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Fuel Efficiency Incentives for Cars: Oil Import Vulnerability Reduction

Paul P. Craig

Year: 1984
Volume: Volume 5
Number: Number 1
DOI: 10.5547/ISSN0195-6574-EJ-Vol5-No1-9
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U.S. oil imports have dropped from a peak of 8.9 mbd (million barrels per day) in 1977 (6.2 mbd from OPEC countries) to 5 mbd in 1982. Simultaneously, U. S. demand for oil has dropped from 18.4 mbd to 16 mbd, and our dependency on imports has dropped from 43 percent to 37 percent. Unfortunately, the costs of energy imports continued to climb, from $8 billion in 1973 to $44 billion in 1977 to $81 billion in 1981 (Department of Energy [DOE], 1982).

Fuel Efficiency and Automobile Safety: Single-Vehicle Highway Fatalities for Passenger Cars

J. Daniel Khazzoom

Year: 1994
Volume: Volume15
Number: Number 4
DOI: 10.5547/ISSN0195-6574-EJ-Vol15-No4-4
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This paper reports the results of an effort to shed some light on the relationship that might exist between enhanced standards and single-vehicle passenger car highway fatalities. Quantification of this relationship is not an easy task Not surprisingly, the literature on modeling the relationship between fuel economy and highway fatalities is very scant. Our analytic framework consists of two submodes: a corporate average fuel economy (CAFE) submodel and a single-vehicle highway fatalities submodel. Some of the variables that enter the CAFE relationship affect single vehicle fatalities, as well. The results of this study are not unequivocal in every respect. However, they indicate that enhanced standards and automobile safety need not be at odds with each other.A main message that emerges from this study is the need not to confuse car downsizing with downweighting. Quantitative studies of highway fatalities have mostly treated weight and size interchangeably, and have used only the weight variable in the fatalities equation to avoid dealing with multicollinearity. Such references as "size/weight' which lump size and weight together as if they were the same variable are not uncommon in the safety literature. Our study indicates that weight and size are not a proxy to each other, and that in single vehicle crashes they are likely to have opposite effects on safety. Men researchers choose to drop the size variable and include only the weight variable in the fatalities equation, the weight estimate may end up with a negative sign, not necessarily because weight has a beneficial effect on safety., but because the omitted size variable has a dominant beneficial effect on safety, which is picked up by the weight variable that appears in the equation.

What is the Effect of Fuel Efficiency Information on Car Prices? Evidence from Switzerland

Anna Alberini, Markus Bareit and Massimo Filippini

Year: 2016
Volume: Volume 37
Number: Number 3
DOI: 10.5547/01956574.37.3.aalb
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Inadequate information is often identified as a potential cause for the so-called "energy efficiency gap," i.e., the sluggish pace of investment in energy efficiency technologies, which potentially affects a wide variety of energy-using goods, including road vehicles. To improve the fuel economy of vehicles, in 2003 Switzerland introduced a system of fuel economy and CO2 emissions labels for new passenger cars, based on grades from A (best) to G (worst). We have data for all cars approved for sale in Switzerland from 2000 to 2011. Hedonic regressions suggest that there is a fuel-economy premium, but do not allow us to identify whether the fuel economy label has an additional effect on car price, above and beyond the effect of fuel economy. To circumvent this problem, we turn to a sharp regression discontinuity design based on the mechanism used by the government to assign cars to the fuel economy label, which estimates the effect of the A label on price to be 6-11%. Matching estimators find this effect to be 5%.

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