垄断竞争的电信业定价策略研究

讨论垄断竞争条件下电信业定价策略,对理解电信运营商的竞争行为、制定电信业竞争政策有重要的意义。本文将呼叫外部性引入模型,考察了呼叫方内部化接听方效用条件下企业定价策略,从而扩展了目前理论内容和结论。研究表明：当呼叫方内部化接听方的效用时,在线性定价条件下,电信运营商仍然会通过提高接入费进行合谋;在非线性定价条件下,由于电信运营商可以利用固定费进行市场份额的争夺,电信运营商不再有利用接入费进行合谋的动机;在基于终接网络的价格歧视条件下,当消费者接听效用接近于呼叫效用时,电信运营商将会通过制定无穷大的呼叫异网价格来获取更大的市场份额,因此网络联接发生了中断。     

Privatization,regulation and airport pricing: an empirical analysis for Europe

This paper examines factors determining airport charges. Using data for 100 large airports in Europe, we find that they charge higher prices when they move more passengers. Additionally, competition from other transport modes and nearby airports imposes some discipline on the pricing behavior of airports. Low-cost carriers and airlines with a high market share seem to have a stronger countervailing power. We also find that private airports not regulated charge higher prices than public or regulated airports. Finally, the regulation mechanism does not seem to influence substantially the level of airport charges.     

Sustainability impacts of car road pricing: A computable general equilibrium analysis for Austria

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.     

网络效应、动态定价与电脑软件的最佳升级时机

电脑软件存在的网络效应使得厂商定价策略发生一定的变化。本文运用动态最优化理论,分析电脑软件厂商的定价策略和最优更版时机。发现厂商通常会以先低于边际成本的价格定价,然后逐渐提高软件的价格,与不具有网络效应的产品的边际成本定价有一定差异;厂商在升级旧版软件时,存在最佳时机,过早或者过迟推出新版软件都将导致利润损失。     

Energy demand in the transportation sector of Mexico

This paper report results of an analysis of the demand for energy in the Mexican transport sectors, focusing on the railroad, air transport and motor vehicle modes. The approach is an econometric one with emphasis placed on the structure for each mode. For two of the modes a two-stage approach is employed where in the first stage demands for services from the particular mode are modeled, and in the second stage demand is treated as a derived demand from these transport services. For the motor vehicle mode, gasoline demand is considered as the product of gasoline consumption per vehicle times the total number of vehicles, and then these components are related to economic and structural variables. Diesel demand of motor vehicles is modeled in a more reduced from approach. The principal finding is that changes in income play a more important role in affecting energy demand than do changes in energy prices, especially in the railroad and air transport sectors. For the gasoline and diesel fuel demand in the monitor vehicle sector, however, price is of substantial importance.     

考虑港口收费管制的进出口贸易竞争研究

考虑港口的收费管制因素,建立了进出口贸易竞争模型。该模型由一个出口国和两个进口国组成,且各国都拥有一个港口,位于出口国的两家公司均向两个进口国销售商品,并在各个进口国展开市场竞争（古诺竞争或伯川德竞争）,各贸易国的港口根据其是否存在价格管制确定港口收费。针对进出口公司的每种竞争模式,得到了不同的港口收费管制组合下各贸易国的港口收费、港口利润和社会福利,并将竞争均衡结果进行了比较。研究发现： （1）在进出口公司古诺竞争模式下,若三个贸易国的港口都无收费管制（有收费管制）且进出口产品的差异较大 （小）时,各贸易国的社会福利和港口利润均更高; （2）在进出口公司伯川德竞争模式下,若进出口产品的差异较大 （小）,则出口国的港口利润主要取决于港口收费 （贸易量）,而进口国恰好相反; （3）当进出口产品的差异较大 （小）时,进出口公司在古诺 （伯川德）竞争模式下各贸易国的社会福利、港口利润以及港口使用费都更高。     

Distributional impacts of car road pricing: Settlement structures determine divergence across countries

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.     

Distributional impacts of car road pricing: Settlement structures determine divergence across countries

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.     

Strategic choice of financing systems in regulated and interconnected industries

The growing importance of inter-network exchanges in infrastructure-based utilities influences regulatory choices and access pricing for downstream services using the networks. We analyze this problem in a setting where the infrastructure managers of two bordering countries are in charge of pricing the access to their networks for downstream transport firms that provide international services. Network costs can be financed through public funds and user charges.In this context, access prices are affected by the incomplete internalization of consumers' surplus and infrastructure costs; we analyze how this distortion at the access pricing level generates a distortion in the levels of public funds dedicated to infrastructure financing.Because of these distortions, it turns out that in a non-cooperative setting the second-best outcome might consist in the simultaneous adoption of a no-subsidy system. However, multiple equilibria typically exist and the second-best outcome is never a stable equilibrium. Other properties of the different possible equilibria are studied, as well as the impact of supra-national policies aimed at encouraging the development of international services. Finally, we show that the coordination problems deriving from the existence of multiple equilibria can, sometimes, be solved by separating the choice of a regulatory mode from the access pricing stage, thereby allowing the infrastructure managers to commit to use a specific financing system before setting the access price.     

Access to Pipelines in Competitive Gas Markets

In this paper we provide the normative benchmark characterizing the optimal allocation of resources in a gas network. By duality, we determine the consumer and producer prices, at each node of the network, which decentralize this allocation with competitive actors. From the nodal prices we derive optimal transportation charges which turn out to be related to distance, but not always in a straightforward manner. We also consider the issue of pricing on secondary markets for capacity when pricing schedules for the transportation of gas consist of two terms: a capacity charge and a quantity charge. Finally, we explore the role of uncertainty in the planning of network capacity.     

Evaluating new CO2 reduction technologies in Japan up to 2030

A mathematical model was developed for evaluating CO₂-reduction technologies in power generation, residential, commercial and road transport sectors in Japan. The existing and new power generation technologies evaluated included 34 centralized and 8 dispersed power generation technologies in the residential and commercial energy demand sectors. To take into account the varieties of useful energy and of its demand duration patterns among entities in the demand sectors, the hourly mean power and heating and cooling demand–supply balances in one residential and four commercial representative entities were considered for each month. The road transport sector addressed five types of automotive use. The useful-energy demands are exogenously given; the model calculates the technology installations that satisfy the demands to minimize the total systems cost for each year up to 2030. The availability of the new technologies, i.e., the first years they are installable, is derived from research and development (R&D) process analyses on the basis of surveys to experts. As a result of the model calculation, dispersed molten carbonate and solid oxide fuel cells and onboard gasoline reforming-type fuel cell vehicle (FCV) technologies are expected to have the largest economic values, approximately 60–120 billion constant 1998 yen [460–920 million U.S. dollars (USD)] among the evaluated new CO₂-reduction technologies. One of the implications from our calculations is that extending electric power corporations' commercial coverage to dispersed power generation, in addition to centralized power generation, is desirable to help lower overall costs in society, as well as to secure industry profits.     

The effect of distance and road quality on food collection, marketing margins, and traders' wages: evidence from the former Zaire

Food price variation is typical of the food economies of many low income countries. The presence or absence of road infrastructure is perceived to be one of the main determinants of this variation. This analysis shows that in the case of the former Zaire, food price dispersion is significant both across products and across regions. It is demonstrated that transportation costs explain most of the differences in food prices between producer regions and that road quality is an important factor in the transportation costs. However, food prices decrease relatively faster than transportation costs increase and traders' wages are higher on bad roads.     

Modelling the demand for optional classes of local measured telephone service

There is currently a strong movement under way in the telephone industry to unbundle access charges and usage charges for local telephone service. Pricing schemes with separate access and usage charges are called measured service options. Predicting which option a household will choose involves analysing a selection problem, referred to as the choice of class of service. This choice is estimated in a nested logit framework. The three major findings of this study are that the measured options are perceived as being very similar, many personal calls may originate from businesses if the pricing structure is changed, and that the flat rate price will have to be nearly doubled before the ‘take rate’ for flat rate pricing is significantly diminished.     

Pricing and regulating affect environmental ethics

Effluent charges and tradeable permits are economically efficient but rarely used. A new explanation for this discrepancy is offered. Pricing may crowd out environmental ethics in the pricing, and via spillovers, also in non-pricing sectors. Pricing may therefore increase pollution, providing a reason why decision-makers tend to reject environmental pricing. Five propositions showing the conditions for counterproductive effects are advanced. They are consistent with available empirical evidence. Regulation by setting standards and subsidies damage environmental ethics less than pricing, because pollution is condoned. Damaging environmental ethics may prevent political action in favor of the environment.     

Targeting Urban Congestion: Equity and Second-Best Issues

Distributional and second‐best problems of implementing efficiency based demand management of road use in Australian cities are addressed. Both road use pricing and parking policies are considered. Failure to price roads and parking spots efficiently contributes to excessive travel and to excessive urban expansion. A key policy concern is to promote demand management acceptability by offering transportation alternatives and by making explicit the sources of efficiency gain from revenue neutral road charging policies with double‐dividend advantages. Second‐best policies of restricting land releases on city boundaries to encourage more compact city development may be inferior to policies of pricing major roads, cordon pricing and demand based parking policies.     

高科技产业新产品定价策略研究——基于系统动力学

新产品的开发对于高科技产业来说日趋重要，需要不断的努力和巨大的市场意识，系统的价格监测对于分割市场和合理配置资源具有很重要的意义，企业应该认真考虑以确定最优定价策略。本文在不同竞争环境下建立了不同定价策略对企业综合影响的系统动力学模型，在对模型模拟分析的基础上，研究了不同定价策略对企业的影响。结果表明，高科技产业新产品采用撇脂定价策略相对于渗透定价策略具有更大的优越性，并根据企业实际的定价能力，适当地延长撇脂时间和增大撇脂价格可以带来更大的经济效益。     

Trust versus illusion: What is driving demonetization in the former Soviet Union?

The virtual economy argument for Russia suggests that barter allows the parties to pretend that the manufacturing sector is producing value added by enabling this sector to sell its output at a higher price than its market value. We confront this prediction with the actual pricing behaviour of industrial sectors in Ukraine in 1997. Based on the pricing data of 165 barter deals we find no systematic difference in the pricing behaviour in non-cash transactions across sectors. What appears to matter for the pricing behaviour is whether the firm is on the selling or buying end of the barter transaction. We offer a model that sees this pricing behaviour as a mechanism to deal with the absence of trust and liquidity in the economy.
JEL classification: D20, G30, O10, P30.     

Petrol prices,oil price rises and oil price falls: some evidence for the UK since 1972

This paper examines the relationship between retail petrol prices, excise duties and crude oil prices in the UK over the period 1973–1988. The existence of a stable relationship between the petrol price, level of excise duty and spot oil price is confirmed through use of the cointegration approach. Although the speed of reaction of petrol prices to changes in the crude price depends on whether crude prices are rising or falling, any asymmetry in the pricing response is virtually absent after an adjustment period of only four months.     

Why Do Prices Remain Stable in the Bubble and Bust Period?

In spite of a large swing in real output growth in the bubble and bust period, aggregate prices remained relatively stable in Japan. Empirical results show that such price rigidity can be explained by the customer market model combined with financial constraints. The degree of financial constraints that firms face in the bubble and bust period fluctuates significantly, and the impact of financial positions on firms’ prices is counter-cyclical. In booms, liquidity-abundant firms invest in market share by keeping prices down, while in a recession financially constrained firms charge a high price to locked-in customers who remain loyal. Such counter-cyclicality is clearly observed in the pricing behavior of large firms that produce differentiated goods. In contrast, small firms whose product brand is not well established in the market cannot lock in customers, and hence financial constraints do not affect their pricing decisions.