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Session Chair: Beaumont Schoeman, University of Hamburg
Location:Auditorium O: Terje Hansen
Presentations
Efficiency and Equity of Fuel Taxes with Increasing Electric-powered Vehicle Adoption
Raul Bajo-Buenestado
University of Navarra, Spain
Discussant: Thomas Wiedenhofer (Vienna University of Economics and Business)
Fuel taxes are widely used to internalize the externalities of driving, particularly environmental ones. However, the higher upfront price of cleaner, more fuel-efficient vehicles raises concerns about the potentially regressive nature of these taxes, as lower-income households may face greater financial constraints to adopting such vehicles. I examine the efficiency and equity implications of fuel taxes by exploiting substantial temporal and cross-sectional variation in Spain. I find that a 1-cent increase in the fuel tax reduces CO2 emissions from the vehicle fleet by approximately 0.13%, primarily driven by increased adoption of electric-powered vehicles. However, this response is disproportionately concentrated among higher-income households, while lower-income households exhibit little to no change in their vehicle choices. Despite this disparity, I document that the tax savings accruing to wealthier households are modest and are far outweighed by the higher upfront costs of electric-powered vehicles. These findings suggest that while fuel taxes are an effective instrument for reducing emissions, they do not substantially alter the distribution of the burden across income groups.
The Impact of European Emission Standard on the Electric Vehicle Market
Thomas Wiedenhofer
Vienna University of Economics and Business, Austria
Discussant: Anton Knoche (PIK)
This paper analyzes the impact of emission standards on the adoption of electric and hybrid vehicles (EVs) using a structural model. Results show that while standards reduce average emissions of new cars, total emissions from new passenger vehicles would be 1% lower without EVs. Manufacturers adopt EVs and hybrids to meet fleet targets and avoid penalties, but these vehicles have not significantly lowered overall emissions. The findings highlight that emission standards drive EV adoption but fail to achieve substantial reductions in total emissions, emphasizing the need for additional policies to address this gap.
My Home is Rather Average: (Mis-)perceived Energy Performance and Climate Policy Preferences
Anton Knoche, Puja Singhal, Michael Pahle
PIK, Germany
Discussant: Beaumont Schoeman (University of Hamburg)
This paper employs a survey-based randomized experiment to examine how German
homeowners perceive the energy performance of their homes and how this relates to their
attitudes toward different climate policies as well as intentions to retrofit. We find that
homeowners hold systematic and consequential biases regarding the relative energy performance of their dwellings. Homeowners with less efficient properties tend to overestimate their relative energy performance, while those with more efficient homes often underestimate their performance. Learning that a home’s energy performance is worse than expected significantly reduces support for a proposed performance regulation but not for carbon pricing. It also results in intentions to install new heating equipment. When we vary the precise scope of the regulation, we observe that homeowners reduce their policy support in response to perceived coverage.
Pigovian Transport Pricing in Practice
Beaumont Schoeman1,2, Beat Hintermann2, Joseph Molloy3, Thomas Götschi4, Alberto Castro5, Christopher Tchervenkov6, Uros Tomic7, Kay W. Axhausen8
1University of Hamburg, Germany; 2University of Basel, Switzerland; 3FAIRTIQ, Switzerland; 4University of Oregon, USA; 5Swiss TPH, Switzerland; 6City of Lausanne, Switzerland; 7ZHAW, Switzerland; 8ETH Zurich, Switzerland
Discussant: Raul Bajo-Buenestado (University of Navarra)
We implement Pigovian transport pricing in a field experiment in urban agglomerations of Switzerland over the course of 8 weeks. The pricing considers external costs from climate damages, health outcomes and congestion and varies across time, space and mode of transport. The treatment reduces the external costs of transport of the treated individuals by 4.5% in the short run. The main underlying mechanism is a shift away from driving towards other modes, such as public transport, walking and cycling. Providing information about external costs alone changes behavior of altruists, but not for the whole sample. We estimate the welfare improvements from such a policy to be around 90 US dollars per person and year, which is 1.75 times as large as the effects of a fuel tax that generates the same revenue.
