| Working Paper |
File Downloads |
Abstract Views |
| Last month |
3 months |
12 months |
Total |
Last month |
3 months |
12 months |
Total |
| A Behavioral Analysis of EPA's MOBILE Emission Factor Model |
0 |
0 |
0 |
47 |
0 |
0 |
0 |
340 |
| A Behavioral Analysis of EPA's MOBILE Emission Factor Model |
0 |
0 |
0 |
1 |
0 |
0 |
0 |
8 |
| California’s Evolving Zero Emission Vehicle Program: Pulling New Technology into the Market |
0 |
0 |
1 |
1 |
0 |
1 |
9 |
9 |
| Coase and Car Repair: Who Should Be Responsible for Emissions of Vehicles in Use? |
0 |
0 |
0 |
29 |
0 |
0 |
0 |
256 |
| Coase and Car Repair: Who Should Be Responsible for Emissions of Vehicles in Use? |
0 |
0 |
0 |
2 |
0 |
0 |
3 |
12 |
| Cost-Effective NOx Control in the Eastern United States |
0 |
0 |
0 |
153 |
0 |
0 |
0 |
677 |
| Cost-Effective NOx Control in the Eastern United States |
0 |
0 |
0 |
2 |
1 |
1 |
2 |
22 |
| Costs, Emissions Reductions and Vehicle Repair: Evidence from Arizona |
0 |
0 |
0 |
37 |
0 |
0 |
0 |
567 |
| Costs, Emissions Reductions, and Vehicle Repair: Evidence from Arizona |
0 |
0 |
0 |
0 |
0 |
0 |
0 |
13 |
| Efficiency and Political Economy of Pollution Control with Ancillary Benefits: An Application to NOx Control in the Chesapeake Bay Airshed |
0 |
0 |
0 |
23 |
0 |
0 |
0 |
196 |
| Efficiency and Political Economy of Pollution Control with Ancillary Benefits: An Application to NOx Control in the Chesapeake Bay Airshed |
0 |
0 |
0 |
1 |
0 |
0 |
0 |
7 |
| Estimating Full IM240 Emissions from Partial Test Results: Evidence from Arizona |
0 |
0 |
0 |
28 |
1 |
1 |
2 |
431 |
| Estimating Full IM240 Emissions from Partial Test Results: Evidence from Arizona |
0 |
0 |
0 |
0 |
0 |
0 |
1 |
8 |
| Fees in an Imperfect World: An Application to Motor Vehicle Emissions |
0 |
0 |
1 |
89 |
0 |
0 |
2 |
238 |
| Fleet Turnover and Old Car Scrap Policies |
0 |
0 |
0 |
2 |
0 |
0 |
0 |
14 |
| Fleet Turnover and Old Car Scrap Policies |
0 |
0 |
0 |
95 |
0 |
0 |
0 |
760 |
| Fuel Prices, New Vehicle Fuel Economy, and Implications for Attribute-Based Standards |
0 |
0 |
1 |
7 |
0 |
0 |
2 |
47 |
| How Well Can Markets for Development Rights Work? Evaluating a Farmland Preservation Program |
0 |
0 |
0 |
3 |
0 |
0 |
2 |
18 |
| How Well Can Markets for Development Rights Work? Evaluating a Farmland Preservation Program |
0 |
0 |
0 |
79 |
0 |
1 |
1 |
266 |
| Incentive-Based Land Use Policies and Water Quality in the Chesapeake Bay |
0 |
0 |
0 |
2 |
0 |
0 |
1 |
18 |
| Incentive-Based Land Use Policies and Water Quality in the Chesapeake Bay |
0 |
0 |
0 |
67 |
0 |
0 |
0 |
409 |
| Lot Size, Zoning, and Household Preferences: Impediments to Smart Growth? |
0 |
0 |
0 |
49 |
0 |
0 |
0 |
108 |
| Making Markets for Development Rights Work: What Determines Demand |
0 |
0 |
0 |
74 |
0 |
0 |
1 |
305 |
| Making Markets for Development Rights Work: What Determines Demand? |
0 |
0 |
0 |
3 |
0 |
0 |
1 |
13 |
| New Markets for Pollution and Energy Efficiency: Credit Trading under Automobile Greenhouse Gas and Fuel Economy StandardsAbstract: Recent changes to the Corporate Average Fuel Economy (CAFE) standards have created new opportunities for lowering the cost of meeting strict new standards through provisions for credit banking and trading. In this paper, we explore these new markets for reductions in both fuel consumption (fuel economy) and greenhouse gases (GHGs). We examine the two separate credits markets for fuel economy as regulated by NHTSA and for GHG gases under EPA and find that there are some important differences between them. For example, the market for NHTSA fuel economy credits has an effective credit price ceiling while the market for EPA GHG credits does not. We then evaluate the functionality of these markets using publicly available data on credit holdings and trades through 2013. Finally, we assess the potential for the following to interfere with well-functioning markets: overlapping regulations, lack of additionality, thin markets, and use of monopoly power. We find that features of robust trading markets are missing in these early years, and suggest reasons why. We also explore the implications of the fact that the two regulations are almost fully overlapping |
0 |
0 |
0 |
5 |
0 |
0 |
0 |
120 |
| The Chesapeake Bay and the Control of NOx Emissions: A Policy Analysis |
0 |
0 |
0 |
62 |
0 |
0 |
0 |
447 |
| The Chesapeake Bay and the Control of NOx Emissions: A Policy Analysis |
0 |
0 |
0 |
1 |
0 |
1 |
1 |
9 |
| The Effect of Fuel Price Changes on Fleet Demand for New Vehicle Fuel Economy |
0 |
1 |
2 |
2 |
0 |
2 |
5 |
5 |
| The Enhanced I/M Program in Arizona: Costs, Effectiveness, and a Comparison with Pre-regulatory Estimates |
0 |
0 |
0 |
1 |
0 |
0 |
0 |
12 |
| The Enhanced I/M Program in Arizona: Costs, Effectiveness, and a Comparison with Pre-regulatory Estimates |
0 |
0 |
0 |
18 |
0 |
0 |
0 |
138 |
| The New CAFE Standards: Are They Enough on Their Own? |
0 |
0 |
0 |
40 |
0 |
0 |
0 |
79 |
| The Trade-off between Private Lots and Public Open Space in Subdivisions at the Urban-Rural Fringe |
0 |
0 |
0 |
41 |
0 |
0 |
1 |
207 |
| The potential for improvement in on-road truck fuel economy: evidence from the VIUS |
0 |
0 |
0 |
17 |
0 |
0 |
2 |
42 |
| Transportation Taxes and Energy Transitions: Alternative Policy Designs for Funding US Road Infrastructure and Pricing Externalities |
0 |
0 |
4 |
62 |
1 |
1 |
15 |
51 |
| Urban Growth Externalities and Neighborhood Incentives: Another Cause of Urban Sprawl? |
0 |
0 |
0 |
292 |
0 |
0 |
0 |
354 |
| Who's in the Driver's Seat? Mobile Source Policy in the U.S. Federal System |
0 |
0 |
0 |
1 |
0 |
0 |
0 |
8 |
| Who's in the Driver's Seat? Mobile Source Policy in the U.S. Federal System |
0 |
0 |
0 |
15 |
0 |
0 |
0 |
117 |
| Zoning on the Urban Fringe: Results from a New Approach to Modeling Land and Housing Markets |
0 |
0 |
0 |
41 |
0 |
0 |
0 |
119 |
| Zoning, TDRs, and the Density of Development |
0 |
0 |
0 |
136 |
0 |
0 |
0 |
699 |
| Zoning, TDRs, and the Density of Development |
0 |
0 |
0 |
2 |
1 |
1 |
2 |
27 |
| Total Working Papers |
0 |
1 |
9 |
1,530 |
4 |
9 |
53 |
7,176 |
| Journal Article |
File Downloads |
Abstract Views |
| Last month |
3 months |
12 months |
Total |
Last month |
3 months |
12 months |
Total |
| A model for forecasting the economic and environmental impact of energy policy |
0 |
0 |
0 |
15 |
0 |
0 |
0 |
50 |
| Auto pollution and congestion in an urban model: An analysis of alternative strategies |
0 |
0 |
0 |
43 |
0 |
0 |
0 |
215 |
| Determinants of Participation in Accelerated Vehicle-Retirement Programs |
0 |
0 |
0 |
142 |
0 |
0 |
0 |
1,096 |
| Effects of Alternative Developer Decision-Making Models on the Production of Ecological Subdivision Designs: Experimental Results from an Agent-Based Model |
0 |
0 |
1 |
5 |
0 |
0 |
2 |
30 |
| Effects of Pollution Control on Industry Productivity: A Factor Demand Approach |
0 |
1 |
2 |
128 |
0 |
2 |
5 |
607 |
| Estimating an Emissions Supply Function from Accelerated Vehicle Retirement Programs |
0 |
1 |
1 |
95 |
0 |
1 |
4 |
467 |
| Estimating net benefits of recreation under conditions of excess demand |
0 |
0 |
0 |
10 |
0 |
0 |
0 |
46 |
| Exploring sprawl: Results from an economic agent-based model of land and housing markets |
0 |
0 |
3 |
23 |
0 |
0 |
4 |
102 |
| Farmland Preservation and Residential Density: Can Development Rights Markets Affect Land Use? |
0 |
0 |
0 |
1 |
0 |
0 |
2 |
14 |
| Farmland Preservation and Residential Density: Can Development Rights Markets Affect Land Use? |
0 |
0 |
0 |
45 |
0 |
0 |
0 |
214 |
| Fuel Prices, New Vehicle Fuel Economy, and Implications for Attribute-Based Standards |
0 |
0 |
1 |
4 |
0 |
0 |
4 |
33 |
| Integrating Global Sensitivity Approaches to Deconstruct Spatial and Temporal Sensitivities of Complex Spatial Agent-Based Models |
0 |
0 |
0 |
6 |
0 |
0 |
0 |
30 |
| Interactions between federal and state policies for reducing vehicle emissions |
0 |
0 |
2 |
11 |
0 |
1 |
5 |
56 |
| Interpreting tradable credit prices in overlapping vehicle regulations |
0 |
0 |
0 |
1 |
0 |
0 |
3 |
14 |
| Lot size, zoning, and household preferences |
0 |
0 |
0 |
2 |
0 |
0 |
1 |
23 |
| Making Markets for Development Rights Work: What Determines Demand? |
0 |
0 |
0 |
26 |
0 |
0 |
0 |
109 |
| New Markets for Credit Trading Under U.S. Automobile Greenhouse Gas and Fuel Economy Standards |
0 |
1 |
1 |
5 |
0 |
1 |
1 |
34 |
| Policy Monitor |
0 |
0 |
0 |
7 |
0 |
0 |
0 |
48 |
| Pushing New Technology into the Market: California’s Zero Emissions Vehicle Mandate |
0 |
1 |
3 |
10 |
1 |
4 |
12 |
32 |
| Surpluses in Disequilibrium Urban Land Markets |
0 |
0 |
0 |
4 |
0 |
0 |
0 |
24 |
| The Effect of Fuel Price Changes on Fleet Demand for New Vehicle Fuel Economy |
0 |
0 |
0 |
8 |
0 |
2 |
6 |
47 |
| The Impact of Environmental Regulation on Industry Location Decisions: The Motor Vehicle Industry |
0 |
1 |
3 |
91 |
0 |
1 |
7 |
275 |
| The Trade-off between Private Lots and Public Open Space in Subdivisions at the Urban-Rural Fringe |
0 |
0 |
0 |
5 |
0 |
0 |
0 |
61 |
| The impact of environmental regulations on industry productivity: Direct and indirect effects |
0 |
1 |
12 |
1,114 |
0 |
4 |
36 |
3,041 |
| The supply and demand for pollution control: Evidence from wastewater treatment |
0 |
1 |
1 |
130 |
0 |
1 |
1 |
458 |
| URBAN GROWTH EXTERNALITIES AND NEIGHBORHOOD INCENTIVES: ANOTHER CAUSE OF URBAN SPRAWL? |
0 |
0 |
0 |
7 |
0 |
0 |
1 |
37 |
| Using markets for land preservation: Results of a TDR program |
0 |
0 |
0 |
11 |
0 |
0 |
0 |
45 |
| Zoning on the urban fringe: Results from a new approach to modeling land and housing markets |
0 |
0 |
1 |
12 |
0 |
0 |
2 |
73 |
| Zoning, TDRs and the density of development |
0 |
0 |
1 |
40 |
0 |
0 |
2 |
168 |
| Total Journal Articles |
0 |
7 |
32 |
2,001 |
1 |
17 |
98 |
7,449 |
LogEc is hosted by the
Örebro University School of Business.