (R&D) investment affects the growth of firms in the same industry differently according to their technological positions. This study empirically investigates differences in how R&D investment influences firm growth between technological leaders and followers. Additionally, this study investigates the moderating effects of complementary assets and market competition on the relationship between R&D investment and firm growth. Using a sample of 2322 observations from 492 firms in the U.S. chemical and allied products industry for the period 2000–2009, we show that an increase in R&D investment leads to greater firm growth for technological followers than for technological leaders. We also find that the moderating effects of complementary assets and market competition vary depending on whether a firm is a technological leader or follower.     

Technological trends in the automobile industry and their impact on aluminum usage

The U.S. passenger automobile is undergoing dramatic alteration in response to changing energy, environmental, and safety influences. Diminishing oil supplies have created a particularly pressing need for improved fuel efficiency, which is being satisfied by aerodynamic streamlining, improving engine and powertrain technology, lowering performance, and reducing weight by downsizing, redesign, and materials substitution. Historical trends in these areas are used in this study as a basis for predicting important attributes of future automobiles. Results suggest that by the end of the century average fuel economy probably will double or triple and per-car aluminum usage will at least double. Aluminum could assume early dominance in lightweight materials substitution because it entails less capital investment and risk to automobile manufacturers than alternative plastic materials.     

Measuring technological trends: A comparison between U.S. and U.S.S.R./Russian jet fighter aircraft

Measuring and forecasting technological change is a crucial issue from various points of view. This is particularly important in the case of weapon systems as this would enable technological performance and operational capabilities to be assessed in relation to potential threats. This paper measures and compares technological trends in U.S. and Soviet Union/Russian jet fighter aircraft by estimating the relationship between the first flight date and a set of performance and technical characteristics of these aircraft. From the point of view of technological advantage, we find that U.S. jet fighters were, on average, approximately 2 years ahead of the former Soviet Union/Russian jet fighters during the entire jet fighter era. Nevertheless, the technological advantage has swung from one side to the other during specific periods as particular models have been introduced. Finally, the development of 5th-generation jet fighters, in particular the development of the F-22 Raptor, has placed American technology about 20 years ahead of Russian technology, a difference that has never occurred before. This finding casts doubt on the ability of Russia, as the inheritor of the former Soviet Union aircraft industry, to match American technological progress in jet fighter aircraft.     

Implementing technology-forcing policies: The 1970 Clean Air Act Amendments and the introduction of advanced automotive emissions controls in the United States

Technology forcing is a strategy where a regulator specifies a standard that cannot be met with existing technology, or at least not at an acceptable cost. Using the 1970 U.S. Clean Air Act for controlling automobile emissions as a baseline example, we demonstrate the importance of the regulatory implementation process if regulations are to foster technological change. The 1970 legislation required steep emissions reductions for new 1975 and 1976 automobiles, which presented automakers with major technical and economic challenges. Nevertheless, the U.S. Environmental Protection Agency successfully forced the adoption of two marquee control technologies—the catalytic converter in 1975 and the three-way catalyst in 1981. We focus on three factors critical to the implementation process: agency credibility to enforce standards, competitive pressures to drive industry research and development, and uncertainty about technological development.     

Intermodal traffic,regulatory change and carbon energy conservation in US freight transport

Conserving transport carbon emissions is an important policy goal. Conventional wisdom often holds that conservation is best achieved by increased regulation, and that such gains are best achieved in passenger auto transport (fuel efficiency standards or diversion to transit). We argue that the growth of rail freight has conserved carbon fuel use in the United States, and that fuel-saving changes have been facilitated by reduced regulation since 1980. Methods used include estimation of translog cost functions (and related demand functions for fuel) for intermodal rail and for truck, allowing controlled comparisons of modal fuel use. We find intermodal rail (e.g. trailer on flatcar) to be a powerful conserver: if intermodal rail were eliminated, and traffic transferred to over-the-highway truck, extra annual carbon emissions would be nearly 25?Tg. By comparison, if urban passenger transit were eliminated and replaced by autos (according to one study) the extra annual emissions would be only 3.9?Tg.     

The effect of oil prices on stock prices: fresh evidence from asymmetric causality tests

This article investigates the causal impact of oil prices on stock prices in each G7 market as well as in the world market. An asymmetric causality test developed by Hatemi-J is used for this purpose. Since the underlying data appears to be non-normal with time-varying volatility, we use bootstrap simulations with leverage adjustments in order to produce more reliable critical values than the asymptotic ones. Based on symmetric causality tests, we find no causal effect of oil prices on the stock prices of the world market or any of the G7 countries. However, when we apply an asymmetric causality test, we find that increasing oil prices cause stock prices to rise in the world, the U.S. and Japan while decreasing oil prices cause stock prices to fall in Germany. This may imply that the world, the U.S. and Japanese stock markets consider increases in oil prices as an indicator of good news as this may mean that there is an increase in oil demand due to an expected growth in the economy while the German stock market treats decreasing oil prices as a signal of an expected contraction in the economy.     

Automobile quality choice under pollution control regulation

In this paper, we develop a modified quality choice model to study the effects of various mobile-source air pollution control regulations. We have a single producer that supplies a fixed number of car types (two) but faces a spectrum of consumers differing in their valuation of car quality. The car manufacturer chooses the quality levels of the two car types as well as the sales mix between the two types and the size of the market it wishes to supply. By endogenizing both the sales mix and the market size, while still allowing quality to be a choice variable, we are able to more completely analyze the impact of any car pollution control regulation. Existing studies of this impact either focus on the model line adjustment response (shifts in the quality array) or on the price adjustment response (changes in the sales mix and market size). In allowing for both the model line and the price adjustment options, we find that the corporate average fuel efficiency (CAFE) standard is unambiguously welfare superior to the low-emission vehicle quantity constraint (LEV) and zero-emission vehicle (ZEV) programs. We also show that the effects of the CAFE standard are not equivalent to those of a fuel tax, as previously found, and that, for a given car pollution target, the former is preferred to the latter.      

Asymmetric tax multipliers

Using recently published tax series by Romer and Romer (2010) and Cloyne (2013) we examine whether or not positive and negative tax shocks have asymmetric effects on the U.S. and U.K. economies. We find that in the U.S. positive tax shocks—tax increases—do not affect output while negative tax shocks—tax cuts—have large, positive effects. In the U.K., tax increases substantially reduce output while tax cuts have no significant effect.