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Direct and cross price elasticities of demand for gasoline, diesel, hybrid and battery electric cars: the case of Norway
European Transport Research Review ( IF 4.3 ) Pub Date : 2021-01-04 , DOI: 10.1186/s12544-020-00454-2 Lasse Fridstrøm , Vegard Østli
European Transport Research Review ( IF 4.3 ) Pub Date : 2021-01-04 , DOI: 10.1186/s12544-020-00454-2 Lasse Fridstrøm , Vegard Østli
The primary goals of this research is (i) to derive direct and cross demand market response functions for automobile powertrains and their energy carriers and (ii) to assess how CO2 emissions from automobiles depend on vehicle and energy prices The market demand for automobiles with differing powertrains is studied by means of a discrete choice model. Statistically precise coefficient estimates are calculated by means of a highly disaggregate data set consisting of virtually all 1.8 million new passenger car transactions in Norway during 2002–2016. Having estimated the model, we derive market response parameters in the form of direct and cross price elasticities of demand for gasoline, diesel, ordinary hybrid, plug-in hybrid and battery electric cars. The own-price elasticity of gasoline driven cars is estimated at −1.08, and those of diesel driven, battery electric and plug-in hybrid electric cars at –0.99, −1.27 and −1.72, respectively, as of 2016 in Norway. The cross price elasticities of demand for gasoline cars with respect to the price of diesel cars, and vice versa, are estimated at 0.64 and 0.51, while the cross price elasticities of demand for battery electric cars with respect to the prices of gasoline and diesel driven cars come out at 0.36 and 0.48, respectively. A 1 % increase in the price of liquid fuel in general is found to reduce the average type approval rate of CO2 emission from new passenger cars by an estimated 0.19%. Fiscal policy measures affecting the prices of vehicles and fuel have a considerable potential for changing the long term composition of the vehicle fleet and its energy consumption, climate footprint and general environmental impact.
中文翻译:
汽油,柴油,混合动力和电池电动汽车的直接和交叉价格弹性需求:挪威的情况
这项研究的主要目标是(i)得出汽车动力总成及其能量载体的直接和交叉需求市场响应函数,以及(ii)评估汽车的二氧化碳排放量如何取决于车辆和能源价格。动力总成通过离散选择模型进行研究。统计上精确的系数估计值是通过高度细分的数据集来计算的,该数据集包括2002-2016年期间挪威几乎所有180万新乘用车交易。估算了模型后,我们以汽油,柴油,普通混合动力,插电式混合动力和电池电动汽车的需求的直接和交叉价格弹性的形式得出市场响应参数。汽油驱动汽车的自身价格弹性估计为−1.08,截至2016年,挪威的柴油驱动,电池电动和插电式混合动力汽车分别为–0.99,-1.27和-1.72。汽油车需求相对于柴油车的价格的交叉价格弹性估计为0.64和0.51,反之亦然,而电池电动车需求相对于汽油和柴油驱动的价格的交叉价格弹性赛车分别为0.36和0.48。一般而言,发现液体燃料价格上涨1%,会使新乘用车的平均CO2排放平均核准率降低约0.19%。影响车辆和燃料价格的财政政策措施在改变车队的长期组成及其能源消耗方面具有巨大潜力,
更新日期:2021-01-05
中文翻译:
汽油,柴油,混合动力和电池电动汽车的直接和交叉价格弹性需求:挪威的情况
这项研究的主要目标是(i)得出汽车动力总成及其能量载体的直接和交叉需求市场响应函数,以及(ii)评估汽车的二氧化碳排放量如何取决于车辆和能源价格。动力总成通过离散选择模型进行研究。统计上精确的系数估计值是通过高度细分的数据集来计算的,该数据集包括2002-2016年期间挪威几乎所有180万新乘用车交易。估算了模型后,我们以汽油,柴油,普通混合动力,插电式混合动力和电池电动汽车的需求的直接和交叉价格弹性的形式得出市场响应参数。汽油驱动汽车的自身价格弹性估计为−1.08,截至2016年,挪威的柴油驱动,电池电动和插电式混合动力汽车分别为–0.99,-1.27和-1.72。汽油车需求相对于柴油车的价格的交叉价格弹性估计为0.64和0.51,反之亦然,而电池电动车需求相对于汽油和柴油驱动的价格的交叉价格弹性赛车分别为0.36和0.48。一般而言,发现液体燃料价格上涨1%,会使新乘用车的平均CO2排放平均核准率降低约0.19%。影响车辆和燃料价格的财政政策措施在改变车队的长期组成及其能源消耗方面具有巨大潜力,