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Academic literature on the topic 'Gasoline – Prices'

Author: Grafiati

Published: 4 June 2021

Last updated: 16 February 2022

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Journal articles on the topic "Gasoline – Prices"

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Chang, Dongfeng, and Apostolos Serletis. "OIL, UNCERTAINTY, AND GASOLINE PRICES." Macroeconomic Dynamics 22, no. 3 (August 18, 2016): 546–61. http://dx.doi.org/10.1017/s1365100516000249.

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In this paper we investigate the relationship between crude oil and gasoline prices and also examine the effect of oil price uncertainty on gasoline prices. The empirical model is based on a structural vector autoregression that is modified to accommodate multivariate GARCH-in-Mean errors. We use monthly data for the United States over the period from January 1976 to September 2014. We find that there is an asymmetric relationship between crude oil and gasoline prices, and that oil price uncertainty has a positive effect on gasoline price changes. Our results are robust to alternative model specifications and alternative measures of the price of oil.

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Pokrivčák, J., and M. Rajčaniová. "Crude oil price variability and its impact on ethanol prices." Agricultural Economics (Zemědělská ekonomika) 57, No. 8 (August 23, 2011): 394–403. http://dx.doi.org/10.17221/42/2010-agricecon.

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The world annual biofuel production has exceeded 100 billion litres in 2009. The development of the biofuel production is partly influenced by the government support programs and partly by the development of oil prices. The main purpose of this paper is to analyze the statistical relationship between ethanol, gasoline and crude oil prices. We aim to check the correlation among these variables and to analyze the strength and direction of a possible linear relationship among the variables. We are interested in analyzing how each variable is related to another, so we evaluate the inter-relationship among the variables in the Vector Autoregression (VAR) and the Impulse Response Function (IRF). In order to achieve our goal, we first collected weekly data for each variable from January, 2000 to October, 2009. The results provide evidence of the cointegration relationship between oil and gasoline prices, but no cointegration between ethanol, gasoline and ethanol, oil prices. As a result, we used a VAR model on first differences. After running the Impulse Response Function, we found out that the impact of the oil price shock on the other variables is considerable larger than vice versa. The largest impact of oil price shock was observed on the price of gasoline.  

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Lee, Jihoon, and Hong Chong Cho. "Impact of Structural Oil Price Shock Factors on the Gasoline Market and Macroeconomy in South Korea." Sustainability 13, no. 4 (February 18, 2021): 2209. http://dx.doi.org/10.3390/su13042209.

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This study decomposed shocks of the global crude oil (GCO) market and Korean gasoline (KG) market into six types using the structural vector auto-regressive model. Breaking down the shocks into six, we analyzed how each shock affects the macroeconomy and gasoline market in Korea. Results of the analysis revealed that the oil supply shock did not cause a large fluctuation in gasoline prices, but it harmed the macroeconomy. By contrast, the two shocks on the demand side of the GCO market caused a large increase in domestic gasoline prices, but they did not negatively affect the macroeconomy. Meanwhile, in the KG market, gasoline-refining shock and gasoline demand shock caused a significant increase in gasoline prices. Both shocks had some negative effects on the Korean macroeconomy at a certain point, but the effects are not as strong as the oil supply shock. However, the gasoline distribution shock in Korea rarely caused negative consequences for major macroeconomic variables. Moreover, analyzing the KG prices through historical decomposition, we found that the two demand-side factors of the GCO market and the demand shock of the KG market have had the most important influence on the gasoline price since the 2000s. From the analysis, the increase in gasoline prices in Korea since the 2000s can be inferred to have no significant negative impact on the macroeconomy. Therefore, the essential factors of price fluctuations must be focused on in analyzing domestic gasoline price and their impact on the macroeconomy.

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Chi, Guangqing, and Jamie Boydstun. "Are Gasoline Prices a Factor in Residential Relocation Decisions? Preliminary Findings from the American Housing Survey, 1996–2008." Journal of Planning Education and Research 37, no. 3 (August 1, 2016): 334–46. http://dx.doi.org/10.1177/0739456x16657159.

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Residential relocation choice is affected by numerous factors, but gasoline prices as a potential factor have not been investigated. This study examines gasoline price changes and residential relocation choice using 1996–2008 American Housing Survey data. We found higher gasoline prices are associated with a higher percentage of movers choosing locations closer to workplaces. The findings have implications for addressing the impacts of volatile gasoline prices on land use planning and policies; resilient “smart cities or communities” are one possible solution.

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Puspsosari, Luthfiya Fathi. "PENGARUH HARGA BBM TERHADAP INFLASI DI JAWA TIMUR." J-PIPS (Jurnal Pendidikan Ilmu Pengetahuan Sosial) 3, no. 1 (December 30, 2016): 47. http://dx.doi.org/10.18860/jpips.v3i1.6854.

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<p>The aim of this study is to describe how much influence the fuel price (the price of petrol and diesel prices) on Inflation in East Java-year period 2000-2015. This type of research is explanatory research with quantitative approach. The research data include the price of fuel (gasoline) at 2000 to 2015, the fuel price (Solar) at 2000-2015 and Inflation rate at 2000-2015 in East Java. Analysis of the results of research using Multiple Linear Regression. Results showed that the price of gasoline partially significant effect on inflation in East Java, but the price of diesel fuel does not influence significantly on inflation in East Java. Fuel price includes the price of gasoline and diesel prices affect the simultaneous inflation in East Java, meaning that one of the factors that caused a inflation in East Java affected by changes in the price of gasoline and diesel prices.</p><p><strong>Keywords: </strong>Price of Fuel (Gasoline and Solar), Inflation and East Jawa</p>

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Kim, C. S., Glenn Schaible, and Stan Daberkow. "The Relative Impacts of U.S. Bio-Fuel Policies on Fuel-Energy Markets: A Comparative Static Analysis." Journal of Agricultural and Applied Economics 42, no. 1 (February 2010): 121–32. http://dx.doi.org/10.1017/s1074070800003333.

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Rapidly declining gasoline prices from their record high during the summer of 2008, while ethanol prices remained relatively high, made it difficult for many bio-fuel policy modelers to fully explain the impacts of U.S. bio-fuel policies on fuel prices. Using profit-maximization models for blenders, refiners, and distillers, we conduct a comparative static analysis to measure the relative magnitudes of the impacts of tax credits and blending mandates on fuel-energy market equilibrium prices. Our results indicate that first, the prices of all fuels including conventional gasoline, ethanol, and blended gasoline decline as the biofuel tax credit increases, but they increase as the rate of the blending mandate increases. Second, the shadow value of a blending mandate represents the marginal rate of substitution between the marginal price change associated with a blending mandate and the marginal price change associated with a bio-fuel tax credit. Therefore, bio-fuel policies can affect the prices of all fuels including conventional gasoline, ethanol, and blended gasoline. Finally, ethanol imports are affected by domestic blender's market-power effects, more than by the import duty imposed to offset the tax credit associated with the use of imported ethanol in the blending process.

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Wright, Jesse T., Raymond L. Placid, and Marcus T. Allen. "Price Gouging In A Hurricane: Do Free Market Forces Circumvent Price Controls?" Journal of Business & Economics Research (JBER) 16, no. 2 (November 1, 2019): 19–30. http://dx.doi.org/10.19030/jber.v16i2.10319.

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This study analyzes gasoline prices in Florida and Georgia before and after Hurricane Irma, a major weather event that affected both states in 2017. The analysis reveals that gasoline prices in both states increased and stabilized well in advance of state of emergency declarations that triggered the states’ price gouging laws. Price gouging laws thus appear to be inconsequential. Free market forces determine prices unhindered by government price controls during hurricane emergencies.

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Bonn, Mark A., Nathaniel D. Line, and Meehee Cho. "Low Gasoline Prices." Journal of Travel Research 56, no. 2 (August 4, 2016): 263–78. http://dx.doi.org/10.1177/0047287515626306.

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Anderson, Soren T., Ryan Kellogg, James M. Sallee, and Richard T. Curtin. "Forecasting Gasoline Prices Using Consumer Surveys." American Economic Review 101, no. 3 (May 1, 2011): 110–14. http://dx.doi.org/10.1257/aer.101.3.110.

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This paper analyzes the predictive power of a new data set of consumer gasoline price forecasts taken from the Michigan Survey of Consumers (MSC). MSC data generally perform as well as a no-change forecast in predicting future gasoline prices, and they substantially out-perform the no-change forecast during the recent economic crisis, during which time they track futures market prices. Finally, the cross-respondent dispersion of the MSC forecasts increases substantially during the economic crisis, paralleling the large increase in price volatility at this time.

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Adamec, Václav. "Short‑Term and Long‑Term Relationships Between Prices of Imported Oil and Fuel Products in the U. S." Acta Universitatis Agriculturae et Silviculturae Mendelianae Brunensis 64, no. 4 (2016): 1285–93. http://dx.doi.org/10.11118/actaun201664041285.

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In this study, we analyzed a system of five monthly time series integrated I(1): average price of crude oil imported to the U.S. from OPEC countries (Opec), imported oil price from other than OPEC countries (NonOpec) in USD per barrel, average price of regular gasoline in the U.S. (Regular), premium quality gasoline price (Premium) and kerosene price (Kerosene) in U.S. cents per gallon. Cointegration was established by EG test and the series were analyzed by VECM model with lag selected via BIC criterion. Cointegration rank was determined by the Johansen procedure. According to VECM coefficients, prices of oil from OPEC countries and beyond OPEC exert influence upon all commodity prices in the system, but in a contradictory manner. Responses to innovation shocks in Opec and NonOpec stabilized within 8 to 10 months upon a nonzero shift and further became permanent. Innovation shock in both types of gasoline and Kerosene had only short-term significant impact upon the system. Forecast error variance in all variables is explained mainly by variation in oil prices, especially Opec, which persists with increased horizon. For a short horizon h = 1, FEVDs in gasoline and kerosene prices are primarily made of variation in the respective fuel prices.

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Dissertations / Theses on the topic "Gasoline – Prices"

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Eckert, Andrew. "A study of Canadian retail gasoline prices." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1999. http://www.collectionscanada.ca/obj/s4/f2/dsk1/tape7/PQDD_0016/NQ46340.pdf.

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Al-Bassir, Soleman A. "Hedonic analysis of gasoline retailing." PDXScholar, 1988. https://pdxscholar.library.pdx.edu/open_access_etds/1214.

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Researchers have difficulty modeling the influence of retailing attributes on consumer choice. The literature of retailing that has dealt with this issue has conventionally used experimental data for estimating the influence of retailing attributes on consumer behavior. The present research applies hedonic analysis to the measurement of the value of retailing attributes. This is accomplished by applying hedonic specifications to supply and demand models for the retail sales of unleaded gasoline for the purpose of estimating the influence of specified retailing attributes on retail prices. Four retailing attributes-accessibility, convenience, service, and competition-were expected to have a determinable value that was measurable through hedonic specifications. Spatial competition was expected to influence retail prices by lowering them. The value of retailing attributes was expected to be variable relative to household income. It was found that the value of the specified retailing attributes could be isolated and determined. The application of hedonic analysis to the supply and demand of unleaded gasoline provided a relatively precise and consistent market value, which was represented by the "ask" and "bid" implicit prices of these retailing attributes. Spatial competition was seen to exert an important influence on retailing, tending to lower retail prices. The value of retailing attributes was found to be variable relative to household income. The relative consistency and precision of hedonic analysis in the measurement of the value of retailing attribute was reinforced insofar as the findings were consistent with generally accepted notions of retail marketing and consumer behavior as represented in the literature in the field.

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Diehl, Daiane. "Formação do preço de etanol hidratado no Estado de São Paulo e sua relação com os mercados de açúcar e de gasolina." Universidade de São Paulo, 2012. http://www.teses.usp.br/teses/disponiveis/11/11132/tde-14082012-094235/.

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O principal objetivo deste estudo foi estimar um modelo analítico que explicasse a relação entre os mercados de etanol hidratado e de gasolina C, incluindo, também, efeitos de outros fatores, como o preço de açúcar nos mercados doméstico e internacional e a renda. Por sua capacidade de captar efeitos dinâmicos, utilizou-se o Modelo de Auto-Regressão Vetorial com Correção de Erro VEC. A análise das funções de demanda dos combustíveis mostrou que o consumo de etanol responde de forma expressiva a variações contemporâneas no próprio preço e no preço da gasolina, produto substituto nesse segmento de mercado. Já com relação à demanda de gasolina C, verifica-se que suas vendas respondem menos tanto ao próprio preço como ao do etanol. De maneira geral, a análise das funções de respostas a impulsos permite verificar que os efeitos dos choques não antecipados sobre as variáveis do modelo são de curta duração, desaparecendo, na maior parte das vezes, após o terceiro mês. A renda mostrou-se importante variável explicativa tanto para o consumo de etanol hidratado quanto de gasolina C. Um choque exógeno no preço internacional de açúcar resulta em um efeito elevado no preço do produto no mercado doméstico. De outro lado, um choque no preço doméstico de açúcar tem impacto significativo no preço do etanol anidro (elasticidade acumulada de 0,57), sendo que esses produtos concorrem pela mesma matéria-prima na indústria. Como este preço, por sua vez, representa uma variável proxy para o preço do etanol hidratado no segmento produtor, pode-se afirmar que 60% das variações de preço neste segmento são transmitidas ao preço do combustível no mercado varejista. A análise da decomposição das variâncias do erro de previsão evidenciou que a variável que tem maior impacto sobre o preço do etanol hidratado combustível no varejo é o preço do etanol anidro (proxy do preço do etanol hidratado no segmento produtor). Os principais determinantes da venda de etanol hidratado no varejo são a renda, o preço do etanol hidratado combustível no varejo e o do etanol anidro no segmento produtor. Já com relação às vendas de gasolina C no varejo, o principal determinante é a renda, enquanto as demais variáveis pouco contribuem para explicar suas variações. Finalmente, a análise da previsão dentro da amostra para o preço do etanol hidratado no segmento varejista sugere que este preço assumiria um patamar mais elevado, não fosse a atual política de controle de preços dos derivados do petróleo adotada no Brasil. Nas duas últimas safras do período estudado, o preço praticado está, em média, 23,7% abaixo do previsto pelo modelo estimado neste estudo. Vale ressaltar que o modelo estimado capta o padrão médio do comportamento da série, dados os fundamentos de mercado considerados, os quais explicam pelo menos 76% das variações do preço do etanol hidratado no varejo.
The main objective of this study was to estimate an analytical model to explain the relationship between the markets of hydrated ethanol fuel and gasoline C, including effects of other factors such as sugar prices in the domestic and the International markets and income. Because of its ability to capture dynamic effects, the Auto-regression Model with Vector Error Correction VEC was used. Analysis of the demand function showed ethanol fuel consumption significantly responds to contemporary variations of its price and gasoline price, replacement product in this market segment. Regarding the demand for gasoline C, it appears that sales respond less to its price and ethanol price. In general, analysis of the response functions to impulses allows to verify that the effect of unanticipated shocks on model variables are of short duration and disappears, in most cases, after three months. Income proved to be important in ethanol and gasoline C consumption. An exogenous shock in the international sugar price results in a large effect on the product price in the domestic market. Therefore, a shock in the domestic sugar price has a significant impact on the anhydrous ethanol price (accumulated elasticity of 0.57), once these products compete for raw material in the sector. Given that this price represents a proxy variable for the hydrous ethanol price for the industry, 60% of the price in this segment is transmitted to the fuel price in the retail market. A decomposition analysis of forecast error variance showed that the variable with greater impact on the hydrated ethanol fuel price in the retail market is the anhydrous ethanol price (proxy of the hydrated ethanol price in the industry). The main determinants of hydrated ethanol sales in the retail market are the income, the hydrated ethanol fuel price and the anhydrous ethanol fuel price in the industry. Gasoline C sales in the retail market are mostly determined by income, while the other variables contribute little to explain its variations. Finally, the analysis of the in-sample forecast for the hydrated ethanol price in the retail market suggests that this price would assume a higher level, if there were not the current policy of controlling prices of petroleum derivatives adopted in Brazil. In the last two seasons of the analysis, the price was on average 23.7% below that predicted by the model estimated in this study. It is noteworthy that the estimated model captures the average standard of the series, given the market fundaments considered, which explain at least 76% of the variations in the hydrated ethanol price in the retail market.

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Kardell, Jonas, and Oscar Oelrich. "An examination of sticky prices in gasoline pricing in Sweden 2001-2011." Thesis, Uppsala universitet, Statistiska institutionen, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-175840.

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Firgo, Matthias, Dieter Pennerstorfer, and Christoph Weiss. "Network Centrality and Market Prices: Empirical Evidence." Elsevier, 2016. http://dx.doi.org/10.1016/j.econlet.2015.11.032.

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We empirically investigate the importance of centrality (holding a central position in a spatial network) for strategic interaction in pricing for the Austrian retail gasoline market. Results from spatial autoregressive models suggest that the gasoline station located most closely to the market center - defined as the 1-median location - exerts the strongest effect on pricing decisions of other stations. We conclude that centrality influences firms' pricing behavior and further find that the importance of centrality increases with market size.

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Weiss, Christoph, Dieter Pennerstorfer, and Matthias Firgo. "Centrality and Pricing in Spatially Differentiated Markets: The Case of Gasoline." Elsevier, 2015. http://dx.doi.org/10.1016/j.ijindorg.2015.03.009.

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We highlight the importance of "centrality" for pricing. Firms characterized by a more central position in a spatial network are more powerful in terms of having a stronger impact on their competitors' prices and on equilibrium prices. These propositions are derived from a simple theoretical model and investigated empirically for the retail gasoline market of Vienna, Austria. We compute a measure of network centrality based on the locations of gasoline stations in the road network. Results from a spatial autoregressive model show that prices of gasoline stations are more strongly correlated with prices of central competitors.

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Firgo, Matthias, Dieter Pennerstorfer, and Christoph Weiss. "Network Centrality and Market Prices: An Empirical Note." WU Vienna University of Economics and Business, 2015. http://epub.wu.ac.at/4651/1/wp206.pdf.

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We empirically investigate the importance of centrality (holding a central position in a spatial network) for strategic interaction in pricing for the Austrian retail gasoline market. Results from spatial autoregressive models suggest that the gasoline station located most closely to the market center - defined as the 1-median location - exerts the strongest effect on pricing decisions of other stations. We conclude that centrality influences firms' pricing behavior and further find that the importance of centrality increases with market size. (authors' abstract)
Series: Department of Economics Working Paper Series

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Tello, Gamarra Jorge Estuardo. "Transmissão de preços entre os mercados do etanol e da gasolina desde o lançamento dos carros flex-fuel, no mercado brasileiro." reponame:Biblioteca Digital de Teses e Dissertações da UFRGS, 2009. http://hdl.handle.net/10183/17414.

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Quando dois ou mais mercados, anteriormente separados, começam a apresentar certa convergência de preços, diz-se que eles estão integrados. Geralmente, os pesquisadores têm objetivado o estudo da integração entre mercados externos e internos (integração espacial) ou entre os diferentes elos de uma cadeia produtiva (integração vertical), mas de um único produto. Após uma importante mudança na tecnologia, concretizada através do lançamento dos motores flex-fuel no Brasil, a presente pesquisa teve por desafio analisar a existência de integração entre os mercados da gasolina e do etanol, dita como "integração de mercados por substituição". Para tal fim, e depois de filtradas as séries de preços mediante os testes de estacionariedade (Dickey-Fuller Aumentado e Phillips-Perron), foi feito uso de modelos de transmissão de preços, mais especificamente os testes de Cointegração, o do Mecanismo de Correção de Erro (MCE) e o da Causalidade. No período em análise (de março de 2003 até julho de 2008), foi constatada a presença de cointegração entre os dois mercados. Também foi observado que um incremento de 1% no preço da gasolina é responsável por um incremento de 2,74% no preço do etanol. Ainda que tenha sido pequeno o parâmetro do Mecanismo de Correção de Erro obtido, ele indica que é possível relacionar o comportamento de curto com o de longo prazo, nas séries analisadas. Dos resultados obtidos, pode-se concluir que os mercados do etanol e da gasolina estão integrados a longo prazo, onde variações no preço da gasolina causam variações no do etanol (GRANGER, 1969).
When two or more markets, previously separated, start showing a price convergence, it is possible to say that they are integrated. Usually, the researchers have focused the integration study between external and internal market (spatial integration) or between the different links of a productive chain (vertical integration), but just of an unique product. After an important technological change, materialized in the releasing of flex-fuel motors in Brazil, this work had as a challenge analyze the existence of the integration between the gasoline and ethanol markets, referred as "integration of substitution markets". Therefore, after filtering the prices series through stationary tests (Augmented Dickey-Fuller and Phillips-Perron), it was made the use of price transmission models, specifically the cointegration tests, and the Error Correction Mechanism (ECM) and the causality. In the analyzed period (from March 2003 to July 2008), it was verified the existence of cointegration between the two markets. Also it was observed that an increase of 1% in the gasoline price is responsible for the increase in 2.74% of the ethanol price. Although it was small the parameter of the correction mechanism in the obtained error, it points out that is possible to relate the behavior in the short and long term, in the analyzed series. Taking in consideration the obtained results, we arrived to the conclusion that the ethanol and gasoline markets are integrated in the long term, where variations in the gasoline price cause variations in the ethanol market.

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Salvini, Roberta Rodrigues. "Investigando a assimetria na transmissão dos preços dos combustíveis no Estado de São Paulo." Universidade de São Paulo, 2016. http://www.teses.usp.br/teses/disponiveis/11/11132/tde-03102016-174903/.

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Este trabalho busca apurar a existência de assimetria na transmissão dos preços dos combustíveis no atacado para o varejo no Estado de São Paulo. Desde a introdução dos veículos flex-fuel no mercado brasileiro em 2003, o consumidor pode optar por abastecer com a gasolina comum ou com o etanol hidratado, sendo a sua escolha influenciada pelas variações na relação dos preços desses combustíveis, o que evidencia a importância de um estudo para entender o comportamento desses preços. Para tal, medias mensais dos preços da gasolina comum e do etanol hidratado nos níveis de distribuição e revenda, referentes ao estado paulista, para o período de novembro de 2002 a abril de 2015 foram consideradas na condução da analise empírica, que compreende a estimação de Modelos de Correção de Erros. Os resultados indicam a presença de assimetria na transmissão dos preços de ambos os combustíveis do atacado para o varejo, contudo esta se manifesta somente no curto prazo. Ademais, constata-se no mercado de combustíveis a assimetria positiva, de modo que no curto prazo aumentos nos preços no atacado elevam com maior intensidade os preços ao consumidor, em comparação a decréscimos nos preços ao consumidor provocados por choques negativos nos preços de distribuição. Tal assimetria pode proceder de uma combinação entre as reações dos consumidores as futuras oscilações nos preços e a gestão de estoques por parte dos postos de combustíveis.
This work aims to determine the existence of asymmetry in the transmission of fuel prices in the wholesale to retail in the State of Sao Paulo. Since the introduction of flex-fuel vehicles in the Brazilian market in 2003, the consumer can choose to fill up with regular gasoline or hydrated ethanol, and your choice is influenced by variations in the relative prices of these fuels, which highlights the importance of a study to understand the behavior of these prices. To this end, monthly average of prices of regular gasoline and hydrated ethanol in the levels of distribution and resale, for the State of Sao Paulo, for the period November 2002 to April 2015 were considered in conducting empirical analysis, which includes the estimation of Error Correction Models. The results indicate the presence of asymmetry in transmission of price of both fuels of wholesale for retail, however it is manifested in the short term only. Moreover, it appears in the fuel market the positive asymmetry, so that in the short term increases in wholesale prices rise more strongly consumer prices compared to decreases in consumer prices caused by negative shocks in distribution prices. Such asymmetry can come from a combination of consumer reactions to future fluctuations in prices and inventory management by the fuel stations.

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Marjotta-Maistro, Marta Cristina. "Ajustes nos mercados de álcool e gasolina no processo de desregulamentação." Universidade de São Paulo, 2002. http://www.teses.usp.br/teses/disponiveis/11/11132/tde-20112002-090448/.

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A abertura do setor sucroalcooleiro iniciou-se com a extinção do Instituto do Açúcar e do Álcool em 1990, que controlava as suas atividades desde 1933. A liberação dos preços da gasolina C ao consumidor se deu em 1996, generalizando a um processo de liberação no setor como um todo. O objetivo geral deste trabalho foi analisar e caracterizar o mercado de combustíveis, relacionando os efeitos de mudanças em variáveis associadas à oferta e demanda sobre o comportamento dos agentes num mercado parcialmente liberado, ou seja, entre os anos de 1995 e 2000. Os objetivos específicos foram estimar dois modelos: Modelo de Ajuste pelo Preço e Modelo de Ajuste pela Quantidade. O primeiro modelo foi composto por oito equações, sendo quatro delas de quantidades e quatro de preços dos combustíveis gasolina C ao varejo e ao atacado, álcool anidro ao produtor e gasolina A na refinaria. O segundo modelo foi composto por cinco equações, sendo uma da quantidade de gasolina C do varejo e quatro dos preços dos combustíveis. Os métodos de estimação foram Mínimos Quadrados em Dois Estágios para o primeiro modelo e Mínimos Quadrados Ordinários para o segundo. A distinção entre dois modelos ocorreu devido ao fato de que o sistema de preços de mercado ainda não era eficaz em função do caráter de transição conferido ao período da pesquisa. Com o primeiro modelo verificou-se o grau em que as forças de mercado já operavam entre 1995 e 2000. Com o segundo, procurou-se retratar a dinâmica de ajustamento em um mercado no qual as quantidades ofertadas eram pré-determinadas e os preços se ajustavam a partir de condições previamente estabelecidas pelo governo para a comercialização nos setores sucroalcooleiro e de combustíveis.Com as estimativas do segundo modelo foram calculados os Multiplicadores de Impacto de Theil, possibilitando avaliar os efeitos sobre a qua ntidade e os preços dos combustíveis de choques nas variáveis exógenas do modelo. Os resultados do primeiro modelo permitiram concluir: (a) que os ajustes via preços foram pouco eficazes para influenciar alterações nas quantidades dos combustíveis; e (b) a existência de certa inércia nos movimentos de preços, típica dos sistemas de controle de preços como os que vinham prevalecendo na década de 1990. Com os resultados do segundo modelo, as principais conclusões foram: (a) as variações de demanda tendiam a ser atendidas sem grandes alterações nos preços da gasolina e dos seus componentes; (b) os ajustes de preços ao atacado da gasolina C e da gasolina A, ainda que moderados, eram repassados ao varejo parcialmente; (c) o governo tendia a absorver os choques externos de preços não os repassando imediatamente ao varejo e o varejo não repassava, na mesma proporção, ao consumidor final. Assim, os resultados da pesquisa refletiram setores ainda operando sob a égide do Estado, que controlava suas operações sem necessariamente atender à lógica econômica. À medida que os ajustes nos setores sucroalcooleiro e de combustíveis passarem a ser guiados pelos preços de mercado, alterações de demanda e oferta passarão a se refletir nos preços dos vários elos desses setores, possivelmente nos moldes do Modelo de Ajuste pelo Preço discutido nesta pesquisa.
The economic opening of the sugar-ethanol market was started with the extinction of the "Instituto do Açúcar e do Álcool" ( SugarEthanol Institute ) in 1990, which controlled its activities since 1933. The deregulation of gasoline C prices to the consumer took place in 1996, generating the deregulation process in the sector as a whole. The general aim of this study was to analyze and characterize the fuel market, relating the change effects in associated variables to the supply and demand about the agents' behavior in a market partly deregulated, that is, between 1995 and 2000. The specific aims were to estimate two models: Price Adjustment and Quantity Adjustment Models. The first was made up of eight equations, being four of quantities and four of fuel prices retail and wholesale gasoline C prices, anhydrous ethanol to producer and gasoline A at refineries. The second model was made up of five equations, being one of gasoline C to retailing and four of fuel prices. The estimating methods for the first model were Minimum Squares in Two Stages, whereas Ordinaries Minimum Squares were used for the second one. The distinction between the two models was made necessary due to the fact that the market price system was not efficient yet, because of the transitional condition during the time of the research was done. Through the first model it was checked the degree the market forces already operated between 1995 and 2000. Through the second one, it was attempted to show the dynamic of adjustments in a market, which the amounts offered were pre-determined and the prices adjusted themselves based on commercialization conditions to the sugar-ethanol and fuel sectors, previously established by the government. Based on the estimates from the second model, it was figured the Impact Multipliers of Theil, allowing to evaluate the effects over quantities and prices of shock fuels in exogenous variables of the model. Results of the first model allow to conclude: (a) that adjustments via prices were little efficient to influence changes in fuel amounts and; (b) the existence of a certain inertness of prices movements, typical of price control systems like the ones being practiced in the 1990's. Through the results of model two, the main conclusions were: (a) the demand variations tended to be met without major changes in the price of gasoline and its compounds; (b) the wholesale gasoline C and gasoline A at refineries prices adjustments, even moderated, were reposed partly to retailing; (c) the government had a tendency to absorve the external price shocks and did not repose immediately to retailing and the retailing did not repose, at the same extent, to the final consumer. Therefore, the research results reflected sectors still operating under State domain, which controlled their operations without necessarily meeting the economic logic. As the adjustments in the sugar-ethanol and fuel sectors start to be dictated by market prices and demand-supply changes, they will start to reflect on prices of the various links of this sector, possibly in the form of the Price Adjustment Model, discussed in this study.

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Books on the topic "Gasoline – Prices"

1

Gasoline. Detroit: Greenhaven Press, 2012.

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Davis, Mike. Why are prices sticky? the dynamics of wholesale gasoline prices. Cambridge, Mass: National Bureau of Economic Research, 2003.

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Hendricks, Ken. Analysis and opinion on retail gas inquiry. [Ottawa, Ont: Industry Canada, Competition Bureau, 1996.

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Office, General Accounting. Motor fuels: Gasoline prices in Oregon. Washington, D.C: U.S. General Accounting Office, 2001.

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Robert, Bacon. UK gasoline prices: How fast are changes in crude prices transmitted to the pump? (Oxford): Oxford Institute for Energy Studies, 1986.

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Energy, Ontario Ministry of. North south gasoline pricing study. Toronto, Ont: Ministry of Energy, 1986.

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Borenstein, Severin. Do gasoline prices respond asymmetrically to crude oil price changes? Cambridge, Mass: National Bureau of Economic Research, 1992.

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Borenstein, Severin. Dynamic pricing in retail gasoline markets. Cambridge, MA: National Bureau of Economic Research, 1993.

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Resources, United States Congress Senate Committee on Energy and Natural. Gas prices: Hearing before the Committee on Energy and Natural Resources, United States Senate, One Hundred Thirteenth Congress, first session, to explore how U.S. gasoline and fuel prices are being affected by the current boom in domestic oil production and the restructuring of the U.S. refining industry and distribution system, July 16, 2013. Washington: U.S. Government Printing Office, 2013.

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Sperber, Michael. The final fifteen feet of hose: The Canadian gasoline industry in the year 2000. [Ottawa, Ont.]: Conference Board of Canada, 2001.

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Book chapters on the topic "Gasoline – Prices"

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Simeon, Mondelle, and Howard J. Hamilton. "Real-Time Validation of Retail Gasoline Prices." In Discovery Science, 33–47. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-67786-6_3.

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Paswan, Audhesh K., and John C. Crawford. "Consumer Reaction to Gasoline Price Increase – Price and Environmental Consciousness." In Proceedings of the 2008 Academy of Marketing Science (AMS) Annual Conference, 117. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-10963-3_60.

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Grunenwald, Joseph P., and William L. Shanklin. "Effects of Price, Advertising Sponsorship, and Fear Content on Consumer Attitudes About Gasoline Conservation." In Proceedings of the 1983 Academy of Marketing Science (AMS) Annual Conference, 453–56. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-16937-8_107.

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de Gorter, Harry, Dusan Drabik, and David R. Just. "The Economics of Biofuel Policies: The Theory of Corn-Ethanol and Ethanol-Gasoline Price Links." In The Economics of Biofuel Policies, 23–45. New York: Palgrave Macmillan US, 2015. http://dx.doi.org/10.1057/9781137414854_3.

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Taylor, Lester D. "A Different Approach to Deriving Price and Income Elasticities: Applications to Telecommunications and Gasoline & Motor Oil." In Applied Economics in the Digital Era, 29–61. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-40601-1_2.

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Inoue, Nozomu, Shigeru Matsumoto, and Minoru Morita. "Inequalities in the Impact of the Carbon Tax in Japan." In Economics, Law, and Institutions in Asia Pacific, 217–34. Singapore: Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-6964-7_12.

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Abstract Although Japan’s current carbon tax rate is much lower than the rates applied in European countries, the Japanese government may increase the tax rate in the near future, in order to strengthen measures to combat global warming. Since a country’s carbon-pricing policy does not distort its economy, it is considered to be an efficient policy measure. However, the burden of carbon pricing varies across regions and across households. Since low-income households generally allocate a larger proportion of their disposable income to energy costs than high-income households, the burden of carbon taxes on low-income households tends to be higher than for high-income households. In addition, households in cold regions spend more money for space heating, and those in rural areas spend more money for gasoline. Unless the government objectively analyzes the impact of carbon pricing and proposes convincing countermeasures to deal with these unequal impacts, the government is unlikely to obtain public support for a carbon tax increase. In this study, we analyze microlevel data from the Japanese National Survey of Family Income and Expenditure (NSFE) collected from 1989 to 2014, and examine how past energy price changes affected the welfare of different types of households. We then propose countermeasures to address the problems arising from the regressive nature of taxing energy use.

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Chiroma, Haruna, Sameem Abdulkareem, Adamu I. Abubakar, Eka Novita Sari, and Tutut Herawan. "A Novel Approach to Gasoline Price Forecasting Based on Karhunen-Loève Transform and Network for Vector Quantization with Voronoid Polyhedral." In Information and Communication Technology, 257–66. Berlin, Heidelberg: Springer Berlin Heidelberg, 2014. http://dx.doi.org/10.1007/978-3-642-55032-4_25.

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Avery, William H., and Chih Wu. "Economic, Environmental, and Social Aspects of OTEC Implementation." In Renewable Energy from the Ocean. Oxford University Press, 1994. http://dx.doi.org/10.1093/oso/9780195071993.003.0016.

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The financial analyses presented in Chapters 7 and 8 indicate that commercial development of OTEC will have a significant impact on the economics of U.S. energy production and use. Two scenarios for commercial development are examined in this section: 1. Development of OTEC methanol capacity sufficient to replace all U.S. gasoline produced from imported oil. 2. Development of OTEC ammonia capacity sufficient to replace all gasoline used in U.S. transportation. Commercialization of this option implies a project goal to produce methanol plantships with enough total methanol capacity to replace the gasoline used in the United States that is now produced from imported petroleum, 47 billion gallons of gasoline in 1990 (DOE/EIA, 1990). This would require a total of 427 200-MWe plantships, each producing 199 million gallons of methanol per year (1.8 gallons of methanol give the same automobile mileage as 1 gallon of gasoline. We assume financing based on an initial nominal plant investment of $960M (1990$) and an eighth plant investment of $664M. With repeated manufacture, the cost will be reduced to $438M for the 427th plantship, assuming that an experience exponent of 0.93 applies for all production of identical plantships after the first three. The average plant investment for the total production is then $507M. If financial support is maintained to complete the program, the year 2020 is a reasonable target date for achieving the full fuel production capacity. This implies construction of OTEC plantships at an average rate of 17 per year after commercial production is established. This rate could be accommodated in U.S. shipyards with feasible modifications to satisfy specific OTEC requirements. The U.S. shipbuilding facilities are discussed in Section 4.1. In addition to the investments required for OTEC, methanol automobiles must be in production, and distribution systems for methanol must be installed. The associated costs must be included in the financial analysis. Offsetting these costs are the savings resulting from: 1. Large improvements in the U.S. balance of trade through elimination of oil imports. 2. Tax receipts accruing from reinvigorated U.S. shipbuilding and associated manufacturing industries. 3. Economic benefits of stabilized world fuel prices.

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Dixit, Avinash. "1. What and why of microeconomics." In Microeconomics: A Very Short Introduction, 1–4. Oxford University Press, 2014. http://dx.doi.org/10.1093/actrade/9780199689378.003.0001.

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‘What and why of microeconomics’ explains that microeconomics studies how consumers choose what goods and services to buy, how producers make decisions to meet these demands, and how the two sides interact. Mostly the transactions work fairly smoothly, but occasionally things do go wrong. Sometimes failures are drastic, like the gasoline shortages in the 1970s and the housing bubble and its collapse in the 2000s, so a basic understanding of microeconomics is important. When and how do transactions go well? When and why do they fail? What can be done if they fail? Information and incentive mechanisms to coordinate transactions and how prices work are the main subject matter of microeconomics.

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Fitzgerald, Joan. "Cities on the Front Lines." In Greenovation, 1–13. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780190695514.003.0001.

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This chapter first sets out the book’s purpose, which is to take readers on a tour of greenovating cities in North America and Europe, exploring their strategies and successes, along with the opportunities and obstacles they have encountered along the way. In general, European cities have lower per capita greenhouse gas emissions than US cities due to their higher density, more diverse transit options, historically high gasoline prices, and long-standing climate policy at the European Union, national, and municipal levels. A broad literature has emerged on urban climate change and sustainability planning, much of it focusing on what constitutes successful practice. In contrast, this book focuses on the how elected officials, planners, and other stakeholders design and implement effective policy and programs. An overview of the subsequent chapters is also presented.

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Conference papers on the topic "Gasoline – Prices"

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Molnar, Peter, and Milan Basta. "Google searches and Gasoline prices." In 2017 14th International Conference on the European Energy Market (EEM). IEEE, 2017. http://dx.doi.org/10.1109/eem.2017.7981978.

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Chen, Boxiao, Xiuli Chao, Yan Fu, Margaret Strumolo, and Michael A. Tamor. "Impact of Gasoline and Natural Gas Prices on Capacity Planning for Automakers and Electricity Generators Under GHG Emission Constraints." In ASME 2015 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/detc2015-46610.

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Both automakers and electricity generators are facing increasingly more stringent greenhouse gas (GHG) emission targets. With the introduction of plug-in hybrid and electric vehicles, the transportation and electricity generation sectors become connected. This provides an opportunity for both sectors to work jointly to achieve cost efficient reduction of CO2 emissions. Due to the low cost and low carbon content of natural gas (NG), NG enabled vehicles are drawing increasing attention. With GHG targets rapidly decreasing, how to judiciously choose among plug-in hybrid vehicles, electric vehicles, NG-enabled vehicles, and gasoline vehicles to save societal cost is worth serious consideration. On the other hand, gasoline and NG prices play an important role in this decision-making process. In order to estimate the impact of gasoline and NG prices and quantify the benefit of the collaboration between automakers and electricity generators, an optimization model is developed to evaluate the total societal cost and CO2 emissions for both sectors. Various scenario analyses are conducted to understand the cost and capacity planning differences when gasoline and NG prices vary while the two sectors can work jointly or independently to meet the CO2 emission constraints. These results help us understand the impact of gasoline and NG prices in achieving GHG reduction targets for the two major sectors of CO2 emissions in the United States.

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Razu, Swithin S., and Shun Takai. "An Approach to Study Impact of Public Policy, Exogenous Variables, and Vehicle Design on Greenhouse Gas Emission." In ASME 2012 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/detc2012-70414.

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The aim of this paper is to study the impact of public policies and uncontrollable (exogenous) variables as well as optimal vehicle design on greenhouse gas (GHG) emissions in the US transportation sector. The overall model is divided into the government model and an enterprise model. To examine the effect of GHG emissions and exogenous variables, the optimization model includes public policy, exogenous variables, and a market mix focusing on the GHG effects of four different types of vehicles, 1) gasoline-based 2) gasoline-electric hybrid or alternative-fuel vehicles (AFVs), 3) battery-electric (BEVs) and 4) fuel-cell vehicles (FCVs). The public policies taken into consideration are infrastructure investments for hydrogen fueling stations and subsidies for purchasing AFVs. An exogenous variable taken into consideration are gasoline prices. For each selection of public policy and exogenous variables in the government model, the enterprise model finds the optimum vehicle design that maximizes profit and updates the market mix, from which the government model can estimate GHG emissions for that selection and can choose a public policy accordingly to produce a desired effect. This paper demonstrates the model using FCV design as an illustrative example.

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Mahadevan, Krishnaswamy, Fred Barez, Ernie Thurlow, and Davood Abdollahian. "Effect of Underbody Geometry on the Fuel Efficiency of Gasoline and Electric Vehicles." In ASME 2018 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/imece2018-86629.

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Automotive industry in continuously expected to produce more fuel-efficient vehicles. Increasing fuel prices and environmental concerns such as emission of CO2 are two areas in vehicle design improvement. There are multiple factors that affect the fuel economy such as rolling resistance, aerodynamic drag, and weight of the vehicle. As the speed of the vehicle increases, aerodynamic drag force becomes the dominating factor affecting the fuel consumption. This aerodynamic drag is a result of the low-pressure region created at the rear end of the vehicle. This low-pressure region is due to the relative square shape of the vehicle at the rear end which generates vortices. This project aims to investigate the effects of an underbody in reducing the aerodynamic drag forces and its effects on fuel usage. The underbody in vehicles is one such area in improving the aerodynamics of a vehicle which can have an impact on overall drag force. Various underbody geometry modifications were carried out on a 3D model of Fiat 500 Electric and Gasoline versions to simulate the effect of underbody geometry on fuel consumption using the CFD simulation tool ANSYS Fluent. It was concluded that the underbody of vehicle influences the overall aerodynamic drag by 20%. Underbody geometry modification helps in reducing the fuel consumption by decreasing the overall aerodynamic drag of the vehicle.

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Curtiss, Peter S., and Jan F. Kreider. "Life Cycle Analysis of Automotive Ethanol Produced From Municipal Solid Waste." In ASME 2009 3rd International Conference on Energy Sustainability collocated with the Heat Transfer and InterPACK09 Conferences. ASMEDC, 2009. http://dx.doi.org/10.1115/es2009-90327.

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The trend of increasing petroleum prices has prompted the consideration of other fuels for transportation. Ethanol has received a great deal of attention based on the hope that it is possible to develop a sustainable and relatively environmentally responsible alternative to gasoline. Currently, the biofuels industry depends heavily on the use of cereal crops as the feedstock for the ethanol refineries. This practice, however, has led to concern over the diversion of food supplies to fuel supplies; price increases of corn and corn-dependent products (milk, beef, etc.) have already been blamed on the market forces pushing crops towards fuel production. Additionally, sufficient land water exist in the US for cereal crop-based biofuels. Another method for producing ethanol uses waste products as the main feedstock. The waste can consist of anything fermentable — agricultural field remnants, yard clippings, and paper and food waste all are potentially inputs to the ethanol production process. An added benefit of such a system is the decrease in the amount of material that must be disposed in landfills or dumps. This paper briefly discusses the conversion of municipal solid waste (MSW) to ethanol for use as an automotive replacement fuel.

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Zhang, Yu, and Richard Marshment. "Long-Run Elasticity of Demand for Passenger Car Travel with Respect to Highway Tolls and Gasoline Prices for Long Distance Trips." In The Twelfth COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2012. http://dx.doi.org/10.1061/9780784412442.368.

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Kibira, Deogratias, and Guodong Shao. "Modeling of U.S. Corn Ethanol Industrial Growth." In ASME 2011 5th International Conference on Energy Sustainability. ASMEDC, 2011. http://dx.doi.org/10.1115/es2011-54030.

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The production capacity of corn ethanol as a transportation fuel is experiencing rapid growth in the United States. The demand is driven by increased prices of gasoline, government mandates, incentives, desire for cleaner fuels, and the need to be more self-reliant in energy sources. Continued strong growth of the corn ethanol industry will depend on profitability by both suppliers and producers. This in turn will be influenced by several factors such as demand, government incentives, feedstock availability and prices, processing plant capacity, and efficient farm and ethanol processing technologies. How and to what extent will the projected growth of the corn ethanol industry in the United States be influenced by some or all of these factors? We use system dynamics modeling to construct a causal-loop structure of the corn ethanol industry and stock and flow diagrams to explore how possible changes in projected factors and growth indicators will affect the industry. Currently, planners and researchers explore various energy supply options by the year 2030. Using system dynamics modeling, this paper explores different possible growth scenarios of the industry for the next twenty years.

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Law, Karen H., Michael J. Chan, and Michael D. Jackson. "Societal Costs of Transportation Fuels: Enabling a True Comparison of Alternatives to Conventional Fuels." In ASME 2012 6th International Conference on Energy Sustainability collocated with the ASME 2012 10th International Conference on Fuel Cell Science, Engineering and Technology. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/es2012-91465.

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Petroleum-based conventional fuels dominate the transportation sector due to simple economics. Per unit of energy, few fuels can rival gasoline and diesel in terms of total cost of ownership to the consumer. While some fuels, such as natural gas and electricity, offer lower fuel costs and/or higher vehicle efficiencies than conventional fuels, the fuel price differentials may not be sufficient to offset the higher initial costs of the vehicles, especially if petroleum prices are low. Even when total costs of ownership are similar or slightly lower for alternative fuels than conventional fuels, differences in attributes, such as vehicle range, fueling time, cargo space, vehicle availability, and fuel availability, and consumer loss aversion suggest that more substantial differences in costs are required before consumers are willing to adopt the alternatives. In order for the transportation sector to achieve greater energy sustainability, the traditional economic paradigm for the vehicle purchase decision must expand to incorporate the true benefits of alternatives to conventional fuels, namely the societal benefits of increased energy security, lower criteria pollutant emissions, and lower greenhouse gas emissions. These benefits are not purely economic and yet are crucial to the future of transportation. To capture these benefits in the economic scheme, the societal costs of transportation fuels to the U.S. have been monetized according to measurable impacts. For energy security, the costs are tied to decreased economic output, loss of national gross product, economic strain and volatility, oil supply shocks and price spikes, supply disruption, and import costs. For criteria pollutant and greenhouse gas emissions, the costs are tied to human health impacts, property damage, loss of agricultural productivity, and destruction of terrestrial and aquatic ecosystems. These societal costs then applied to the use of specific fuels in two representative market segments, representing distinct applications, duty cycles, fuel consumption, and vehicle lifetime. Incorporating the monetized societal costs of transportation fuels in the total costs of ownership enables a fair comparison that reflects the benefits of alternatives to conventional fuels. As a result, these societal costs provide a justifiable framework for a real discussion on incentives and the direction of energy policy, beyond the mere objective of low fuel prices that has pervaded policy discussions to date.

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Takai, Shun, Swithin S. Razu, and Tae G. Yang. "An Approach Toward Making a Design Decision Based on Future Demand Prediction." In ASME 2011 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/detc2011-47493.

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This paper presents an approach for modeling uncertainty of future demand according to a forecast of an influential exogenous variable, which serves as the first step toward making a product design decisions based on future demand prediction. Optimum product design that maximizes expected profit or expected utility of profit depends on future demand influenced by future exogenous variables (i.e., economic, societal, and political variables beyond designers’ control). For example, an optimum design among gasoline, hybrid, electric, and fuel cell vehicles may depend on economic variables such as future gasoline prices, societal variables such as future climate change, and political variables such as future government standards for fuel-efficient vehicles. However, in particular for large-scaled and complex products, designers quite often make design decisions many years before the product is introduced to the marketplace without knowing future exogenous variables. To enable designers to make design decisions according to predicted demands, this study proposes to link demand distributions with exogenous variables and update demand distributions based on exogenous variable forecasts and their degrees of accuracies. An illustrative example is used to demonstrate impacts of exogenous variable forecasts and their accuracies on future demand prediction and expected profit calculation of a fuel cell vehicle.

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Holte, Laura L., Glenn N. Doty, David L. McCree, Judy M. Doty, and F. David Doty. "Sustainable Transportation Fuels From Off-Peak Wind Energy, CO2, and Water." In ASME 2010 4th International Conference on Energy Sustainability. ASMEDC, 2010. http://dx.doi.org/10.1115/es2010-90366.

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Doty Energy is developing advanced processes to permit the production of fully carbon-neutral gasoline, jet fuel, diesel, ethanol, and plastics from exhaust CO2 and off-peak clean energy (wind and nuclear) at prices that can compete with fossil-derived products. Converting CO2 into fuels will eliminate the need for CO2 sequestration, reduce global CO2 emissions by 40%, and provide a nearly insatiable market for off-peak wind. It has long been known that it is theoretically possible to convert CO2 and water into standard liquid hydrocarbon fuels at high efficiency. However, the early proposals for doing this conversion had efficiencies of only 25% to 35%. That is, the chemical energy in the liquid fuels produced (gasoline, ethanol, etc.) would be about the 30% of the input energy required. The combination of the eight major technical advances made over the past two years should permit this conversion to be done at up to 60% efficiency. Off-peak grid energy averaged only $16.4/MWhr in the Minnesota hub throughout all of 2009 (the cheapest 6 hours/day averaged only $7.1/MWh). At such prices, the synthesized standard liquid fuels (dubbed “WindFuels”) should compete even when petroleum is only $45/bbl. A more scalable alternative for transportation fuels is needed than biofuels. It is in our economic and security interests to produce transportation fuels domestically at the scale of hundreds of billions of gallons per year. WindFuels can scale to this level, and as they are fully carbon-neutral they will dramatically reduce global CO2 emissions at the same time. Switching 70% of global transportation fuels from petroleum to WindFuels should be possible over the next 30 years. WindFuels will insure extremely strong growth in wind energy for many decades by generating an enormous market for off-peak wind energy. WindFuels is based largely on the commercially proven technologies of wind energy, water electrolysis, and Fischer Tropsch (FT) chemistry. Off-peak low carbon energy is used to split water into hydrogen and oxygen. Some of the hydrogen is used to reduce CO2 into carbon monoxide (CO) and water via the Reverse Water Gas Shift (RWGS) reaction. The CO and the balance of the hydrogen are fed into an FT reactor similar to those used to produce fuels and chemicals from coal or natural gas. The processes have been simulated, and key experiments are being carried out to help optimize process conditions and validate the simulations.

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Reports on the topic "Gasoline – Prices"

1

Borenstein, Severin, and A. Colin Cameron. Do Gasoline Prices Respond Asymmetrically to Crude Oil Price Changes? Cambridge, MA: National Bureau of Economic Research, August 1992. http://dx.doi.org/10.3386/w4138.

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Davis, Michael, and James Hamilton. Why Are Prices Sticky? The Dynamics of Wholesale Gasoline Prices. Cambridge, MA: National Bureau of Economic Research, June 2003. http://dx.doi.org/10.3386/w9741.

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Bergeron, P. National Survey of E85 and Gasoline Prices. Office of Scientific and Technical Information (OSTI), October 2008. http://dx.doi.org/10.2172/940931.

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Allcott, Hunt, and Nathan Wozny. Gasoline Prices, Fuel Economy, and the Energy Paradox. Cambridge, MA: National Bureau of Economic Research, November 2012. http://dx.doi.org/10.3386/w18583.

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Anderson, Soren, Ryan Kellogg, and James Sallee. What Do Consumers Believe About Future Gasoline Prices? Cambridge, MA: National Bureau of Economic Research, April 2011. http://dx.doi.org/10.3386/w16974.

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Li, Shanjun, Roger von Haefen, and Christopher Timmins. How Do Gasoline Prices Affect Fleet Fuel Economy? Cambridge, MA: National Bureau of Economic Research, October 2008. http://dx.doi.org/10.3386/w14450.

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none,. The Impact of Ethanol Blending on U.S. Gasoline Prices. Office of Scientific and Technical Information (OSTI), November 2008. http://dx.doi.org/10.2172/1218356.

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Gicheva, Dora, Justine Hastings, and Sofia Villas-Boas. Revisiting the Income Effect: Gasoline Prices and Grocery Purchases. Cambridge, MA: National Bureau of Economic Research, November 2007. http://dx.doi.org/10.3386/w13614.

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Busse, Meghan, Christopher Knittel, and Florian Zettelmeyer. Who is Exposed to Gas Prices? How Gasoline Prices Affect Automobile Manufacturers and Dealerships. Cambridge, MA: National Bureau of Economic Research, December 2012. http://dx.doi.org/10.3386/w18610.

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Gelman, Michael, Yuriy Gorodnichenko, Shachar Kariv, Dmitri Koustas, Matthew Shapiro, Dan Silverman, and Steven Tadelis. The Response of Consumer Spending to Changes in Gasoline Prices. Cambridge, MA: National Bureau of Economic Research, December 2016. http://dx.doi.org/10.3386/w22969.

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